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UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

A319/A320
AIRCRAFT REFERENCE GUIDE

TABLE OF CONTENTS

TABLE OF CONTENTS

DESCRIPTION & OPERATION


GENERAL INFORMATION ....................................................................1
Principle Dimensions ............................................................................4
Turning Radii ........................................................................................6
Servicing Points ....................................................................................9
Structural Materials ...............................................................................10
No Step Areas .......................................................................................12
Jacking Points .......................................................................................13
Antenna Locations ................................................................................14
STRUCTURAL BREAKDOWN ...............................................................15
Reference Axes .....................................................................................15
ATA Chapters .......................................................................................16
Section Numbers ...................................................................................17
Station Numbers ....................................................................................20
Zone Numbers .......................................................................................22
FLIGHT DECK ARRANGEMENT .........................................................24
Panels ....................................................................................................27
NOTE: Due to the nature of this chapter there are no Controls & Indications
or Component Locations Sections.

DESCRIPTION & OPERATION


GENERAL INFORMATION ....................................................................1
Principle Dimensions ............................................................................4
Turning Radii ........................................................................................6
Servicing Points ....................................................................................9
Structural Materials ...............................................................................10
No Step Areas .......................................................................................12
Jacking Points ........................................................................................13
Antenna Locations ................................................................................14
STRUCTURAL BREAKDOWN ...............................................................15
Reference Axes .....................................................................................15
ATA Chapters .......................................................................................16
Section Numbers ...................................................................................17
Station Numbers ....................................................................................20
Zone Numbers .......................................................................................22
FLIGHT DECK ARRANGEMENT .........................................................24
Panels ....................................................................................................27
NOTE: Due to the nature of this chapter there are no Controls & Indications
or Component Locations Sections.

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

06-i
A320 LIMITATION 1 AND 9 COURSE

06-i

UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


GENERAL INFORMATION
This Aircraft Reference Guide, or ARG,
covers the Airbus Industrie A319 and
A320. At this writing, United Airlines
plans to have a fleet of 28 A319s and 53
A320s.
The A319/A320 is a twin engine, low
wing, narrow body aircraft of medium
range. The aircraft offers exceptional fuel
economy, along with advanced aerodynamics, materials, and technology. All
flight controls are normally fly by wire
systems.
Airbus Industrie is a consortium consisting of Aerospatiale (France), CASA
(Spain), Deutsche Airbus (Germany), and
British Aerospace (United Kingdom).
The aircraft are designated A319-131 and
A320-232. The first digit in the dash
number identifies the aircraft as a 100 or
200 series airplane and the 3 in the dash
number identifies the engine (IAE
V2500).

JUN 97
FOR TRAINING PURPOSES ONLY

DIMENSIONS & AREAS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The engine manufacturer IAE (International Aero Engines) has its headquarters
in Glastonbury, Connecticut. IAE is a
partnership of 5 companies, Pratt & Whitney (US), Rolls-Royce (United Kingdom),
MTU or Moteren-und Turbinen-Union
(Germany), Fiat Avio (Italy), and JAEC or
Japanese Aero Engines Corporation
(Japan).
UAL A319/A320s are powered IAE
V2522 and V2527 engines respectively.
The 25 in the model number represents the
2500 series engine and the last two digits
(times 1000) represent the thrust rating.
The A319 engines are rated at 22,000
pounds of thrust. On the A320, 26,500
pounds of thrust is rounded up to 27,000.

06-1
A320 LIMITATION 1 AND 9 COURSE

GENERAL INFORMATION
This Aircraft Reference Guide, or ARG,
covers the Airbus Industrie A319 and
A320. At this writing, United Airlines
plans to have a fleet of 28 A319s and 53
A320s.
The A319/A320 is a twin engine, low
wing, narrow body aircraft of medium
range. The aircraft offers exceptional fuel
economy, along with advanced aerodynamics, materials, and technology. All
flight controls are normally fly by wire
systems.
Airbus Industrie is a consortium consisting of Aerospatiale (France), CASA
(Spain), Deutsche Airbus (Germany), and
British Aerospace (United Kingdom).
The aircraft are designated A319-131 and
A320-232. The first digit in the dash
number identifies the aircraft as a 100 or
200 series airplane and the 3 in the dash
number identifies the engine (IAE
V2500).

JUN 97

The engine manufacturer IAE (International Aero Engines) has its headquarters
in Glastonbury, Connecticut. IAE is a
partnership of 5 companies, Pratt & Whitney (US), Rolls-Royce (United Kingdom),
MTU or Moteren-und Turbinen-Union
(Germany), Fiat Avio (Italy), and JAEC or
Japanese Aero Engines Corporation
(Japan).
UAL A319/A320s are powered IAE
V2522 and V2527 engines respectively.
The 25 in the model number represents the
2500 series engine and the last two digits
(times 1000) represent the thrust rating.
The A319 engines are rated at 22,000
pounds of thrust. On the A320, 26,500
pounds of thrust is rounded up to 27,000.

06-1

UNITED AIRLINES

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DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AIRPLANE IDENTIFICATION
Model
PERFORMANCE
Range
Speed
Altitude
CONFIGURATION
Passenger
Cargo
WEIGHTS
Max Gross Taxi Weight (MGTW)
Max Take-Off Gross Weight (MTOGW)
Design Landing Weight (DLW)
Zero Fuel Weight (ZFW)
Usable Fuel Load

DESCRIPTION & OPERATION

AIRPLANE IDENTIFICATION
Model
PERFORMANCE
Range
Speed
Altitude
CONFIGURATION
Passenger
Cargo
WEIGHTS
Max Gross Taxi Weight (MGTW)
Max Take-Off Gross Weight (MTOGW)
Design Landing Weight (DLW)
Zero Fuel Weight (ZFW)
Usable Fuel Load

A319-131
2,800 nm
460 kts (TAS)
39,000 ft
8F 116C
BULK
155,150 lbs
154,300 lbs
134,500 lbs
125,700 lbs
43,000 lbs

A319 General Arrangement

06-2
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

A319-131
2,800 nm
460 kts (TAS)
39,000 ft
8F 116C
BULK
155,150 lbs
154,300 lbs
134,500 lbs
125,700 lbs
43,000 lbs

A319 General Arrangement

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-2

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

AIRPLANE IDENTIFICATION
Model
PERFORMANCE
Range
Speed
Altitude
CONFIGURATION
Passenger
Cargo
WEIGHTS
Max Gross Taxi Weight (MGTW)
Max Take-Off Gross Weight (MTOGW)
Design Landing Weight (DLW)
Zero Fuel Weight (ZFW)
Usable Fuel Load

AIRPLANE IDENTIFICATION
Model
PERFORMANCE
Range
Speed
Altitude
CONFIGURATION
Passenger
Cargo
WEIGHTS
Max Gross Taxi Weight (MGTW)
Max Take-Off Gross Weight (MTOGW)
Design Landing Weight (DLW)
Zero Fuel Weight (ZFW)
Usable Fuel Load

A320-232
3,400 nm
460 kts (TAS)
39,000
12F 132C
Bulk
170,600 lbs
169,750 lbs
142,200 lbs
134,400 lbs
43,000 lbs

FOR TRAINING PURPOSES ONLY

A320-232
3,400 nm
460 kts (TAS)
39,000
12F 132C
Bulk
170,600 lbs
169,750 lbs
142,200 lbs
134,400 lbs
43,000 lbs

A320 General Arrangement

A320 General Arrangement


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

06-3
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-3

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Principle Dimensions
The dimensions on this diagram are
quoted in feet and inches. Measurements
from the static ground line correspond to
the aircraft at its maximum ramp weight.

Principle Dimensions
The dimensions on this diagram are
quoted in feet and inches. Measurements
from the static ground line correspond to
the aircraft at its maximum ramp weight.

111'

111'

18'11"

18'11"
12'11"

12'11"

11'3"

11'2"

14'11"

11'3"

38'7"

14'11"

13

16'7"

11'2"

13

16'7"

36'3"

36'3"

111'10"

111'10"

40'10"

40'10"

18

18
1'9"

1'9"

24'11"

24'11"

37'9"

37'9"

A319 Dimensions

A319 Dimensions

06-4
FOR TRAINING PURPOSES ONLY

38'7"

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-4

JUN 97

UNITED AIRLINES

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DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS


DESCRIPTION & OPERATION

123'3"

123'3"

18'11"

18'11"

12'11"

12'11"

11'3"

11'2"

14'11"

11'3"

38'7"

14'11"

13

16'7"

11'2"

41'6"

13

16'7"

41'6"

111'10"

111'10"

40'10"

40'10"

18

18

1'9"

1'9"
24'11"

24'11"

37'9"

37'9"

A320 Dimensions

JUN 97
FOR TRAINING PURPOSES ONLY

38'7"

A320 Dimensions
06-5
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-5

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DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Turning Radii
The turning radii depicted below are based
on the following conditions:
- slow continuous turning,
- symmetrical thrust,
- no differential braking,
- and a dry surface.

Turning Radii
The turning radii depicted below are based
on the following conditions:
- slow continuous turning,
- symmetrical thrust,
- no differential braking,
- and a dry surface.

36'3"

36'3"
"

"

0
4'1

'10

64

EFFECTIVE
TURN
70
STEERING
ANGLE 75

15'1"
70'2"
MINIMUM
PAVEMENT
WIDTH FOR
180TURN

'3"

EFFECTIVE
TURN
70
STEERING
ANGLE 75

39'9

"

'6"
54

"
39'9

54

'6"

70

A319 Turning Radii

FOR TRAINING PURPOSES ONLY

70'2"
MINIMUM
PAVEMENT
WIDTH FOR
180TURN

'3"

70

06-6

15'1"

A319 Turning Radii


JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-6

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS


DESCRIPTION & OPERATION

41'6"

41'6"
0"

"

'10

'1

71

EFFECTIVE
TURN
70
STEERING
ANGLE 75

71

15'1"
75'10"
MINIMUM
PAVEMENT
WIDTH FOR
180TURN

'5"

EFFECTIVE
TURN
70
STEERING
ANGLE 75

'

'

72
45'5

45'5

"

"

60

60

FOR TRAINING PURPOSES ONLY

75'10"
MINIMUM
PAVEMENT
WIDTH FOR
180TURN

'5"

72

JUN 97

15'1"

A320 Turning Radii

A320 Turning Radii


06-7
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-7

UNITED AIRLINES

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DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Door Heights

06-8
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

Door Heights

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-8

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Servicing Points
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

Servicing Points
06-9
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-9

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Structural Materials
The basic aircraft structure is made of aluminum alloys with stainless steel and titanium alloys in specific areas.

Structural Materials
The basic aircraft structure is made of aluminum alloys with stainless steel and titanium alloys in specific areas.

Metallic Materials

06-10
FOR TRAINING PURPOSES ONLY

Metallic Materials

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-10

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Composite materials are used for primary


and secondary structure. Composite materials represent about 15% of the aircraft
structural weight. CFRP is mainly used
for primary structures, while AFRP and
GFRP are only used for secondary structures.

Composite materials are used for primary


and secondary structure. Composite materials represent about 15% of the aircraft
structural weight. CFRP is mainly used
for primary structures, while AFRP and
GFRP are only used for secondary structures.

Composite Materials

JUN 97
FOR TRAINING PURPOSES ONLY

Composite Materials
06-11
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-11

UNITED AIRLINES

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A318/A319/A320

DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

No Step Areas
Wing and horizontal stabilizer no step
areas are shown below. Protective mats
are required on the horizontal stabilizer as
it is a carbon fiber structure.

No Step Areas
Wing and horizontal stabilizer no step
areas are shown below. Protective mats
are required on the horizontal stabilizer as
it is a carbon fiber structure.

No Step Area

No Step Area

06-12
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-12

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Jacking Points
Four jacking points are provided. One is
on the underside of each wing outboard of
the engine pylon. Another is located forward of the nose landing gear bay. The
fourth jacking point is for a stabilizing
jack and is located on the underside of the
empanage section.

Jacking Points
Four jacking points are provided. One is
on the underside of each wing outboard of
the engine pylon. Another is located forward of the nose landing gear bay. The
fourth jacking point is for a stabilizing
jack and is located on the underside of the
empanage section.

Jacking Points

Jacking Points

JUN 97
FOR TRAINING PURPOSES ONLY

06-13
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-13

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DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Antenna Locations

06-14
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

Antenna Locations

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-14

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

STRUCTURAL BREAKDOWN
Reference Axes
The structure elements are localized
according to the following reference axis.
NOTE: The reference (station 0) for all
structure measurements in the X axis is
located 100 inches (254 centimeters)
forward of the aircraft nose.

Following is a typical fuselage contour in


the Y and Z planes (section A-A at frame
55). These are the major aircraft reference
axes.

STRUCTURAL BREAKDOWN
Reference Axes
The structure elements are localized
according to the following reference axis.
NOTE: The reference (station 0) for all
structure measurements in the X axis is
located 100 inches (254 centimeters)
forward of the aircraft nose.

FOR TRAINING PURPOSES ONLY

Following is a typical fuselage contour in


the Y and Z planes (section A-A at frame
55). These are the major aircraft reference
axes.

Reference Axes

Reference Axes
JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

06-15
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-15

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A318/A319/A320

DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

ATA Chapters
The aircraft structure is divided according
to the ATA 100 specifications.

ATA Chapters
The aircraft structure is divided according
to the ATA 100 specifications.

ATA Chapter

ATA Chapter

06-16
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-16

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Section Numbers
Each major part of the aircraft, corresponding to production receives a section
number. The fuselage section base number is 10.
The fuselage is divided into various sections for manufacturing reasons.

Section Numbers
Each major part of the aircraft, corresponding to production receives a section
number. The fuselage section base number is 10.
The fuselage is divided into various sections for manufacturing reasons.

Section Numbers Figure 1

Section Numbers Figure 1


JUN 97
FOR TRAINING PURPOSES ONLY

06-17
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-17

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/A321

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AIRCRAFT REFERENCE GUIDE

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DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

The general wing section base number is


20. The general tail plane section base
number is 30.

The general wing section base number is


20. The general tail plane section base
number is 30.

Section Numbers Figure 2

Section Numbers Figure 2

06-18
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-18

JUN 97

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DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

The engine section base number is 40.


The lending gear section base number is
50.
The general belly fairing section base
number is 60.

The engine section base number is 40.


The lending gear section base number is
50.
The general belly fairing section base
number is 60.

Section Numbers Figure 3

Section Numbers Figure 3

JUN 97
FOR TRAINING PURPOSES ONLY

06-19
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-19

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DESCRIPTION & OPERATION


Station Numbers
The station number is the distance in centimeters of a cross section from a reference point.
The station/frame numbers shown correspond to the section boundaries.

DESCRIPTION & OPERATION


Following are the engine station numbers,
fuselage station and frame numbers, and
vertical stabilizer station and rib numbers..
NOTE: For the vertical stabilizer the
reference station is Z=0 at the VTZ axis.

Station Numbers
The station number is the distance in centimeters of a cross section from a reference point.
The station/frame numbers shown correspond to the section boundaries.

FOR TRAINING PURPOSES ONLY

Following are the engine station numbers,


fuselage station and frame numbers, and
vertical stabilizer station and rib numbers..
NOTE: For the vertical stabilizer the
reference station is Z=0 at the VTZ axis.

Station Numbers Figure 1

Station Numbers Figure 1

06-20

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-20

JUN 97

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DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Horizontal stabilizer station numbers are
as follow.
NOTE: For the horizontal stabilizer
the reference station is Y=0 at the aircraft Y axis.

DESCRIPTION & OPERATION


The wing station numbers are as follow.
NOTE: For the wings the reference station is wing reference axis (WY). WY is
located at 1868 mm (73.54 in) from the
aircraft X axis.

Horizontal stabilizer station numbers are


as follow.
NOTE: For the horizontal stabilizer
the reference station is Y=0 at the aircraft Y axis.

FOR TRAINING PURPOSES ONLY

The wing station numbers are as follow.


NOTE: For the wings the reference station is wing reference axis (WY). WY is
located at 1868 mm (73.54 in) from the
aircraft X axis.

Station Numbers Figure 2

Station Numbers Figure 2


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

06-21
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-21

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/A321

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A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Zone Numbers
There are 8 major zones in the aircraft.
Each major zone is identified by the first
digit of a 3 digit number. Following are
fuselage and vertical stabilizer zones.

Zone Numbers
There are 8 major zones in the aircraft.
Each major zone is identified by the first
digit of a 3 digit number. Following are
fuselage and vertical stabilizer zones.

Zone Numbers Figure 1

Zone Numbers Figure 1

06-22
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-22

JUN 97

UNITED AIRLINES

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DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Zone Numbers Figure 2


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

Zone Numbers Figure 2


06-23

A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-23

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/A321

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DESCRIPTION & OPERATION


FLIGHT DECK ARRANGEMENT
The flight deck is equipped with adjustable seats for two crew members, a third
occupant seat and a folding seat for a
fourth occupant. Various furnishings and
equipment are fitted into the flight deck
for the comfort, convenience and safety of
the occupants.
The controls of most aircraft systems are
located on the overhead panel. The overhead panel is divided into 2 main sections:
- a FWD section including the system
panels,
- and an AFT section mainly comprising
the circuit breaker panel.
The glare-shield contains the Flight Control Unit (FCU). The FCU includes the
Electronic Flight Instrument System
(EFIS) controls, and is used for control
and monitoring of the Auto Flight System
(AFS, also on the glare-shield).

06-24
FOR TRAINING PURPOSES ONLY

DIMENSIONS & AREAS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The MASTER CAUTION and the MASTER WARNING lights are also mounted
on the glare-shield.
The main instrument panel has 6 interchangeable Cathode Ray Tubes. Two of
them are dedicated to the ECAM.
The others are 2 Primary Flight Displays
and 2 Navigation Displays.
Stand by instruments and landing gear
controls are also located on the main
instrument panel.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

FLIGHT DECK ARRANGEMENT


The flight deck is equipped with adjustable seats for two crew members, a third
occupant seat and a folding seat for a
fourth occupant. Various furnishings and
equipment are fitted into the flight deck
for the comfort, convenience and safety of
the occupants.
The controls of most aircraft systems are
located on the overhead panel. The overhead panel is divided into 2 main sections:
- a FWD section including the system
panels,
- and an AFT section mainly comprising
the circuit breaker panel.
The glare-shield contains the Flight Control Unit (FCU). The FCU includes the
Electronic Flight Instrument System
(EFIS) controls, and is used for control
and monitoring of the Auto Flight System
(AFS, also on the glare-shield).

06-24

The MASTER CAUTION and the MASTER WARNING lights are also mounted
on the glare-shield.
The main instrument panel has 6 interchangeable Cathode Ray Tubes. Two of
them are dedicated to the ECAM.
The others are 2 Primary Flight Displays
and 2 Navigation Displays.
Stand by instruments and landing gear
controls are also located on the main
instrument panel.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

DIMENSIONS & AREAS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Flight Deck figure 1

JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

Flight Deck figure 1


06-25
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-25

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Several control panels are located on the


center pedestal. The main control panels
are:
- throttle and thrust reverser levers,
- pitch trim wheels,
- flaps and slats control,
- brakes controls,
- MCDUs.
The side sticks and nose wheel steering
handles are mounted on the side consoles.
The side consoles provide documentation
stowage, oxygen masks, and communication devices.

Several control panels are located on the


center pedestal. The main control panels
are:
- throttle and thrust reverser levers,
- pitch trim wheels,
- flaps and slats control,
- brakes controls,
- MCDUs.
The side sticks and nose wheel steering
handles are mounted on the side consoles.
The side consoles provide documentation
stowage, oxygen masks, and communication devices.

Flight Deck Figure 2

Flight Deck Figure 2

06-26
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-26

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Panels

Panels
27VU

27VU
CALL

CALL

CALL

CALL

CALL

MECH

ATT

VHF1

VHF2

VHF3

HF1

HF2

INT

CAB

CALL

OBS
AUDIO
ENTMNT

OBS
AUDIO
ENTMNT

INT

ON

DISPLAY
DATA

2 3

HDG

OFF

STS

N
2

H
5

E
6

S
8

ENT

ON BAT
IR1

1
W
4

SYS

PPOS WIND
TK/GS
TEST

IR3

FAULT
ALIGN

ALIGN

OFF NAV ATT

OFF NAV ATT

AGENT 1

AGENT 2

SQUIB

SQUIB

DISCH

DISCH

ENG

TEST

AGENT 2

SQUIB

SQUIB

DISCH

DISCH

BLUE

OFF

OFF

ENG 1 PUMP

OFF

ENG 1

FAULT

FAULT

HF1

OFF

FAULT

ENG 2

OFF

OFF

FAULT

VOR

F
U
E
L

A
U
T
O

FAULT

OFF

MAN

R TK PUMPS
1
2

FAULT

FAULT

FAULT

ADF

DC BUS 1

BAT

OFF

OFF

OFF

BAT 2

FAULT

AC ESS FEED

OFF

OFF

FAULT

EMER ELEC PWR

E
L
E
C

MAN ON

RAT
&
EMER GEN

OFF

AC BUS 1

ALTN

AC ESS BUS

SEC 2

SEC 3

A
U
T
O

FAULT

APU GEN

EXT PWR

GEN 2

FAULT

AVAIL

FAULT

OFF

OFF

ON

OFF

OFF

FAULT

FAULT

FAULT

OFF

OFF

OFF

OFF

FLAP MODE

LDG FLAP 3

OFF

ON

PACK FLOW
NORM

AFT ISOL VALVE

FAULT

FAULT

RCDR
CVR ERASE

CVR TEST

A
U
T
O

MASK MAN ON

COCKPIT

FWD CABIN

30VU

OXYGEN
PASSENGER

A
U
T
O

FWD

RAIN RPLNT

C
O
N
D

COLD

HOT

COLD

HOT

PACK 2

X BLEED

ENG 2 BLEED
SHUT

FAULT
ON

OFF

OPEN

FAULT

FAULT

ON

OFF

SEC 1

FAC 1

FAULT

FAULT

ANTI ICE
WING

ENG 1

CALL

FAULT

FAULT

ON

ON

ON

WIPER

A
U
T
O

FAULT
ON

A
U
T
O

EXT LTS

OFF
SLOW

STROBE
OFF

BEACON
OFF

NAV
OFF

ON
RWY TURN OFF
OFF

EMER ELEC PWR

2
8

ON
ON

BRT

OFF

LDG FLAP 3

OFF

ON

ON

ON

ON

ON

WIPER

NOSE
OFF

AVAIL

BRT

OFF

TAXI

ON

ON

T.O.

A
U
T
O
ON

FAULT

OFF

OFF

FAULT

A
U
T
O

FAULT

OFF

BAT 1

DC BUS 1

A
U
T
O

FAULT
OFF

MAN

F
U
E
L

R TK PUMPS
1
2

FAULT

FAULT

FAULT

BAT

OFF

OFF

OFF

BAT 2

CVR TEST

OXYGEN
PASSENGER

CREW
SUPPLY

BFO

24VU

FLT CTL
SEC 2

SEC 3

FAC 2

FAULT

FAULT

FAULT

FAULT

OFF

OFF

OFF

OFF

FAULT

AC ESS FEED

OFF

OFF

FAULT
ALTN

AC ESS BUS

A
U
T
O

IDG 1

FAULT

HOT AIR

AFT ISOL VALVE

FAULT

FAULT

OFF

OFF
AFT

IDG 2

GEN 1

APU GEN

EXT PWR

GEN 2

FAULT

FAULT

AVAIL

FAULT

OFF

OFF

ON

OFF

OFF

22VU

CARGO HEAT

E
L
E
C

AC BUS 2

BUS TIE

PACK FLOW
NORM
LO

COLD

FAULT

HOT

COCKPIT

FWD CABIN

30VU

AFT CABIN

TEST

AFT

SMOKE

SMOKE

HI
FAULT

A
I
R

A
I
R

OFF
COLD

PACK 1

C
O
N
D

HOT

COLD

HOT

COLD

HOT

PACK 2

X BLEED

PACK 1

C
O
N
D

OFF
AUTO

RAM AIR
ENG 1 BLEED

APU BLEED

ENG 2 BLEED
SHUT

FAULT
ON

OFF

OPEN

FAULT

FAULT

ON

OFF

EMER
WING

AFT

ENG 1

CALL

FAULT

FAULT

ON

ON

ON

WIPER

FAULT
ON

A
U
T
O

BEACON
OFF

ON
RWY TURN OFF
OFF

ON

A
U
T
O

NAV
OFF

ON
ON

ON

ON

ON

ON

ON

BRT

OFF

WIPER

ANN LT
DIM
BRT

RAIN RPLNT

OFF

TEST

DIM
BRT

SLOW

ON

FAST

SIGNS
START

N1 MODE
2

ON

OFF

ON

LAND
L

OFF

MAN START

DOME

CAB FANS

INT LT
OVHD INTEG LTSTBY COMPASS

MASTER SW

OVRD

ENG

DITCHING

0
2

AGENT 2

A
U
T
O

FAULT

25VU

LDG ELEV
AUTO
-2

14
MAN V/S CTL MODE SEL
UP
FAULT A 12
U
T 10
MAN
O
DN

FAULT

NOSE
OFF

AVAIL

OFF

TAXI

ON

ON

T.O.

RETRACT

ARM

ON

APU

WING
OFF

A
U
T
O

FAST

ON

A
U
T
O

EXT LTS
STROBE
OFF

OFF

ON

ENG 2

DISCH 2

EXTRACT
A
U
T
O

OVRD

CABIN PRESS

PROBE/WINDOW
HEAT

DISCH 1 AGENT 1

AGENT 2

VENTILATION
FAULT

ANTI ICE

AGENT 1

BLOWER

OFF

SLOW

BRT

DISCH
AGENT 2

FAULT

PACK 2

OFF

SYS ON

SLOW

SEAT BELTS NO SMOKING


OFF
OFF
A
U
T
O
ON

EMER EXIT LT
OFF
ARM
OFF

ON

ON

FLT CTL

ELAC 2

SEC 2

SEC 3

FAC 2

FAULT

FAULT

FAULT

FAULT

OFF

OFF

OFF

OFF

ELAC 2

SEC 2

SEC 3

FAC 2

FAULT

FAULT

FAULT

FAULT

OFF

OFF

OFF

OFF

A319 No Cargo Heat Panel

A319 No Cargo Heat Panel

DISCH

CARGO SMOKE
FWD

TEST

DISCH

DISCH

SMOKE

DISCH

DISCH

CARGO SMOKE
FWD

AFT

SMOKE

TEST

DISCH

AFT

SMOKE

SMOKE

DISCH

DISCH

A319 Cargo Smoke Panel

A319 Cargo Smoke Panel

Overhead Panel

Overhead Panel

FOR TRAINING PURPOSES ONLY

ADF

ELAC 2

FLT CTL

JUN 97

AM

STBY NAV

35VU

DC BUS 2

FAULT

AC BUS 1

OFF

RAIN RPLNT

EMER EXIT LT

OFF

FAULT

FAULT

FWD

FAST

SEAT BELTS NO SMOKING


OFF
OFF

CVR ERASE
A
U
T
O

A
U
T
O

IN USE

OFF

DIM

ILS

HOT AIR

SIGNS
START

ON

ON

LAND
L

FLAP MODE

OFF

RAIN RPLNT

DIM

ON

G/S MODE

MECH

TEST

VOR

CARGO SMOKE

CALLS
N1 MODE

ANN LT

HF1

NAV

FWD

ON

OFF

CTR TK
CTR TK
PUMP 1
MODE SEL
PUMP 2

OFF

MAN START

DOME

OFF

ON

A
U
T
O

FAULT

VIDEO

CAB FANS

INT LT
OVHD INTEG LTSTBY COMPASS

OVRD

VHF3

SEL

OFF

ENG 2
OPEN

E
L
E
C

MAN ON

RAT
&
EMER GEN

MASK MAN ON

A
U
T
O

FAULT

VHF2

HF1

21VU

OFF

AGENT 2

EXTRACT
A
U
T
O

VHF1

H
Y
D

FAULT

FAULT

GALLEY

ENG

DITCHING

FAULT

RETRACT

ON

A
U
T
O

DISCH 2

25VU

LDG ELEV
AUTO
-2

14
MAN V/S CTL MODE SEL
UP
FAULT A 12
U
T 10
MAN
O
DN

MASTER SW

A
U
T
O

FAST

ON

APU

WING
OFF

CABIN PRESS

PROBE/WINDOW
HEAT

ENG 2

ENG 2 PUMP

APU

L TK PUMPS
1
2

CAPT & PURS

RCDR

VENTILATION

OVRD
EMER

OFF

ENG 1

ON

GND CTL

DISCH 1 AGENT 1

ADF2

STBY/CRS

40VU

ELEC PUMP

A
U
T
O

FAULT

FAULT

OFF

EVAC

DISCH

FAULT

OFF

AFT

OFF

ENG 1 PUMP

EVAC

AGENT 2

AGENT 2

ADF1

OFF

A
U
T
O

FAULT

SMOKE

BLOWER

TEST

GPWS

AGENT 1

PA

ILS

X FEED

FAULT

HORN SHUT OFF

SYS

MKR

ACTIVE

AFT

SMOKE

C
O
N
D

OFF
APU BLEED

YELLLOW

ELEC PUMP

OFF

ELAC 1

ON

AUTO

RAM AIR
ENG 1 BLEED

BLUE

RAT MAN ON

F
23VU U
E
L

FLT CTL

FAULT

PACK 2

OFF

SYS ON

CALLS
MECH

CREW
SUPPLY

HOT

CAB

PUSH

DISCH

GREEN

ADR 2
OFF

HOT

TEST

A
I
R

OFF
COLD

TEST

FIRE

SQUIB

OFF NAV ATT

OFF

DISCH

ENG

PTU

FAULT

OFF

PACK 1

F
I
R
E

SQUIB

DISCH

AGENT

FIRE

FAULT

FAULT

PACK 1

TEST

FAULT

OFF

SMOKE

AFT CABIN

ATT

INT

AGENT 2

SQUIB

PUSH

DISCH

ENG

PUSH

FAULT

GEN 1 LINE

HI

FAULT

VIDEO
IN USE

ADR 3

EMER GEN TEST

COLD

APU FIRE

SQUIB

DISCH

OFF
AFT

HOT AIR
LO

A
I
R

SQUIB

CLR

OFF

CARGO SMOKE

OFF

F
I
R
E

AGENT 1

ALIGN

OFF

HOT AIR

OFF

FWD

G/S MODE

S
8

FAULT

22VU

CARGO HEAT

FAULT

FAULT

ON

OFF NAV ATT

IDG 2

GEN 1
FAULT

FAC 2

FAULT

GPWS

GND CTL

OFF NAV ATT

24VU

FLT CTL
ELAC 2

E
L
E
C

AC BUS 2

BUS TIE

IDG 1

A
U
T
O

FAULT

OFF

A
U
T
O

FAULT

E
6

AGENT 2

H
Y
D

35VU

DC BUS 2

FAULT

H
5

IR2

ALIGN

BFO

N
2

FAULT

ALIGN

COMMAND

BAT 1

GALLEY

SYS

ILS

ENT

IR3

FAULT

21VU
CAPT & PURS

ON

OFF

IR1

STBY NAV

ADR 1

ON

FAULT

OFF

STS

ON BAT

AM

OFF

APU

EVAC

SMOKE

ENG 2 PUMP

OPEN

OFF

EVAC

GEN 1 LINE

VHF3

SEL

OFF

CTR TK
CTR TK
PUMP 1
MODE SEL
PUMP 2

L TK PUMPS
1
2

FAULT

HORN SHUT OFF

EMER GEN TEST

VHF2

HF1

2 3

HDG

H
Y
D

ELEC PUMP

A
U
T
O

FAULT

FAULT

F
23VU U
E
L

FAC 1

OFF

VHF1

MECH

HF2

ON
VOICE RESET

W
4

SYS

PPOS WIND
TK/GS

X FEED

FLT CTL

OFF

DATA

STBY/CRS

TEST

NAV
A
U
T
O

FAULT
ELEC PUMP

OFF
FAULT

ACTIVE

40VU

YELLLOW

RAT MAN ON

ADR 2
OFF

FAULT

TEST

CALL

HF1

RAD
VOR1
VOR2

ADIRS

ADF2

DISPLAY

F
I
R
E

PTU

FAULT

ADF1

PUSH

GREEN

OFF NAV ATT

SEC 1

2 FIRE

ENG

TEST
DISCH

ALIGN

ADR 3

COMMAND

AGENT 1

CALL

VHF3

PA

ILS

AGENT 1

SQUIB

FAULT

OFF

FAULT

1 FIRE
PUSH

FAULT

ELAC 1

PUSH

H
Y
D
ADR 1

APU FIRE
AGENT

CLR

IR2

FAULT

F
I
R
E

MKR

CALL

VHF2

INT

ON

ON
VOICE RESET
RAD
VOR1
VOR2

ADIRS

CALL

VHF1
OFF

OFF

06-27
A320 LIMITATION 1 AND 9 COURSE

JUN 97

06-27

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

HIGH VOLTAGE INSIDE

HA

LIGHTING

72

CIDS
DIR 1&2 DEU B DEU A ESS
ESS
ESS
LINE1 LINE2

54VU-2

FWS
FWC1
SPLY

72

ANTI ICE

ECAM DU
DMC3
UPPER
SPLY SWTG SWTG

72

ATC
1

ILS
1

VOR
1

DME
1

10

DMC1
SWTG

DMC3
STBY
SPLY

DMC1
SPLY

ECAM
CTL
PNL

72

72

SEC 1
NORM
SPLY

CTL

OFF

OFF

G
APU

ENG

AUTO EXTING

FADEC GND PWR


1
2

54VU-2

72

FWC1
SPLY
ON

ON

15

15

10

11

12

13

14

VHF
1

RMP
1

ATC
1

VOR
1

72

ECAM DU
DMC3
UPPER
SPLY SWTG SWTG

RLY
BOX
CAPT

AIR COND

72

FLOW
CTL &
IND 1

DMC1
SWTG

DMC3
STBY
SPLY

DMC1
SPLY

ECAM
CTL
PNL

CTL

10

72

RESET

OK
ON

ON

X FEED
VALVE
BAT

3
HYD

72
SEC 1
NORM
SPLY

72

LP VALVE
1&2
IGN
FADEC A
FIRE DET
MOT 1
SYS A & EIU1 & EIU2 LOOPA
LOOPBENG 1 ENG 2

APU

THS
ELAC1 SLT FLP
ACTR FCDC1 NORM 1 POS
MOT2 SPLY SPLY
IND
1

FUEL
BLOW OFF
PUMP

72

ENGINE

XFR VALVE 1
WING
L
R

X FEED FQI SMOKE


VALVE CHAN CONFIG
MOT 1
1 PUMP CTL

15

15

10

11

12

13

14

READING LT

OFF

48VU
TOILET

READING LT

BRT

NORM

52VU

F/O
3

CAPT
3

NORM

52VU

F/O
3

FMS LOAD

Overhead Panel - Upper

FOR TRAINING PURPOSES ONLY

BRT

AUDIO SWITCHING

OCCPD

FMS LOAD

06-28

OFF

48VU
TOILET

AUDIO SWITCHING
CAPT
3

ON

CVR
SPLY

54VU-1

OCCPD

OFF

ENG
FADEC GND PWR
1
2

Y BRK HYD HYD PWR FIRE VALVE


G
LGC1U PRESS PRESS B WARN
Y
SYS 1
IND
XMTR & CTL ENG 1 ENG 2

72

OFF

COM

ENG 1
MONG
CTL

L/G

SLT
FLP
CTL & MONG
SYS 1

OFF

APU
AUTO EXTING

AIR BLEED

CAB
RAM
PRESS AIR
CTL 1 INLET

TEST

FLIGHT CONTROLS
FCU
1

ENGINE

1
2
HP FUEL SOV

LEAK MEASUREMENT VALVES


G
B
Y

ON

NAV

AIR COND

FAC 1
FMGC
26VAC 28VDC
1

72

10

A
U
T
O

DME
1

ADIRU 3 CAPT CLOCK


VOR/ADF/
SWTG LOUD NORM
DME
STBY
STBY
SPLY SPKR SPLY HORIZON RMI
ALTM

AUTO FLT
MCDU
1

ON

HYD
BLUE PUMP
OVRD

ILS
1

AVIONICS
CMPT LT

ON

NAV

AUDIO
ACP
FLT
CAPT
F/O INTPH

AVNCS VENT
CTL

SVCE INT
OVRD

FAULT

COM

AFT CARGO
CARGO FIRE
EXTIG EXTIG SDCU VENT/HTG
BTL 1 BTL 2 CHAN 1CTL & MONG

WING
MONG
CTL

X FEED FQI SMOKE


VALVE CHAN CONFIG
MOT 1
1 PUMP CTL

TMR RESET

ADF
1

NAV & PROBES

PFD CAPT
SPLY SWTG

ENGINE

ADIRU 1
1&2
28VDC
1
& ADA1
SPLY ESS BUS 115VAC 26VAC

ANTI ICE

OXYGEN

NAV

AC BUS
BXP
MONG

LT
CTL

HA

ON

ANTI ICE

FUEL
BLOW OFF
PUMP

72

PROBES
RIAN
RPLNT PITOT
PHC
ADA
CAPT
1
1
1

CKPT
DOME

50VU
CVR
HEAD SET

5
ELEC

1
72

SDAC

APU

XFR VALVE 1
WING
L
R

1
2
26VAC SYNC
AC ESS BUS

NO CAPT
SPLY SWTG

49VU

EMER LT

EIS

CVR
SPLY

54VU-1
A

3
FWS

RESET

ON

OFF

OK

CABIN
1
72

LEAK MEASUREMENT VALVES


G
B
Y

ON

TEST

THS
ELAC1 SLT FLP
ACTR FCDC1 NORM 1 POS
MOT2 SPLY SPLY
IND

LP VALVE
1&2
IGN
FADEC A
FIRE DET
MOT 1
SYS A & EIU1 & EIU2 LOOPA
LOOPBENG 1 ENG 2

HYD

X FEED
VALVE
BAT

LIGHTING

HYD

XFMR
STBY
115V.5V COMP
ESS BUS
LT

A
U
T
O

Y BRK HYD HYD PWR FIRE VALVE


G
LGC1U PRESS PRESS B WARN
Y
SYS 1
IND
XMTR & CTL ENG 1 ENG 2

COM

ENG 1
MONG
CTL

COM
HF1

PASSENGER
ACTUATION

CTL & WARN

CIDS
DIR 1&2 DEU B DEU A ESS
ESS
ESS
LINE1 LINE2

AIR BLEED

CAB
RAM
PRESS AIR
CTL 1 INLET

L/G

SLT
FLP
CTL & MONG
SYS 1

72

ON

NAV

FLIGHT CONTROLS
FCU
1

AVIONICS
CMPT LT

ON

BLUE PUMP
OVRD

RMP
1

ENGINE

1
2
HP FUEL SOV

10

AIR COND

FAC 1
FMGC
26VAC 28VDC
1

72

RLY
BOX
CAPT

FLOW
CTL &
IND 1

AUTO FLT
MCDU
1

VHF
1

AIR COND

SVCE INT
OVRD

FAULT

ADIRU 3 CAPT CLOCK


VOR/ADF/
SWTG LOUD NORM
DME
STBY
STBY
SPLY SPKR SPLY HORIZON RMI
ALTM

AFT CARGO
CARGO FIRE
EXTIG EXTIG SDCU VENT/HTG
BTL 1 BTL 2 CHAN 1CTL & MONG

WING
MONG
CTL

AVNCS VENT
CTL

OXYGEN

NAV

AUDIO
ACP
FLT
CAPT
F/O INTPH

ANTI ICE

PROBES
RIAN
RPLNT PITOT
PHC
ADA
CAPT
1
1
1

COM

EIS

PFD CAPT
SPLY SWTG

HA
TMR RESET

ADF
1

NAV & PROBES

HA

NAV

AC BUS
BXP
MONG

LT
CTL

ADIRU 1
1&2
28VDC
1
& ADA1
SPLY ESS BUS 115VAC 26VAC

NO CAPT
SPLY SWTG

CKPT
DOME

HIGH VOLTAGE INSIDE


OXYGEN

CREW
OXY
SPLY

ON

72

SDAC
1
2
26VAC SYNC
AC ESS BUS

ELEC

EMER LT
CABIN

50VU
CVR
HEAD SET

COM
HF1

PASSENGER
ACTUATION

CTL & WARN

XFMR
STBY
115V.5V COMP
ESS BUS
LT

49VU

OXYGEN

CREW
OXY
SPLY

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

Overhead Panel - Upper

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-28

JUN 97

FOR TRAINING PURPOSES ONLY


BRT

BRT

Captains Panel
06-29

A320 LIMITATION 1 AND 9 COURSE

JUN 97
OFF

MAX

OFF

DIM

OFF

ND

BRT

301VU

IIAD
110.10
35

10

QNH

30.10

33

10

10

20

LOC

33

-11

34

35

35

IA

AML

MOSBY

TILLE

KIAD
01R

INTCPT

131VU

ADF 2
M IA

CAPT

TILLE 011
5.5 nm
05:36

CHRONO

TILT
-1.00
MAN

3
4

TILLE 011
5.5 nm
05:36

SIDE STICK PRIORITY

MOSBY

TILLE

KIAD
01R

INTCPT

ILS APP

IA

AML

ILS APP

ADF 2
M IA

TILT
-1.00
MAN

DIMENSIONS & AREAS

QNH

30.10

025

30 00
80

035

GS 190 TAS 198


338 / 15

CAUT

LAND

WARN

MASTER

-11

34

MASTER

CAT3 AP1+2
DUAL 1FD2
DH 100 A/THR

025

30 00
80

035

AUTO

10

10

20

GS 190 TAS 198


338 / 15

10

136

10

20

ALT
G/S

CAT3 AP1+2
DUAL 1FD2
DH 100 A/THR

15

160

180

200

220

SPEED

35

10

10

20

LOC

G/S

GPWS

IIAD
110.10

136

160

180

200

220

ALT
G/S

DESCRIPTION & OPERATION

CONSOLE/FLOOR
BRT

PFD/ND
XFR

OFF

DIM

BRT

SPEED

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

LOUD SPEAKER

PFD

MAX

CONSOLE/FLOOR
BRT

OFF

ND

G/S

CAPT

SIDE STICK PRIORITY

10

OFF

OFF

LOUD SPEAKER

OFF

PFD/ND
XFR

301VU

CAUT

LAND

131VU

15

2VU

2VU

PFD

GPWS

MASTER

AUTO

WARN

MASTER

15

JUN 97
10

CHRONO

A318/

10

DIMENSIONS & AREAS

15

UNITED AIRLINES
UNITED AIRLINES
A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

Captains Panel
06-29

Center Panel

JUN 97

A320 LIMITATION 1 AND 9 COURSE

06-30
250

140

9 12
ADF

V
O
R

401VU

V
O
R

DME 2

ADF

ALT

hPa
3010

0
1
3 000 2

0 3

ADF

DME 2

79.1

56.3

376
10

N2
%

N1
%

EGT
C

EPR

AIR

16.5

4420

79.1

56.3

376
10

N2
%

N1
%

EGT
C

EPR

AIR

16.5

4420

16.5

1.5

TAT + 5
SAT + 2

72

72

10

16.5

4420

79.1

56.3

376

PSI

05

62

74

34

1.328

FLAP

0. 9

0. 3

FT/MN

LBS

FLAP

0. 9

0. 3

FT/MN

GW 129800

150

CAB ALT FT

CAB V/S

300 FT

0. 3

VIB (N2)

0. 9

VIB (N1)

24160

FOB:

LBS

LBS

LBS

F.F. LBS/H
220O
220O

1.328

GW 129800

150

CAB ALT FT

CAB V/S

300 FT

0. 3

VIB (N2)

0. 9

VIB (N1)

24160

F.F. LBS/H
220O
220O
FOB:

CL

34

LDG ELEV AUTO

1.6

1.056

1.4

05

62

74

FWD F AFT

QT

OIL.

LBS

10

4420

79.1

56.3

376

CL

LDG ELEV AUTO

PSI

1.2

F. USED

ENGINE

IGNITION
SEAT BELTS
NO SMOKING

1.056

1.6

TAT + 5
SAT + 2
C

72

72

1.4

1.5

1.6

1.056

1.4

FWD F AFT

QT

OIL.

LBS

F. USED

ENGINE

IGNITION
SEAT BELTS
NO SMOKING

CKPT

1.2

1.6

1.056

CKPT

1.2

UNLK

ON

ON

ET

40
RUN
S
TO
P RST

MIN

ET

MO UTC
DY
HR
MIN

CHR

DOWN

UP

MED
DECEL

TC

CHR

20

10

MO
DY
HR
MIN
RUN

LIMIT
SPD(IAS)
VLE 280KT/ M 67
VLO EXT 250KT
RET 220KT
230KT
VFE 1
1+F 215KT
2
200KT
3
185KT
FULL 177KT

PSI X 1000

0
BRAKES

4
1

PRESS
0

OFF

ON

A/SKID &
N/W STRG

402VU

400VU

LIMIT
SPD(IAS)
VLE 280KT/ M 67
VLO EXT 250KT
RET 220KT
230KT
VFE 1
1+F 215KT
2
200KT
3
185KT
FULL 177KT

ACCU
3

ON

DECEL

MAX

UNLK

AUTO/BRK

HR

CHR

20

10

LDG GEAR

LO

50

MIN

MO
DY
HR
MIN
RUN

PSI X 1000

0
BRAKES

4
1

PRESS

OFF

ON

A/SKID &
N/W STRG

402VU

ACCU
3

ON

DECEL

MAX

UNLK

N401UA
DMRJ

ET

DECEL

DATE
SET

CHR

DOWN

MO UTC
DY
HR
MIN

UNLK

RUN
S
TO
P RST

40

50

HR

ON

ON

UP

MED
DECEL

LO
DECEL

DATE
SET

UNLK

AUTO/BRK

UNLK

LDG GEAR

N401UA
DMRJ

DIMENSIONS & AREAS

V
O
R

33

20

10

10

20

ADF

ALT

hPa
3010

0 3

1.4

ET

DME 1

160
180
200

33

20

1.2

TC

KT

450 60 80
100
IAS
120

V
O
R

10

20

10

DME 1

160
180
200

0
1
3 000 2

300

KT
250

DESCRIPTION & OPERATION

350

400

300

350

140

9 12

/A321

18 21

450 60 80
100
IAS
120

27 30

400VU

AIRCRAFT REFERENCE GUIDE

15

400

18 21

FOR TRAINING PURPOSES ONLY


15

06-30
6

24

401VU

A318/A319/A320

27 30

DIMENSIONS & AREAS

24

UNITED AIRLINES
UNITED AIRLINES
A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

Center Panel

JUN 97

CHRONO

JUN 97

FOR TRAINING PURPOSES ONLY

First Officers Panel

06-31

A320 LIMITATION 1 AND 9 COURSE

JUN 97
VOR1
ADF1
DME1

F/O

TCAS
NAV ACCUR UPDRAD

VOR

LOC

HDG

CHECK HDG

G
/
S

WR R/T
VOR2
ADF2
DME2

SPD
LIM

FPV

HDG

RA
LOC

ATT

FD CHECK ATT

SI

ILS

V
/
D
E
V

V
/
S

V
/
S

C
HA
E L
CT
K

ALT SEL

G
/
S ALT

ILS

V
/
D
E
V

OFF

500VU

OFF

G/S

nd

G/S

BRT

GPWS

BRT

PFD/ND
XFR

OFF

DIM

CONSOLE/FLOOR
BRT

OFF

DIM

CONSOLE/FLOOR
BRT

PFD/ND
XFR

BRT

PFD

BRT

MAX

OFF

MAX

LOUD SPEAKER

OFF

OFF

LOUD SPEAKER

OFF

PFD

6VU

6VU

DIMENSIONS & AREAS

DMEX

ILS1

SPD

V1
INOP

LAND

CRS XXX

AUTO
CAUT

HDG

RA
LOC

ATT

MASTER

SPD SEL

DMEX

ILS1

SPD
LIM

FPV

G
/
S ALT

C
HA
E L
CT
K

GPWS

nd

DESCRIPTION & OPERATION

WARN

MASTER

WR R/T
VOR2
ADF2
DME2

SPD

FD CHECK ATT

SI

ALT SEL

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

SIDE STICK PRIORITY

G
/
S

V1
INOP

500VU

A318/

CHRONO

TCAS
NAV ACCUR UPDRAD

VOR

LOC

HDG

CHECK HDG

SPD SEL

LAND

CAUT

CRS XXX

AUTO

MASTER

WARN

MASTER

DIMENSIONS & AREAS

130VU

VOR1
ADF1
DME1

F/O

SIDE STICK PRIORITY

130VU

UNITED AIRLINES
UNITED AIRLINES
A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

First Officers Panel


06-31

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

DIMENSIONS & AREAS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION


8VU

SWITCHING
UA123
SPD/ALT

FROM
UTC

0533

MOSBY
C010

TILLE
C010

KIAD01R
H010

INTCPT
C040

ASPER
DEST

CAPT
3

2990

6 0. 0
BRG011
0536
138/
1820
TRK010
5 -3. 0
0539
131/
360
3
--- / +800
---12
--- / +3000
---UTC
DIST EFOB

KIAD01R

10

0539

ATT HDG
NORM

AIR DATA
NORM

F/O
3

CAPT
3

F/O
3

CAPT
3

EIS DMC
NORM

DIR

PROG

PERF

INIT

DATA

RAD
NAV

FUEL
PRED

SEC
F-PLN

PROG

EMER
CANC

T.O.
CONFIG

ENG

BRT

BRT

NEXT
PAGE

--

BLEED PRESS

ELEC

HYD

APU

COND

CLR

ALL

DOOR WHEEL F/CTL

RCL

STS

CLR

F
M
G
C

VOR

CG
20

AM

VHF2

VHF3

HF1

CG
25

BFO

HF2

INT

C040

VLS

128

FULL

ASPER
DEST

CAB

KIAD01R

10

0539

2
UP

45

1
UP

DIR

PROG

PERF

INIT

DATA

RAD
NAV

FUEL
PRED

SEC
F-PLN

PROG

BRT
MCDU
MENU

CG
30

A
/
T
H
R

35
30
25

DIR

PROG

PERF

INIT

DATA

RAD
NAV

FUEL
PRED

SEC
F-PLN

PROG

NEXT
PAGE

--

OVFY

M
C
D
U

BRT

BRT
MCDU
MENU

AIR
PORT

--

CLR

STBY/CRS

ACTIVE

OVFY

ENG

BLEED PRESS

APU

COND

CLR

CG
20

SEL

HF1

1
UP

CG
25

NAV

HF1

VOR

VHF1
AM

VHF2

HF1

ILS

RAD
VOR1
VOR2

MKR

ILS

ADF1

1
CG
35 DN

ADF2
2

R
E
V

BFO

VOR

NAV

INTEG LT

MAIN PNL

MAIN PNL & PED

DOOR 111VU
UNLOCK

BRT

OFF

FULL

FULL

TEST
R

1
DN

CG
20

AM

VHF1

CG
30

VHF2

VHF3

HF1

HF2

INT

CAB

VHF1

ADF2

RAD
VOR1
VOR2

VHF2

VHF3

HF1

CG
25

BFO

HF2

INT

CAB

CG
30

RAD
VOR1
VOR2

MAP
GAIN

ENG

2
UP

45

1
UP

40

A
/
T
H
R

MAX

-5

PED

PRINT

EVENT

ABOVE

1/2

DEACT

DEACT DEACT

DEACT

DEACT DEACT

ADF1

FIRE
FAULT

MAIN PNL

MAIN PNL & PED

30
25

TA

ATC FAIL

1
CG
35 DN

ADF2

PROG

BRT
MCDU
MENU

AIR
PORT

NEXT
PAGE

--

OVFY

M
C
D
U
M
E
N
U

CLR

STBY/CRS

VHF1

VHF2

VHF3

HF1

SEL

HF1

CG
25

NAV

VOR

ILS

VHF2

VHF3

AM

ADF

BFO
OFF

VHF1

CG
30

HF1

HF2

INT

CAB

FULL

RESET

FULL

FULL

1
DN

RAD
VOR1
VOR2

MASTER 1
ON

ENG

115VU

MASTER 2

ENG
1

SPEED
BRAKE

PRINT

EVENT

1/2

BRT

ABOVE

DEACT

DEACT DEACT

BELOW
STBY

DEACT

XPDR

DEACT

DEACT DEACT

TA

ATC FAIL

TA/RA
IDENT
TFC

FAULT

TCAS/ATC

110VU

RMED

RET

114VU
0

FLAPS

1/2
RUD TRIM
+20

FULL

FULL

PED

FIRE

FAULT

-10

RET

ADF2

DFDR 112VU

OFF
IGN/
START

CRANK

GND S

ADF1

AIDS

ON

ENG
2
MODE
NORM

OFF

FIRE

-5

ILS

FLOOD LT

+15

MAX

MKR

2
DN

WX/TURB
TILT
+5
+10

PA

VOICE RESET

CG
35

CG
41

-15

FLAPS

FULL

CG
41

WX

114VU

1/2
NOSE
R

INT

R
E
V

TCAS/ATC

RET

R
E
V

OFF

GAIN

TA/RA

NOSE
L

NOSE
R

FULL

FULL

RESET

117VU

FULL

117VU

PARKING BRK

OFF

PARKING BRK

PULL & TURN

G
E
A
R

OFF

PULL & TURN

PARK BRK

GRAVITY

GEAR
EXTN
PULL
&
TURN

PARK BRK

G
E
A
R

G
E
A
R

GRAVITY

GEAR
EXTN
PULL
&
TURN

SLEW

HANDSET

G
E
A
R
SLEW

HANDSET

Pedestal

FOR TRAINING PURPOSES ONLY

DATA

SEC
F-PLN

CG
20

BRT

MAP

IDENT

NOSE
L

DOOR 111VU
UNLOCK

TFC

110VU

RMED

OFF

TEST
R

RUD TRIM

06-32

INIT

FUEL
PRED

STBY NAV
1
UP

20

WX RADAR
L

BRT

SYS

XPDR

DEACT

FIRE
FAULT

+20

FULL

ILS

INTEG LT

AUTO

RET

MKR

FLOOD LT

OFF

N
BELOW
STBY

GND S

SPEED
BRAKE

BRT

OFF
IGN/
START

CRANK

-10

A
/
T
H
R

35

AUTO

DFDR 112VU

ON

ENG
2
MODE
NORM

+15

PERF

RAD
NAV

CL

DN

115VU

MASTER 2

ENG
1

OFF

-15

ADF1

AIDS

OFF
MASTER 1

PROG

10
PA

VOICE RESET

ILS

FLOOD LT

ON

DIR

F-PLN

CG
15

UP

2
UP

BRT

TILT
+5
+10

MKR

DN

WX/TURB

FULL

UP

GA

FLX
MCT

INT
PA

VOICE RESET

CG
35

CG
41

WX

VLS

128

TO

GA

FLX
MCT

CL

ADF

LDG CONF
CONF3 *

ACTIVE

CG
41

WX RADAR
SYS
L

CLR

UP

ILS

]
DH

100

0=197

15

OFF

RCL

STS

OFF

INT

R
E
V

DN

FLOOD LT

ALL

DOOR WHEEL F/CTL

CLR

STBY NAV
ADF

MDA

CLEAN

FUEL

F
M
G
C

VHF3

SEL

HF1

FINAL

ILS01R

S=183

NEXT

HYD

STBY/CRS

OFF

10
PA

VOICE RESET

ELEC

UP

VHF3

SLT RETR

BRT

CG
15

VHF2

F=141

TEMP

TRANS ALT
18000
VAPP
136

F
A
I
L

CG
15

VHF1

FLP RETR

30.10

PHASE

NEXT
PAGE

M
E
N
U

APPR

DEST
QNH

ECAM / ND XFR
NORM
F/O

F/O
CAPT
3

EMER
CANC

T.O.
CONFIG

15
INT

EIS DMC
NORM

ECAM
UPPER DISPLAY

23.9

F-PLN

STBY NAV

20

CAPT
3

330/15

OFF

AIR
PORT

CL

40

A
/
T
H
R

F/O
3

TO
3
UP

UP

OFF

VHF1

INTCPT

CAPT
3

MAG WIND

UP

GA

FLX
MCT

CL

ADF

H010

AIR DATA
NORM

F/O
3

42

TO

GA

FLX
MCT

3
UP

ILS

KIAD01R

LDG CONF
CONF3 *

ACTIVE

STBY NAV
NAV

100

0=197

F-PLN

CLR

TO

HF1

C010

ATT HDG
NORM

LOWER DISPLAY

F
A
I
L

VHF3

SEL

DH

CAPT
3

2990

FUEL

UP

HF1

CLEAN

TILLE

NEXT

STBY/CRS

VHF2

6 0. 0
BRG011
0536
138/
1820
TRK010
5 -3. 0
0539
131/
360
3
--- / +800
---12
--- / +3000
---UTC
DIST EFOB

BRT

CG
15

VHF1

C010

OFF

MCDU
MENU

OVFY

UTC

0533

MOSBY

MDA

PHASE

OFF

ACTIVE

FINAL

ILS01R

S=183

VAPP
136

ECAM
UPPER DISPLAY

AIR
PORT

SLT RETR

TRANS ALT
18000

LOWER DISPLAY

F-PLN

F=141

TEMP

330/15

UA123
SPD/ALT

FROM

FLP RETR

30.10
MAG WIND

23.9

8VU

SWITCHING

APPR

DEST
QNH

ECAM / ND XFR
NORM
F/O

F/O
CAPT
3

42

OFF

A319/A320
AIRCRAFT REFERENCE GUIDE

DIMENSIONS & AREAS

Pedestal

JUN 97
A320 LIMITATION 1 AND 9 COURSE

06-32

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

TABLE OF CONTENTS

TABLE OF CONTENTS

DESCRIPTION & OPERATION


AIR CONDITIONING ...............................................................................1
Air Conditioning Packs .........................................................................2
Pack Controllers ....................................................................................2
Ram Air .................................................................................................2
Lavatory and Galley Ventilation ...........................................................2
Air Conditioning - System Schematic ..................................................3
Avionics Ventilation .............................................................................4
AIR COOLING ...........................................................................................6
Flow Control and Indicating .................................................................6
Air Supply Regulation ..........................................................................9
Air Cooling System ...............................................................................10
Air Cooling System - Schematic ...........................................................13
Pack Cooling Air Control .....................................................................14
Emergency Ram Air Inlet .....................................................................14
Emergency Ram Air Inlet - Electrical Schematic..................................15
TEMPERATURE CONTROL ..................................................................16
Pack Temperature Control ....................................................................16
Pack Controller - Normal Control Function Diagram ..........................19
Pack Controller - Back Up Control Function Diagram ........................19
Flight Deck and Cabin Temperature Control ........................................20
Air Conditioning - System Temp Control Schematic ...........................23
Primary Zone Controller .......................................................................24
Secondary Zone Controller ...................................................................26
DISTRIBUTION .........................................................................................28
Air Distribution - Mixer Unit ................................................................29
Lavatory and Galley Ventilation ...........................................................30
Individual Air Distribution ...................................................................32
Avionics Equipment Ventilation ...........................................................34
Avionics Ventilation System Operation Table .....................................35
Avionics Ventilation Schematic ...........................................................37
Cargo Compartment Ventilation ...........................................................38
Aft Cargo Compartment Ventilation - Schematic (A320)....................39
Aft Cargo Compartment Heating (A320) .............................................40
Aft Cargo Compartment - General Schematic (A320) .........................41
PRESSURIZATION ...................................................................................42
Pressurization - System Schematic .......................................................43
Pressure Control and Monitoring ..........................................................44
Cabin Pressure Control - Schematic .....................................................49

DESCRIPTION & OPERATION


AIR CONDITIONING ...............................................................................1
Air Conditioning Packs .........................................................................2
Pack Controllers ....................................................................................2
Ram Air .................................................................................................2
Lavatory and Galley Ventilation ...........................................................2
Air Conditioning - System Schematic ..................................................3
Avionics Ventilation .............................................................................4
AIR COOLING ...........................................................................................6
Flow Control and Indicating .................................................................6
Air Supply Regulation ..........................................................................9
Air Cooling System ...............................................................................10
Air Cooling System - Schematic ...........................................................13
Pack Cooling Air Control .....................................................................14
Emergency Ram Air Inlet .....................................................................14
Emergency Ram Air Inlet - Electrical Schematic ..................................15
TEMPERATURE CONTROL ..................................................................16
Pack Temperature Control ....................................................................16
Pack Controller - Normal Control Function Diagram ..........................19
Pack Controller - Back Up Control Function Diagram .........................19
Flight Deck and Cabin Temperature Control ........................................20
Air Conditioning - System Temp Control Schematic ...........................23
Primary Zone Controller .......................................................................24
Secondary Zone Controller ...................................................................26
DISTRIBUTION .........................................................................................28
Air Distribution - Mixer Unit ................................................................29
Lavatory and Galley Ventilation ...........................................................30
Individual Air Distribution ....................................................................32
Avionics Equipment Ventilation ...........................................................34
Avionics Ventilation System Operation Table .....................................35
Avionics Ventilation Schematic ............................................................37
Cargo Compartment Ventilation ...........................................................38
Aft Cargo Compartment Ventilation - Schematic (A320) ....................39
Aft Cargo Compartment Heating (A320) .............................................40
Aft Cargo Compartment - General Schematic (A320) .........................41
PRESSURIZATION ...................................................................................42
Pressurization - System Schematic .......................................................43
Pressure Control and Monitoring ..........................................................44
Cabin Pressure Control - Schematic .....................................................49

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

21-i
A320 LIMITATION 1 AND 9 COURSE

21-i

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

TABLE OF CONTENTS

TABLE OF CONTENTS

CONTROL & INDICATIONS


AIR CONDITIONING PANEL ................................................................ 52
ECAM AIR CONDITIONING PAGE ..................................................... 54
ECAM CRUISE PAGE .............................................................................. 56
VENTILATION PANEL ........................................................................... 57
CARGO HEAT PANEL ............................................................................ 58
CABIN PRESSURIZATION PANEL ...................................................... 59
ECAM CABIN PRESSURE PAGE .......................................................... 60
ECAM CRUISE PAGE .............................................................................. 62
CFDS - Air Conditioning System Report/Test ........................................ 63
CFDS - AEVC System Report/Test .......................................................... 64
CFDS - Cabin Temp Control System Report/Test .................................. 65
CFDS - Cabin Press Control System Report/Test ................................... 66
CFDS - Aft Cargo Heat Report/Test ........................................................ 67
COMPONENT LOCATION
Flow Control and Indication ......................................................................... 68
Air Cooling System ...................................................................................... 69
Flow Control Valve - General View ............................................................ 70
Ozone Filter .................................................................................................. 71
Emergency Ram Air Inlet ............................................................................. 72
Pack Temperature Control ........................................................................... 73
Flight Deck and Cabin Temperature Control .............................................. 75
Air Distribution and Recirculation .............................................................. 78
Lavatory and Galley Ventilation System ..................................................... 80
Avionics Equipment Ventilation ................................................................. 81
Aft Cargo Compartment Ventilation and Heating System (A320) ............... 84
Pressure Control System .............................................................................. 86

CONTROL & INDICATIONS


AIR CONDITIONING PANEL ................................................................ 52
ECAM AIR CONDITIONING PAGE ..................................................... 54
ECAM CRUISE PAGE .............................................................................. 56
VENTILATION PANEL ........................................................................... 57
CARGO HEAT PANEL ............................................................................ 58
CABIN PRESSURIZATION PANEL ...................................................... 59
ECAM CABIN PRESSURE PAGE .......................................................... 60
ECAM CRUISE PAGE .............................................................................. 62
CFDS - Air Conditioning System Report/Test ........................................ 63
CFDS - AEVC System Report/Test .......................................................... 64
CFDS - Cabin Temp Control System Report/Test .................................. 65
CFDS - Cabin Press Control System Report/Test ................................... 66
CFDS - Aft Cargo Heat Report/Test ........................................................ 67
COMPONENT LOCATION
Flow Control and Indication ......................................................................... 68
Air Cooling System ...................................................................................... 69
Flow Control Valve - General View ............................................................ 70
Ozone Filter .................................................................................................. 71
Emergency Ram Air Inlet ............................................................................. 72
Pack Temperature Control ........................................................................... 73
Flight Deck and Cabin Temperature Control .............................................. 75
Air Distribution and Recirculation .............................................................. 78
Lavatory and Galley Ventilation System ..................................................... 80
Avionics Equipment Ventilation ................................................................. 81
Aft Cargo Compartment Ventilation and Heating System (A320) ............... 84
Pressure Control System ............................................................................. 86

21-ii

21-ii

FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


AIR CONDITIONING
The air conditioning system is fully automatic. Bleed air passes through two pack
flow control valves and is directed to two
air conditioning packs. The cold air output
from the packs enters a common mixing
chamber, where it is combined with filtered cabin air that is supplied by recirculation fans. From the mixing unit, the air is
distributed to the flight deck, forward
cabin, and aft cabin zones. The temperature of the air delivered by the packs is
determined by the zone requiring the
coolest air.

JUN 97
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Hot air from the pneumatic system, called
trim air, is added to the individual zone air
to maintain the desired compartment temperatures. The temperature regulation is
controlled by one zone controller and two
pack controllers. Zone temperatures are
selected on the air conditioning panel in
the flight compartment. External air conditioning can be connected forward of the
left gear well.

21-1
A320 LIMITATION 1 AND 9 COURSE

AIR CONDITIONING
The air conditioning system is fully automatic. Bleed air passes through two pack
flow control valves and is directed to two
air conditioning packs. The cold air output
from the packs enters a common mixing
chamber, where it is combined with filtered cabin air that is supplied by recirculation fans. From the mixing unit, the air is
distributed to the flight deck, forward
cabin, and aft cabin zones. The temperature of the air delivered by the packs is
determined by the zone requiring the
coolest air.

JUN 97

Hot air from the pneumatic system, called


trim air, is added to the individual zone air
to maintain the desired compartment temperatures. The temperature regulation is
controlled by one zone controller and two
pack controllers. Zone temperatures are
selected on the air conditioning panel in
the flight compartment. External air conditioning can be connected forward of the
left gear well.

21-1

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Air Conditioning Packs
Pneumatic manifold air must first pass
through a flow control valve. The valve is
electrically controlled and pneumatically
operated, and regulates the air flow
according to signals received from the
pack controller. The flow control valve
automatically closes for low air pressure,
pack overheat, engine starting, ditching, or
when the engine fire switch is released.
The hot air that passes through the flow
control valve is either ducted through a
hot air pressure regulating valve to the
trim air valves or to the primary heat
exchanger. The air passing through the
primary heat exchanger is cooled and then
routed to the air cycle machine (ACM)
where it is further cooled and then distributed to the mixing unit.
The pack controller regulates the temperature according to the zone controller
demand by modulating the flow control
valve and bypass valve as well as the ram
air inlet and outlet flaps. The zone controller modulates the airflow through the trim
air valves to optimize flight deck and
cabin temperature regulation.
Pack Controllers
The two packs operate automatically and
independently of each other. Each pack is
regulated by its respective dual channel
controller. The pack controller receives

21-2
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


demand signals from a zone controller and
modulates the flow control valve, turbine
bypass valve, and ram air inlet and
exhaust flaps to regulate the temperature.
The ram air inlet flap closes automatically
during takeoff and landing to prevent
ingestion of debris.
Ram Air
In the event of a dual pack failure or for
smoke removal, ventilation can be
obtained by a ram air inlet. When the
RAM AIR switch is selected ON, the ram
air inlet valve opens and ram air is supplied to the mixing unit, provided the
DITCHING switch is not selected ON. To
enhance ventilation, the outflow valve
also opens when the differential pressure
is less than 1 psi if the CABIN PRESS
MODE SEL is in AUTO.
Lavatory and Galley Ventilation
The lavatories and galleys are ventilated
by cabin air which is extracted by a fan
near the outflow valve. The fan runs continuously when electrical power is available. Since the cabin temperature sensors
are ventilated by the lav/galley extract fan,
the sensors would not detect an accurate
temperature if the extract fan failed. If this
occurs, flight deck temperature regulation
remains normal. If the extract fan fails, the
cabin temperature is fixed at 59F.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Air Conditioning Packs


Pneumatic manifold air must first pass
through a flow control valve. The valve is
electrically controlled and pneumatically
operated, and regulates the air flow
according to signals received from the
pack controller. The flow control valve
automatically closes for low air pressure,
pack overheat, engine starting, ditching, or
when the engine fire switch is released.
The hot air that passes through the flow
control valve is either ducted through a
hot air pressure regulating valve to the
trim air valves or to the primary heat
exchanger. The air passing through the
primary heat exchanger is cooled and then
routed to the air cycle machine (ACM)
where it is further cooled and then distributed to the mixing unit.
The pack controller regulates the temperature according to the zone controller
demand by modulating the flow control
valve and bypass valve as well as the ram
air inlet and outlet flaps. The zone controller modulates the airflow through the trim
air valves to optimize flight deck and
cabin temperature regulation.
Pack Controllers
The two packs operate automatically and
independently of each other. Each pack is
regulated by its respective dual channel
controller. The pack controller receives

21-2

demand signals from a zone controller and


modulates the flow control valve, turbine
bypass valve, and ram air inlet and
exhaust flaps to regulate the temperature.
The ram air inlet flap closes automatically
during takeoff and landing to prevent
ingestion of debris.
Ram Air
In the event of a dual pack failure or for
smoke removal, ventilation can be
obtained by a ram air inlet. When the
RAM AIR switch is selected ON, the ram
air inlet valve opens and ram air is supplied to the mixing unit, provided the
DITCHING switch is not selected ON. To
enhance ventilation, the outflow valve
also opens when the differential pressure
is less than 1 psi if the CABIN PRESS
MODE SEL is in AUTO.
Lavatory and Galley Ventilation
The lavatories and galleys are ventilated
by cabin air which is extracted by a fan
near the outflow valve. The fan runs continuously when electrical power is available. Since the cabin temperature sensors
are ventilated by the lav/galley extract fan,
the sensors would not detect an accurate
temperature if the extract fan failed. If this
occurs, flight deck temperature regulation
remains normal. If the extract fan fails, the
cabin temperature is fixed at 59F.

JUN 97

ACSYSSCH

VENTILATION

JUN 97

FOR TRAINING PURPOSES ONLY


ACSYSSCH

Air Conditioning - System Schematic


21-3

A320 LIMITATION 1 AND 9 COURSE

JUN 97

C
O
N
D

A
I
R

LO

OFF

FAULT

PACK 1

PACK FLOW
NORM

HOT

ON

FAULT
OFF

ON

COLD

FAULT

RAM AIR

HOT

FWD CABIN

APU BLEED

PACK 1

COLD

COCKPIT

SHUT

AUTO

X BLEED

COLD

OPEN

HOT

PACK 2

OFF

FAULT

ENG 2 BLEED

PACK 2

OFF

FAULT

ENG 2 BLEED

TRIM AIR
VALVES

OPEN

HOT

AFT CABIN

TRIM AIR
PRESS REG
VALVE

EMER
RAM AIR

ENG 1 BLEED

HI

PACK FLOW
CONTROL VALVE

LP GROUND
CONNECTION

MIXING UNIT

FWD

ON

SHUT

AUTO

X BLEED

COLD

AFT CABIN

AFT

OFF

FAULT

PACK 2

OFF

FAULT

HOT AIR

PACK
2

OFF

FAULT

PACK 2

OFF

FAULT

HOT AIR

C
O
N
D

A
I
R

C
O
N
D

A
I
R

70

PACK 2
CONTROLLER

FILTERS

CABIN
AIR

CKPT

COND
FAN

65

65
H

72
72

FWD

72
72

AFT

FAN

AFT

AFT

FAN

AFT

ALTN MODE

FWD

ALTN MODE

84
75

79

75

TEMP: F

84
75

79

75

TEMP: F

HOT
AIR

HOT
AIR

HOT
AIR

HOT
AIR

AIR CONDITIONING

ZONE
CONTROLLER

PACK
1

HOT

FAULT

OFF

ON

COLD

FAULT

RAM AIR

HOT

FWD CABIN

APU BLEED

PACK 1

COLD

COCKPIT

ENG 1 BLEED

HI

PACK 2
CONTROLLER

70

FAN

DESCRIPTION & OPERATION

PACK 1
CONTROLLER

CABIN
AIR

COCKPIT

OFF

FAULT

PACK 1

PACK FLOW
NORM

PACK
2

FILTERS

CABIN
AIR

CKPT

COND

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

OFF

CAB FANS

C
O
N
D

A
I
R

LO

PACK FLOW
CONTROL VALVE

EMER
RAM AIR

TRIM AIR
PRESS REG
VALVE

TRIM AIR
VALVES

AFT

A318/

ZONE
CONTROLLER

PACK
1

LP GROUND
CONNECTION

MIXING UNIT

FWD

AIR CONDITIONING

VENTILATION

CABIN
AIR

PACK 1
CONTROLLER

OFF

CAB FANS

COCKPIT

UNITED AIRLINES
UNITED AIRLINES
A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

Air Conditioning - System Schematic

21-3

UNITED AIRLINES

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A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Avionics Ventilation
The avionics ventilation system provides
cooling air for the avionics compartment,
flight deck instruments, and circuit
breaker panels. The system uses two electric fans to force circulation of the cooling
air. The fans operate continuously in normal configurations. Outside air is admitted through a skin air inlet valve. The
warm air from the avionics equipment
passes through an extract fan where it is
either extracted overboard, directed under
the cargo compartment, or recirculated
through a skin heat exchanger. An avionics equipment ventilation computer controls the fans and valves.
The system has three normal operational
configurations determined by ground/
flight modes, and airplane skin temperature. The configurations are:
- Open (on the ground only),
- Closed (on the ground and in flight),
- Intermediate (in flight only).
In addition to the normal operational configurations, abnormal and smoke configurations also exist.

21-4
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The abnormal configuration occurs when
either the BLOWER or EXTRACT fan
switches are positioned to OVRD. The
system reverts to a closed configuration,
except that air is supplied from the air conditioning duct. When the BLOWER fan
switch is positioned to OVRD, the blower
fan stops and the extract fan runs. When
the EXTRACT fan switch is positioned to
OVRD, both fans continue to run. An
ECAM
"BLOWER
FAULT"
or
"EXTRACT FAULT" message is displayed.
The smoke configuration occurs when the
BLOWER and EXTRACT switches are
both positioned to OVRD. The blower fan
stops and the extract fan continues to run.
Cooling air is provided by the air conditioning system, and all ventilation air is
extracted overboard. An ECAM "AVIONICS SMOKE" message is displayed, and
the BLOWER and EXTRACT FAULT
lights are on.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Avionics Ventilation
The avionics ventilation system provides
cooling air for the avionics compartment,
flight deck instruments, and circuit
breaker panels. The system uses two electric fans to force circulation of the cooling
air. The fans operate continuously in normal configurations. Outside air is admitted through a skin air inlet valve. The
warm air from the avionics equipment
passes through an extract fan where it is
either extracted overboard, directed under
the cargo compartment, or recirculated
through a skin heat exchanger. An avionics equipment ventilation computer controls the fans and valves.
The system has three normal operational
configurations determined by ground/
flight modes, and airplane skin temperature. The configurations are:
- Open (on the ground only),
- Closed (on the ground and in flight),
- Intermediate (in flight only).
In addition to the normal operational configurations, abnormal and smoke configurations also exist.

21-4

The abnormal configuration occurs when


either the BLOWER or EXTRACT fan
switches are positioned to OVRD. The
system reverts to a closed configuration,
except that air is supplied from the air conditioning duct. When the BLOWER fan
switch is positioned to OVRD, the blower
fan stops and the extract fan runs. When
the EXTRACT fan switch is positioned to
OVRD, both fans continue to run. An
ECAM
"BLOWER
FAULT"
or
"EXTRACT FAULT" message is displayed.
The smoke configuration occurs when the
BLOWER and EXTRACT switches are
both positioned to OVRD. The blower fan
stops and the extract fan continues to run.
Cooling air is provided by the air conditioning system, and all ventilation air is
extracted overboard. An ECAM "AVIONICS SMOKE" message is displayed, and
the BLOWER and EXTRACT FAULT
lights are on.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

AVIONICS BAY

AVIONICS BAY

SKIN HEAT
EXCHANGER

SKIN HEAT
EXCHANGER

SKIN EXCHANGER
ISOLATION VALVE

SKIN EXCHANGER
ISOLATION VALVE

AVIONICS
EQUIPMENT

FILTER
AIR CONDITIONING
INLET VALVE

EXTRACT
FAN

SKIN
INLET
VALVE

EXTRACT
VALVE

BLOWER
FAN

;;;;

BLOWER
FAN

;;;;

SKIN
INLET
VALVE

AVIONICS
EQUIPMENT

FILTER

SKIN EXCHANGER
INLET BYPASS
VALVE

AIR CONDITIONING
INLET VALVE

AIR CONDITIONING DUCT

AVICVENT

FOR TRAINING PURPOSES ONLY

SKIN EXCHANGER
INLET BYPASS
VALVE

AIR CONDITIONING DUCT

Avionics Ventilation

Avionics Ventilation

JUN 97

EXTRACT
VALVE

CARGO
UNDERFLOOR

CARGO
UNDERFLOOR
AVICVENT

EXTRACT
FAN

21-5
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-5

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


AIR COOLING
The fresh air quantity for air conditioning
is defined by heating and cooling requirements. Since the bleed air supply is
always at a higher temperature than that
required for passenger comfort, cooling of
this air is accomplished by two air conditioning packs. Each pack includes two
heat exchangers which use ambient ram
air as a heat sink, and a three-wheel bootstrap air cycle machine (compressor, turbine and fan). The packs also include a
high pressure water extractor circuit and a
bypass valve.
The two heat exchangers are located
between the cooling ram-air inlet and outlet. Each inlet and outlet has a regulator
flap which operates automatically to control the cooling airflow through the heat
exchangers (the inlet flap follows the outlet flap). During takeoff and landing
phases, the ram-air doors are closed to
prevent ingestion of foreign matter which
may damage or contaminate the heat
exchangers.

21-6
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Flow Control and Indicating
High pressure air is supplied to the air
conditioning system from the main pneumatic system. This air goes through two
ozone filters and two flow control valves
to two identical, independent air conditioning packs.
The flow control valves are installed
upstream of the air conditioning packs.
The flow control valves control the quantity of air supplied from the pneumatic
system to the air conditioning packs. The
flow control valves control the airflow
fully pneumatically depending on the flow
demand and the bleed pressure.
The airflow through the flow control
valves is selected by the PACK FLOW
selector switch and the PACK 1 (2) pushbutton switches.
When the PACK 1 (2) push-button
switches are pushed (the OFF legends go
off) the flow control valves open, if the
bleed pressure supply is available.
The crew selects the PACK FLOW selector switch to the LO, NORM or HI position. This switch position selects the flow
control reference in the zone controller to
80%, 100%, or 120%. The zone controller
calculates the necessary flow and transmits this value to the pack controllers. The
pack controllers set the flow control
valves to the demanded position.
When the PACK FLOW selector switch is
set to LO and the temperature demand
cannot be reached, the zone controller
increases the normal airflow of the flow
control valve from 80% to 100% automatically.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

AIR COOLING
The fresh air quantity for air conditioning
is defined by heating and cooling requirements. Since the bleed air supply is
always at a higher temperature than that
required for passenger comfort, cooling of
this air is accomplished by two air conditioning packs. Each pack includes two
heat exchangers which use ambient ram
air as a heat sink, and a three-wheel bootstrap air cycle machine (compressor, turbine and fan). The packs also include a
high pressure water extractor circuit and a
bypass valve.
The two heat exchangers are located
between the cooling ram-air inlet and outlet. Each inlet and outlet has a regulator
flap which operates automatically to control the cooling airflow through the heat
exchangers (the inlet flap follows the outlet flap). During takeoff and landing
phases, the ram-air doors are closed to
prevent ingestion of foreign matter which
may damage or contaminate the heat
exchangers.

21-6

Flow Control and Indicating


High pressure air is supplied to the air
conditioning system from the main pneumatic system. This air goes through two
ozone filters and two flow control valves
to two identical, independent air conditioning packs.
The flow control valves are installed
upstream of the air conditioning packs.
The flow control valves control the quantity of air supplied from the pneumatic
system to the air conditioning packs. The
flow control valves control the airflow
fully pneumatically depending on the flow
demand and the bleed pressure.
The airflow through the flow control
valves is selected by the PACK FLOW
selector switch and the PACK 1 (2) pushbutton switches.
When the PACK 1 (2) push-button
switches are pushed (the OFF legends go
off) the flow control valves open, if the
bleed pressure supply is available.
The crew selects the PACK FLOW selector switch to the LO, NORM or HI position. This switch position selects the flow
control reference in the zone controller to
80%, 100%, or 120%. The zone controller
calculates the necessary flow and transmits this value to the pack controllers. The
pack controllers set the flow control
valves to the demanded position.
When the PACK FLOW selector switch is
set to LO and the temperature demand
cannot be reached, the zone controller
increases the normal airflow of the flow
control valve from 80% to 100% automatically.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


When bleed air is supplied from the APU,
the zone controller receives the APU bleed
valve open signal. The flow control reference in the zone controller is set to 120%
and the flow control valves are commanded to the more open position.
When the PACK FLOW selector switch is
set in the NORM or LO mode and there is
a failure in one pack, the zone controller
and the pack controllers modulate the
other pack automatically in the 120% (HI)
mode. Thus the flow control valve is commanded to the more open position.
If there is an engine fire and the applicable
FIRE push-button switch is pushed, the
flow control valves close. This prevents
damage that the hot bleed air could cause
to the components of the air conditioning
system. This also prevents the entry of
smoke into the cabin.
In case of a landing on water the DITCHING push-button switch must be pushed.
This action will close the flow control
valves. This prevents water entry through
the air conditioning system into the cabin.
If the compressor of an air cycle machine
overheats, the applicable flow control
valve moves to a more closed position.
A mixer flap actuator operates a flap in the
flight deck supply port of the mixer. The

JUN 97
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


flap connects the flight deck supply duct
to the pack 1 mixer chamber during two
pack operation. When pack 1 is switched
off, the flap changes position and connects
the flight deck supply duct to the pack 2
mixer chamber. This function ensures:
- a good flow separation during 2 pack
operation,
- the supply of a sufficient fresh air
quantity to the flight deck with pack 1
off.
When the flap in the mixer unit enters the
airflow it causes a small airflow diversion
into the flight deck duct. This results in an
adequate supply of conditioned air to the
flight deck.
NOTE: Either pack can supply the
flight deck with conditioned air. During
normal operation, pack 1 supplies the
flight deck and packs 1 and 2 supply the
cabin.
If the mixer flap actuator has a failure, the
zone controller monitors the failure and
keeps it in the nonvolatile memory.

21-7
A320 LIMITATION 1 AND 9 COURSE

When bleed air is supplied from the APU,


the zone controller receives the APU bleed
valve open signal. The flow control reference in the zone controller is set to 120%
and the flow control valves are commanded to the more open position.
When the PACK FLOW selector switch is
set in the NORM or LO mode and there is
a failure in one pack, the zone controller
and the pack controllers modulate the
other pack automatically in the 120% (HI)
mode. Thus the flow control valve is commanded to the more open position.
If there is an engine fire and the applicable
FIRE push-button switch is pushed, the
flow control valves close. This prevents
damage that the hot bleed air could cause
to the components of the air conditioning
system. This also prevents the entry of
smoke into the cabin.
In case of a landing on water the DITCHING push-button switch must be pushed.
This action will close the flow control
valves. This prevents water entry through
the air conditioning system into the cabin.
If the compressor of an air cycle machine
overheats, the applicable flow control
valve moves to a more closed position.
A mixer flap actuator operates a flap in the
flight deck supply port of the mixer. The

JUN 97

flap connects the flight deck supply duct


to the pack 1 mixer chamber during two
pack operation. When pack 1 is switched
off, the flap changes position and connects
the flight deck supply duct to the pack 2
mixer chamber. This function ensures:
- a good flow separation during 2 pack
operation,
- the supply of a sufficient fresh air
quantity to the flight deck with pack 1
off.
When the flap in the mixer unit enters the
airflow it causes a small airflow diversion
into the flight deck duct. This results in an
adequate supply of conditioned air to the
flight deck.
NOTE: Either pack can supply the
flight deck with conditioned air. During
normal operation, pack 1 supplies the
flight deck and packs 1 and 2 supply the
cabin.
If the mixer flap actuator has a failure, the
zone controller monitors the failure and
keeps it in the nonvolatile memory.

21-7

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The PACK FLOW selector is a three position switch and is labeled LO, NORM and
HI. It is installed on the AIR COND panel
30VU. This switch selects the amount of
airflow through the flow control valves. In
normal conditions the selector is selected
to NORM. This gives 100% of normal airflow.
LO selects 80% of normal airflow to the
air conditioning packs and HI selects
120% of normal airflow.
The PACK 1 (2) push-button switches are
located on the AIR COND panel 30VU.
The legends inside the switch units come
on amber to indicate a FAULT or white to
indicate OFF. Legends not visible indicate
that the switch is on, or that there is no
electrical power at the switch.

21-8
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The different selections of the PACK 1 (2)
push-button switch are as follow:
- On (switch pushed in and legends inside
switch not visible) means that the flow
control valves open automatically. Both
air conditioning packs have one flow
control valve each to give variable flow
and shut-off control (electropneumatically operated).These valves
will open pneumatically when the
engine(s) are not in a starting sequence,
and an ENGINE FIRE push-button
switch is in the normal pushed position
(the light in the push-button switch is not
illuminated), and the DITCHING pushbutton switch is released (the ON legend
is not illuminated), and the bleed air
pressure is more than the minimum
pressure needed to open the flow control
valves, and the mixer flap actuator is
open (PACK 1 and PACK 2 push-button
switches or PACK 1 push-button switch
only on).
- OFF (switch released and white OFF
legend in switch is visible) means that
the flow control valves are closed and
the mixer flap actuator is closed (PACK
1 and PACK 2 push-button switches or
PACK 1 push-button switch only off).
- FAULT (switch is pushed in and the
amber legend is visible) indicates a
compressor overheat of 500F (260C)
or a pack discharge of temperature
overheat of 203F (95C). The switch
must be manually selected OFF.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The PACK FLOW selector is a three position switch and is labeled LO, NORM and
HI. It is installed on the AIR COND panel
30VU. This switch selects the amount of
airflow through the flow control valves. In
normal conditions the selector is selected
to NORM. This gives 100% of normal airflow.
LO selects 80% of normal airflow to the
air conditioning packs and HI selects
120% of normal airflow.
The PACK 1 (2) push-button switches are
located on the AIR COND panel 30VU.
The legends inside the switch units come
on amber to indicate a FAULT or white to
indicate OFF. Legends not visible indicate
that the switch is on, or that there is no
electrical power at the switch.

21-8

The different selections of the PACK 1 (2)


push-button switch are as follow:
- On (switch pushed in and legends inside
switch not visible) means that the flow
control valves open automatically. Both
air conditioning packs have one flow
control valve each to give variable flow
and shut-off control (electropneumatically operated).These valves
will open pneumatically when the
engine(s) are not in a starting sequence,
and an ENGINE FIRE push-button
switch is in the normal pushed position
(the light in the push-button switch is not
illuminated), and the DITCHING pushbutton switch is released (the ON legend
is not illuminated), and the bleed air
pressure is more than the minimum
pressure needed to open the flow control
valves, and the mixer flap actuator is
open (PACK 1 and PACK 2 push-button
switches or PACK 1 push-button switch
only on).
- OFF (switch released and white OFF
legend in switch is visible) means that
the flow control valves are closed and
the mixer flap actuator is closed (PACK
1 and PACK 2 push-button switches or
PACK 1 push-button switch only off).
- FAULT (switch is pushed in and the
amber legend is visible) indicates a
compressor overheat of 500F (260C)
or a pack discharge of temperature
overheat of 203F (95C). The switch
must be manually selected OFF.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

PACK FLOW
SELECTOR 5HB

AIR CONDITIONING
PANEL 30VU

PACK 1 OVERRIDE
SWITCH 7HB

PACK FLOW
NORM

COCKPIT

FWD CABIN

PACK FLOW
SELECTOR 5HB

AFT CABIN

PACK FLOW
NORM

HOT AIR
LO

A
I
R

OFF

FAULT

C
O
N
D

COLD

PACK 1

HOT

COLD

HOT

COLD

HOT

X BLEED

PACK 1

PACK 2
PACK 2

OFF
ENG 1 BLEED

APU BLEED

ENG 2 BLEED
SHUT

FAULT
ON

OFF

OPEN

FAULT

FAULT

ON

OFF

LO

A
I
R

A
I
R

FAULT
OFF

AUTO

RAM AIR

COCKPIT

FWD CABIN

AFT CABIN
HOT AIR

HI
FAULT

AIR CONDITIONING
PANEL 30VU

PACK 1 OVERRIDE
SWITCH 7HB

HI
FAULT
OFF

FAULT

C
O
N
D

C
O
N
D

COLD

PACK 1

HOT

COLD

HOT

COLD
X BLEED

PACK 1

APU BLEED

ENG 2 BLEED
SHUT

FAULT
ON

FAULT

FAULT

ON

OFF

C
O
N
D

PACK OVHT

FUSELAGE
SKIN
FLOW CONTROL
VALVE
11HB (8HB)

8HK

FUSELAGE
SKIN

ZONE CONTROLLER
FLOW CONTROL
VALVE
11HB (8HB)

RAM AIR
INLET

PACK 2
CONTROLLER

FCV DRIVE
FCV FEED
BACK

FCV OZONE
LIMIT FILTER
SW
100HM
(101HM)

8HK

FCV OZONE
LIMIT FILTER
SW
100HM
(101HM)
PACK
FLOW

7HK
PACK 1 CONTROLLER

27HK

COMPRESSOR
PRESSURE
SENSOR 9HB (10HB)

;;

RAM AIR
INLET

FCV DRIVE
FCV FEED
BACK

PACK
FLOW

5100AJNO

Air Supply Regulation

FOR TRAINING PURPOSES ONLY

OPEN

SELECTED FLOW

ZONE CONTROLLER

JUN 97

FAULT
OFF

ENG 1 BLEED

A
I
R

PACK 2 OVERRIDE
SWITCH 6HB

PACK OVHT

5100AJNO

PACK 2

AUTO

RAM AIR

OFF

SELECTED FLOW

27HK

PACK 2

OFF

PACK 2 OVERRIDE
SWITCH 6HB

PACK 2
CONTROLLER

HOT

7HK
PACK 1 CONTROLLER

COMPRESSOR
PRESSURE
SENSOR 9HB (10HB)

;;

Air Supply Regulation


21-9

A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-9

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Air Cooling System
The two air conditioning packs decrease
the temperature and the water contained in
the hot bleed air from the pneumatic system. Heat exchangers decrease the temperature of the air. An air cycle machine
first compresses the air and then expands
it. A condenser concentrates the water in
the air and a water extractor removes the
water.
The air conditioning packs are identical
and are installed in the unpressurized area
of the belly fairing between frames 35 and
41. An air conditioning pack consists of:
- an air cycle machine,
- a high pressure water extractor,
- a reheater,
- a condenser,
- a primary heat exchanger,
- a main heat exchanger,
- a fan plenum,
- an inlet plenum.
The primary and main heat exchangers are
installed in the ram air system between the
plenums. Ram air flows through the heat
exchangers and decreases the temperature
of the hot bleed air from the pneumatic
system.
The air cycle machine is installed between
the heat exhangers and the condenser. Air
enters the compressor from the primary
heat exchanger and is compressed. The
pressure and temperature increase. The air
then flows to the main heat exchanger. air
then flows through the condensor and the
reheater and expands across the turbine to
drive the air cycle machine. The pressure
and temperature decrease. The air then
flows to the condenser. The expansion of
the air in the turbine turns the turbine
wheel, the compressor wheel and the fan
wheel. The fan wheel gives a flow of air

21-10
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


through the ram air system if there is no
ram air effect (on the ground).
The main heat exchangers are installed in
the ram air systems upstream of the primary heat exchangers. Ram air flows
through and decreases the temperature of
the hot air from the compressor of the air
cycle machine.
The reheater is installed between the main
heat exchangers and the condenser. The
hot air from the main heat exchanger
increases the temperature of the cold air
from the water extractor.
The condenser is installed between the air
cycle machine and the mixer unit. The
cold air from the turbine of the air cycle
machine decreases the temperature of the
hot air from the reheater. The temperature
of the hot air decreases to less than its dew
point and the water in the air condenses.
The water extractor is installed between
the condenser and the reheater. It removes
the water that concentrates in the condenser. The condensed water and the
water from the split duct drain to the
applicable water injector.
A downstream check valve is installed
between the condenser and the mixer unit.
Air flows through the downstream check
valve to the mixer unit. The downstream
check valve closes if the air flows in the
opposite direction.
A fan plenum is installed in the ram air
system and connected to the air cycle
machine. In flight the ram air effect causes
air to flow through the ram air system. The
air cycle machine fan is in bypass but is
still rotating by turbine air expansion.
An inlet plenum is installed between the
main heat exchanger and the ram air inlet.
It guides the ram air from the ram air inlet
to the main heat exchanger.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Air Cooling System


The two air conditioning packs decrease
the temperature and the water contained in
the hot bleed air from the pneumatic system. Heat exchangers decrease the temperature of the air. An air cycle machine
first compresses the air and then expands
it. A condenser concentrates the water in
the air and a water extractor removes the
water.
The air conditioning packs are identical
and are installed in the unpressurized area
of the belly fairing between frames 35 and
41. An air conditioning pack consists of:
- an air cycle machine,
- a high pressure water extractor,
- a reheater,
- a condenser,
- a primary heat exchanger,
- a main heat exchanger,
- a fan plenum,
- an inlet plenum.
The primary and main heat exchangers are
installed in the ram air system between the
plenums. Ram air flows through the heat
exchangers and decreases the temperature
of the hot bleed air from the pneumatic
system.
The air cycle machine is installed between
the heat exhangers and the condenser. Air
enters the compressor from the primary
heat exchanger and is compressed. The
pressure and temperature increase. The air
then flows to the main heat exchanger. air
then flows through the condensor and the
reheater and expands across the turbine to
drive the air cycle machine. The pressure
and temperature decrease. The air then
flows to the condenser. The expansion of
the air in the turbine turns the turbine
wheel, the compressor wheel and the fan
wheel. The fan wheel gives a flow of air

21-10

through the ram air system if there is no


ram air effect (on the ground).
The main heat exchangers are installed in
the ram air systems upstream of the primary heat exchangers. Ram air flows
through and decreases the temperature of
the hot air from the compressor of the air
cycle machine.
The reheater is installed between the main
heat exchangers and the condenser. The
hot air from the main heat exchanger
increases the temperature of the cold air
from the water extractor.
The condenser is installed between the air
cycle machine and the mixer unit. The
cold air from the turbine of the air cycle
machine decreases the temperature of the
hot air from the reheater. The temperature
of the hot air decreases to less than its dew
point and the water in the air condenses.
The water extractor is installed between
the condenser and the reheater. It removes
the water that concentrates in the condenser. The condensed water and the
water from the split duct drain to the
applicable water injector.
A downstream check valve is installed
between the condenser and the mixer unit.
Air flows through the downstream check
valve to the mixer unit. The downstream
check valve closes if the air flows in the
opposite direction.
A fan plenum is installed in the ram air
system and connected to the air cycle
machine. In flight the ram air effect causes
air to flow through the ram air system. The
air cycle machine fan is in bypass but is
still rotating by turbine air expansion.
An inlet plenum is installed between the
main heat exchanger and the ram air inlet.
It guides the ram air from the ram air inlet
to the main heat exchanger.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


When the PACK (1, 2) push-button
switches are pushed, the zone controller
and pack controllers control the flow control valves to supply a constant flow for
all normal operation conditions to the air
conditioning packs.
When the bleed air enters the system, it is
cooled in the primary heat exchanger with
ambient ram air. Part of this air passes
through the bypass valve. The remainder
is then compressed in the air cycle
machine compressor, which increases the
temperature and pressure. It is cooled
again in the main heat exchanger with
ambient ram air. The air now enters the
high pressure water extraction loop, where
it is cooled to less than its dew point.
The high pressure water extraction loop
has a reheater, a condenser and a water
extractor. It keeps the dew point of the air
to the mixer unit lower than +50F
(+10C).
The condenser is a heat exchanger which
uses the turbine outlet air temperature
(which is at a sea level dew point of
approximately 32F or 0C) to condense
the water in the outlet air of the main heat
exchanger. The condensed water is
extracted and drained from the air as it
passes through the high pressure water
extractor.
From the water extractor, water flows to
the water injector located upstream of the
heat exchangers in the ram air duct. Bleed
air is also routed to the water injector. The
bleed air is directed through the injector
and a pressure drop is created. The pressure drop causes water to flow to the water
injector and to spray out into the ram air.
The hot bleed air also prevents freezing at
the water injector. To limit high pack discharge temperatures, the water extractor

JUN 97
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


outlet temperature is limited from 35.6F
(2C) to 158F (70C).
After the water extractor the air enters the
reheater again and the temperature
increases to assure a satisfactory turbine
inlet temperature.
In the air cycle machine turbine, the high
pressure air expands and its kinetic energy
drives the air cycle machine and the temperature and the pressure decrease. This
causes additional condensation in the air
cycle machine turbine during ground operation and low altitude flight. This condensation appears as snow.
The turbine outlet air passing through the
condenser is now the conditioned air and it
leaves the air cooling system.
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
exceeded.
An anti-ice valve is used to stop (as a
backup) ice formation downstream of the
turbine. When a significant pressure drop
is sensed the valve opens, tapping hot air
from downstream of the flow control
valves. This hot air is delivered to the turbine and this eliminates the formation of
ice.
Additionally the bypass valve always
maintains a minimum air cycle machine
flow to keep the air cycle machine idling
during all pack operation conditions.

21-11
A320 LIMITATION 1 AND 9 COURSE

When the PACK (1, 2) push-button


switches are pushed, the zone controller
and pack controllers control the flow control valves to supply a constant flow for
all normal operation conditions to the air
conditioning packs.
When the bleed air enters the system, it is
cooled in the primary heat exchanger with
ambient ram air. Part of this air passes
through the bypass valve. The remainder
is then compressed in the air cycle
machine compressor, which increases the
temperature and pressure. It is cooled
again in the main heat exchanger with
ambient ram air. The air now enters the
high pressure water extraction loop, where
it is cooled to less than its dew point.
The high pressure water extraction loop
has a reheater, a condenser and a water
extractor. It keeps the dew point of the air
to the mixer unit lower than +50F
(+10C).
The condenser is a heat exchanger which
uses the turbine outlet air temperature
(which is at a sea level dew point of
approximately 32F or 0C) to condense
the water in the outlet air of the main heat
exchanger. The condensed water is
extracted and drained from the air as it
passes through the high pressure water
extractor.
From the water extractor, water flows to
the water injector located upstream of the
heat exchangers in the ram air duct. Bleed
air is also routed to the water injector. The
bleed air is directed through the injector
and a pressure drop is created. The pressure drop causes water to flow to the water
injector and to spray out into the ram air.
The hot bleed air also prevents freezing at
the water injector. To limit high pack discharge temperatures, the water extractor

JUN 97

outlet temperature is limited from 35.6F


(2C) to 158F (70C).
After the water extractor the air enters the
reheater again and the temperature
increases to assure a satisfactory turbine
inlet temperature.
In the air cycle machine turbine, the high
pressure air expands and its kinetic energy
drives the air cycle machine and the temperature and the pressure decrease. This
causes additional condensation in the air
cycle machine turbine during ground operation and low altitude flight. This condensation appears as snow.
The turbine outlet air passing through the
condenser is now the conditioned air and it
leaves the air cooling system.
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
exceeded.
An anti-ice valve is used to stop (as a
backup) ice formation downstream of the
turbine. When a significant pressure drop
is sensed the valve opens, tapping hot air
from downstream of the flow control
valves. This hot air is delivered to the turbine and this eliminates the formation of
ice.
Additionally the bypass valve always
maintains a minimum air cycle machine
flow to keep the air cycle machine idling
during all pack operation conditions.

21-11

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The ambient ram air for heat exchanger
cooling enters the air cooling system
through fully modulating NACA type
inlets. After passing through the primary
heat exchanger, the main heat exchanger,
and the plenum the air is discharged overboard through a variable outlet. When the
aircraft is on the ground, the air cycle
machine fan supplies the cooling airflow.
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 dirt and
debris ingestion and contamination of the
heat exchangers.

21-12
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The water injector sprays the condensed
water from the water extractor into the
ambient ram airflow to help cooling.
The aircraft can fly with one air conditioning pack inoperative provided:
- FL310 is not exceeded,
- the zone controller primary channel is
operative,
- the HI flow is selected,
- the affected PACK 1 or 2 push-button
switch is in the OFF position,
- flow control valve is checked closed on
the ECAM system.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The ambient ram air for heat exchanger


cooling enters the air cooling system
through fully modulating NACA type
inlets. After passing through the primary
heat exchanger, the main heat exchanger,
and the plenum the air is discharged overboard through a variable outlet. When the
aircraft is on the ground, the air cycle
machine fan supplies the cooling airflow.
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 dirt and
debris ingestion and contamination of the
heat exchangers.

21-12

The water injector sprays the condensed


water from the water extractor into the
ambient ram airflow to help cooling.
The aircraft can fly with one air conditioning pack inoperative provided:
- FL310 is not exceeded,
- the zone controller primary channel is
operative,
- the HI flow is selected,
- the affected PACK 1 or 2 push-button
switch is in the OFF position,
- flow control valve is checked closed on
the ECAM system.

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

21-13

A320 LIMITATION 1 AND 9 COURSE

Air Cooling System - Schematic


JUN 97
5200ACMO

OUTLET
ACTUATOR
(REF 21-61-00)

ANTI-ICE
VALVE
(REF 21-61-00)

BY-PASS
VALVE
(REF 21-61-00)

FAN
TURBINE
COMPRESSOR

CONDENSOR

REHEATER

CHECK VALVE

WATER
EXTRACTOR

CHECK VALVE

AIR CONDITIONING

RAM AIR
OUTLET

AIR CYCLE
MACHINE

PRIMARY HEAT
EXCHANGER

MAIN HEAT
EXCHANGER

WATER INJECTOR

CONDENSOR

DESCRIPTION & OPERATION

INLET ACTUATOR
(REF 21-61-00)

RAM AIR
INLET

TURBINE
COMPRESSOR

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

HOT
BLEED AIR

5200ACMO

ANTI-ICE
VALVE
(REF 21-61-00)

BY-PASS
VALVE
(REF 21-61-00)

WATER
EXTRACTOR

A318/

OUTLET
ACTUATOR
(REF 21-61-00)

AIR CYCLE
MACHINE

FAN

REHEATER

AIR CONDITIONING

RAM AIR
OUTLET

HOT
BLEED AIR

PRIMARY HEAT
EXCHANGER

MAIN HEAT
EXCHANGER

WATER INJECTOR

INLET ACTUATOR
(REF 21-61-00)

RAM AIR
INLET

UNITED AIRLINES
UNITED AIRLINES
A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

Air Cooling System - Schematic


21-13

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Pack Cooling Air Control
The zone controller signals the required
pack outlet temperature to the pack controllers. To get this temperature, the pack
controller modulates the bypass valve and
the ram air inlet/outlet doors. This is done
in a pre-determined sequence, and is a
compromise between the following:
- minimum ram-air flow,
- maintaining adequate heat transfer rates,
- sufficient pack flow.
A priority control overrides this ram air
optimization, if the compressor outlet
temperature gets to 356F (180C). During takeoff and landing, the ram air inlet
doors are closed fully to stop the ingestion
of foreign matter.
Emergency Ram Air Inlet
The emergency ram air inlet gives a flow
of fresh air through the aircraft if there is a
failure in the two air conditioning packs.
An actuator extends and retracts the emergency ram air inlet. A check valve prevents the flow of air in the opposite
direction. A Low Pressure (LP) ground
connection is installed in the ram air duct
for connection of a ground air supply.
The emergency ram air inlet should only
be operated if:
- there is a failure in both air conditioning
packs,
- the altitude of the aircraft is less than
10,000 ft. (to prevent passenger
discomfort),
- the difference between the pressure in
the fuselage and the external pressure is
less than 1.0 psi. If the difference in
pressure is more, the check valve cannot
open and no emergency ram air flows in.

21-14
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


To open the emergency ram air inlet, lift
the guard and push the RAM AIR pushbutton switch. Pushing the switch:
- sends a signal is to the cabin pressure
controllers and the outflow valve
partially opens,
- sends a signal to extend the emergency
ram air inlet actuator and the emergency
ram air inlet moves into the external
airflow,
- causes the ON legend in the RAM AIR
push-button switch to come on,
- causes actuator position data to be sent to
the SDACs,
- causes the BLEED page to display on the
lower DU and the RAM AIR symbol
gives an open indication.
To close the emergency ram air inlet, lift
the guard and push the RAM AIR pushbutton switch. Pushing the switch:
- causes a signal to be sent to the cabin
pressure controllers and the outflow
valve closes as necessary,
- causes a signal to be sent to the
emergency ram air inlet actuator and the
emergency ram air inlet closes,
- causes the ON legend in the RAM AIR
push-button switch to go off,
- sends actuator position data to the
SDACs,
- causes the BLEED page to display on the
lower DU and the RAM AIR symbol
gives a closed indication.
The emergency ram air inlet closes automatically if the DITCHING push-button
switch is pressed in.
Connecting a ground air cart to the LP
ground connection allows air to flow into
the mixer unit via the emergency ram air
inlet duct. It is not necessary to operate the
air conditioning packs to ventilate the aircraft as this air flows into the system
downstream from the packs.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Pack Cooling Air Control


The zone controller signals the required
pack outlet temperature to the pack controllers. To get this temperature, the pack
controller modulates the bypass valve and
the ram air inlet/outlet doors. This is done
in a pre-determined sequence, and is a
compromise between the following:
- minimum ram-air flow,
- maintaining adequate heat transfer rates,
- sufficient pack flow.
A priority control overrides this ram air
optimization, if the compressor outlet
temperature gets to 356F (180C). During takeoff and landing, the ram air inlet
doors are closed fully to stop the ingestion
of foreign matter.
Emergency Ram Air Inlet
The emergency ram air inlet gives a flow
of fresh air through the aircraft if there is a
failure in the two air conditioning packs.
An actuator extends and retracts the emergency ram air inlet. A check valve prevents the flow of air in the opposite
direction. A Low Pressure (LP) ground
connection is installed in the ram air duct
for connection of a ground air supply.
The emergency ram air inlet should only
be operated if:
- there is a failure in both air conditioning
packs,
- the altitude of the aircraft is less than
10,000 ft. (to prevent passenger
discomfort),
- the difference between the pressure in
the fuselage and the external pressure is
less than 1.0 psi. If the difference in
pressure is more, the check valve cannot
open and no emergency ram air flows in.

21-14

To open the emergency ram air inlet, lift


the guard and push the RAM AIR pushbutton switch. Pushing the switch:
- sends a signal is to the cabin pressure
controllers and the outflow valve
partially opens,
- sends a signal to extend the emergency
ram air inlet actuator and the emergency
ram air inlet moves into the external
airflow,
- causes the ON legend in the RAM AIR
push-button switch to come on,
- causes actuator position data to be sent to
the SDACs,
- causes the BLEED page to display on the
lower DU and the RAM AIR symbol
gives an open indication.
To close the emergency ram air inlet, lift
the guard and push the RAM AIR pushbutton switch. Pushing the switch:
- causes a signal to be sent to the cabin
pressure controllers and the outflow
valve closes as necessary,
- causes a signal to be sent to the
emergency ram air inlet actuator and the
emergency ram air inlet closes,
- causes the ON legend in the RAM AIR
push-button switch to go off,
- sends actuator position data to the
SDACs,
- causes the BLEED page to display on the
lower DU and the RAM AIR symbol
gives a closed indication.
The emergency ram air inlet closes automatically if the DITCHING push-button
switch is pressed in.
Connecting a ground air cart to the LP
ground connection allows air to flow into
the mixer unit via the emergency ram air
inlet duct. It is not necessary to operate the
air conditioning packs to ventilate the aircraft as this air flows into the system
downstream from the packs.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

401PP
ESS BUS
28VDC
24-68-08

IHZ
RAM AIR INLET

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

HB

HB

401PP
ESS BUS
28VDC
24-68-08

WV

IHZ
RAM AIR INLET

HB

HB

WV
103VU
3HZ RAM AIR
CLOSE CONTROL
RELAY

103VU
3HZ RAM AIR
CLOSE CONTROL
RELAY

ON

ON

HL

HL

;;;;

;;;;

13HL
DITCH

13HL
DITCH

ESS BUS
LP
LP

ESS BUS
LP
LP

ON

HL

HL

HL
WL

HL
WL
30VU
4HZ RAM AIR

30VU
4HZ RAM AIR

103VU
5HZ RAM AIR
OPENING
CONTROL RELAY

103VU
5HZ RAM AIR
OPENING
CONTROL RELAY

FO
NOTE:
HL = 21-31-00

FO

WV

OPEN

FLOW CONTROL AND


INDICATING

WV = 31-54-00

SDAC ACQUISITION / INTERFACE

NOTE:
HL = 21-31-00

CLOSE

ANNUNCIATOR LIGHT TEST


AND DIMMING

5500AGMO

FLOW CONTROL AND


INDICATING

WV = 31-54-00

SDAC ACQUISITION / INTERFACE

FOR TRAINING PURPOSES ONLY

CLOSE
WV
FC

LP = 33-14-00
5500AGMO

ANNUNCIATOR LIGHT TEST


AND DIMMING

WV

7HZ EMERGENCY
INLET FLAP
ACTUATOR

Emergency Ram Air Inlet - Electrical Schematic

Emergency Ram Air Inlet - Electrical Schematic


JUN 97

WV

OPEN

WV

7HZ EMERGENCY
INLET FLAP
ACTUATOR

WV

PRESSURE CONTROL AND


MONITORING

HB = 21-31-00

WV
FC

LP = 33-14-00

WV

PRESSURE CONTROL AND


MONITORING

HB = 21-31-00

ON

21-15
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-15

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AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


TEMPERATURE CONTROL
The Environmental Control System (ECS)
maintains and controls the zone temperatures and the ventilation rate for the two
passenger zones and the flight deck. It
also supplies conditioned air to the cargo
compartment. For this, two air conditioning packs are installed in the unpressurized area in the belly fairing. The packs
are supplied with bleed air from the main
engines, bleed air from the APU, or air
from a ground source.
The main part of the cooling system is a 3
wheel air cycle machine which works as a
boot strap system for heating and cooling.
A high pressure water separator is
installed to take full advantage of available bleed pressures and recirculation
capability.
The system control is done by electronic
controllers, electro-pneumatic valves and
electrically driven valves.
For sufficient ventilation and passenger
comfort a common cold air manifold
mixes the pack fresh air with recirculation
air.
The temperature control of the aft cargo
compartments is similar to that of the
flight deck and cabin temperature control
system in the heating mode.

21-16
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Pack Temperature Control
The pack temperature control system controls the pack outlet temperature and sets
its maximum and minimum limits. Two
pack controllers control the system.
Each pack controller controls the two
major parameters of its related pack:
- the pack outlet temperature (through the
water extractor outlet temperature),
- the ram air cooling flow, which is kept to
a minimum for fuel economy.
Each pack controller consists of two computers, one primary and one electrically
independent secondary computer. The primary computer is capable of modulating
the system parameters to their full extent,
thus optimizing the system performance.
The secondary computer gives a reduced
level of optimization when it operates as a
back-up in the event of the primary computer failure.
In normal operation the primary computer
of the pack controller controls the system.
The pack controller gets a temperature reference as a demand signal from the zone
controller. This demand signal, the preferred bypass valve position, the measured
water extractor outlet temperature, the
bypass valve actuator position, and the
ram air outlet actuator position are used
continuously to determine their necessary
drive speeds. The speed is zero when the
water extractor outlet temperature gets to
the required value and the bypass valve to
the preferred position.
The preferred bypass valve position is normally 21 but is adjusted when necessary,
dependent on pack inlet pressure. The ram
air inlet actuator position is slaved to the
actual ram air outlet actuator position.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

TEMPERATURE CONTROL
The Environmental Control System (ECS)
maintains and controls the zone temperatures and the ventilation rate for the two
passenger zones and the flight deck. It
also supplies conditioned air to the cargo
compartment. For this, two air conditioning packs are installed in the unpressurized area in the belly fairing. The packs
are supplied with bleed air from the main
engines, bleed air from the APU, or air
from a ground source.
The main part of the cooling system is a 3
wheel air cycle machine which works as a
boot strap system for heating and cooling.
A high pressure water separator is
installed to take full advantage of available bleed pressures and recirculation
capability.
The system control is done by electronic
controllers, electro-pneumatic valves and
electrically driven valves.
For sufficient ventilation and passenger
comfort a common cold air manifold
mixes the pack fresh air with recirculation
air.
The temperature control of the aft cargo
compartments is similar to that of the
flight deck and cabin temperature control
system in the heating mode.

21-16

Pack Temperature Control


The pack temperature control system controls the pack outlet temperature and sets
its maximum and minimum limits. Two
pack controllers control the system.
Each pack controller controls the two
major parameters of its related pack:
- the pack outlet temperature (through the
water extractor outlet temperature),
- the ram air cooling flow, which is kept to
a minimum for fuel economy.
Each pack controller consists of two computers, one primary and one electrically
independent secondary computer. The primary computer is capable of modulating
the system parameters to their full extent,
thus optimizing the system performance.
The secondary computer gives a reduced
level of optimization when it operates as a
back-up in the event of the primary computer failure.
In normal operation the primary computer
of the pack controller controls the system.
The pack controller gets a temperature reference as a demand signal from the zone
controller. This demand signal, the preferred bypass valve position, the measured
water extractor outlet temperature, the
bypass valve actuator position, and the
ram air outlet actuator position are used
continuously to determine their necessary
drive speeds. The speed is zero when the
water extractor outlet temperature gets to
the required value and the bypass valve to
the preferred position.
The preferred bypass valve position is normally 21 but is adjusted when necessary,
dependent on pack inlet pressure. The ram
air inlet actuator position is slaved to the
actual ram air outlet actuator position.

JUN 97

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AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The water extractor outlet temperatures
are limited through the temperature
demand signal from the zone controller.
The upper limit is 158F (70C). The
lower limits are as follow:
One or two pack operation
0 to 24,000 ft
41 F (5C).
24,0000
to 29,000 ft

32 F (0C).

Above 29,000 ft -22 F (-30C).


Compressor outlet temp. limits
up to 385F
normal operation,
385F to
428F

reduced closing,

428F
432F

to ram air outlet


actuator can no
longer be closed,

432F and
above

ram air outlet


actuator opens
at maximum speed,

at 446F

pneumatic temp.
sensor starts to
close the flow
control valve,

at 500F

Over heat warnings


to ECAM and the
pack switches on
overhead panel
30VU.

JUN 97
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The system includes various backup functions to ensure of safe operation during
failure. If the pack controller primary
computer fails the secondary computer
controls at a reduced level. The ram air
doors will open to the maximum flight
position and no further optimization takes
place (the flow control reference remains
at its previous setting). Control of the
water extractor outlet temperature (to the
level demanded from the zone controller)
will still take place through modulation of
the bypass valve. The overheat warning
will still be available.
If the zone controller (or its communications) fail completely the pack controllers
take over control. They will limit the
water extractor outlet temperature to 68F
(20C) for pack 1 and to 50F (10C) for
pack 2. If there is a failure (of the communications from the zone controller main
computer and it remains active), the pack
controllers take over control. They will
limit the water extractor outlet temperature to 41F (5C) for pack 1 and to 50F
(10C) for pack 2. The zone controller can
still use the trim air system to increase the
cabin inlet temperature, if necessary. The
pack controllers still get the zone controller status signal from the zone secondary
computer.
A flow priority mode is included in the
pack controller primary computer. At low
pack inlet pressure the bypass valve and
the ram air inlet/outlet doors are modulated to a more open position and thus
increase pack flow.

21-17
A320 LIMITATION 1 AND 9 COURSE

The water extractor outlet temperatures


are limited through the temperature
demand signal from the zone controller.
The upper limit is 158F (70C). The
lower limits are as follow:
One or two pack operation
0 to 24,000 ft
41F (5C).
24,0000
to 29,000 ft

32F (0C).

Above 29,000 ft -22F (-30C).


Compressor outlet temp. limits
up to 385F
normal operation,
385F to
428F

reduced closing,

428F
432F

to ram air outlet


actuator can no
longer be closed,

432F and
above

ram air outlet


actuator opens
at maximum speed,

at 446F

pneumatic temp.
sensor starts to
close the flow
control valve,

at 500F

Over heat warnings


to ECAM and the
pack switches on
overhead panel
30VU.

JUN 97

The system includes various backup functions to ensure of safe operation during
failure. If the pack controller primary
computer fails the secondary computer
controls at a reduced level. The ram air
doors will open to the maximum flight
position and no further optimization takes
place (the flow control reference remains
at its previous setting). Control of the
water extractor outlet temperature (to the
level demanded from the zone controller)
will still take place through modulation of
the bypass valve. The overheat warning
will still be available.
If the zone controller (or its communications) fail completely the pack controllers
take over control. They will limit the
water extractor outlet temperature to 68F
(20C) for pack 1 and to 50F (10C) for
pack 2. If there is a failure (of the communications from the zone controller main
computer and it remains active), the pack
controllers take over control. They will
limit the water extractor outlet temperature to 41F (5C) for pack 1 and to 50F
(10C) for pack 2. The zone controller can
still use the trim air system to increase the
cabin inlet temperature, if necessary. The
pack controllers still get the zone controller status signal from the zone secondary
computer.
A flow priority mode is included in the
pack controller primary computer. At low
pack inlet pressure the bypass valve and
the ram air inlet/outlet doors are modulated to a more open position and thus
increase pack flow.

21-17

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The pack controller will detect a failure of
the bypass valve function when the bypass
valve fails (either because of a valve actuator failure or because of a valve jam), or
the power output circuit of the primary
computer fails.
In both cases the secondary computer of
the pack controller takes control and
opens the ram air doors to a limited position. If the power output circuit was the
faulty function, the temperature will be
controlled by the secondary computer and
the bypass valve. If the bypass valve failure is effective, the ram air doors are controlled to a limited open position by the
secondary computer to avoid overheating
of the compressor.
A failure of the primary computer of the
pack controller is indicated on CFDS by
the message Pl CONT or P2 CONT.
Included in the air conditioning packs are
pneumatic control devices. They are a
final backup for overheat protection, pack
control and icing protection.

21-18
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Back up compressor overheat protection is
as follows. Installed at the compressor
outlet is a pneumatic temperature sensor.
This acts (by differential expansion)
directly on the flow control valve muscle
pressure. It starts to close the flow control
valve when the compressor outlet temperature gets to 446F (230C). Control is
such that the overheat warning temperature of 500F (260C) should never occur.
Back up pack control is as follows. In the
event that the pack controller cannot control the pack outlet temperature, the pneumatic temperature control system is
activated. The anti ice valve works with
the pack outlet pneumatic sensor, to control the pack outlet temperature pneumatically to a nominally constant value of
59F (15C).
Back up icing protection is as follows.
Icing of the pack condenser is prevented
with the anti ice valve. There are two pairs
of pressure sense lines. One on the high
pressure side of the condenser and the
other on the low pressure side of the condenser. If an excessive pressure drop
(indicating icing) 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, and
the anti-ice valve then shuts.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The pack controller will detect a failure of


the bypass valve function when the bypass
valve fails (either because of a valve actuator failure or because of a valve jam), or
the power output circuit of the primary
computer fails.
In both cases the secondary computer of
the pack controller takes control and
opens the ram air doors to a limited position. If the power output circuit was the
faulty function, the temperature will be
controlled by the secondary computer and
the bypass valve. If the bypass valve failure is effective, the ram air doors are controlled to a limited open position by the
secondary computer to avoid overheating
of the compressor.
A failure of the primary computer of the
pack controller is indicated on CFDS by
the message Pl CONT or P2 CONT.
Included in the air conditioning packs are
pneumatic control devices. They are a
final backup for overheat protection, pack
control and icing protection.

21-18

Back up compressor overheat protection is


as follows. Installed at the compressor
outlet is a pneumatic temperature sensor.
This acts (by differential expansion)
directly on the flow control valve muscle
pressure. It starts to close the flow control
valve when the compressor outlet temperature gets to 446F (230C). Control is
such that the overheat warning temperature of 500F (260C) should never occur.
Back up pack control is as follows. In the
event that the pack controller cannot control the pack outlet temperature, the pneumatic temperature control system is
activated. The anti ice valve works with
the pack outlet pneumatic sensor, to control the pack outlet temperature pneumatically to a nominally constant value of
59F (15C).
Back up icing protection is as follows.
Icing of the pack condenser is prevented
with the anti ice valve. There are two pairs
of pressure sense lines. One on the high
pressure side of the condenser and the
other on the low pressure side of the condenser. If an excessive pressure drop
(indicating icing) 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, and
the anti-ice valve then shuts.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

WATER EXTRACTOR
SENSOR

BYPASS VALVE
SPEED

PACK DEMAND
(FROM ZONE CONTROLLER)

WATER EXTRACTOR
SENSOR

BPV POSITION

BYPASS VALVE
SPEED

PACK DEMAND
(FROM ZONE CONTROLLER)

BYPASS
VALVE

MULTIVARIABLE
CONTROL
INLET PRESS. SENSOR
COMPRESSOR OUTLET TEMP

PREFERED BYPASS
VALVE POSTION
DETERMINATION

RAM EXIT
ACTUATOR

INLET PRESS. SENSOR


COMPRESSOR OUTLET TEMP

PREFERED BYPASS
VALVE POSTION
DETERMINATION

ACT. SPEED

EXIT ACTUATOR POS

GAIN

ACT SPEED

FLOW CONTROL
VALVE SETTING

RAM EXIT
ACTUATOR

EXIT ACTUATOR POS

RAM INLET
DOOR POSITION
DETERMINATION

RAM INLET
ACTUATOR

INLET ACTUATOR POS

OTHER PACK OFF


FLOW DEMAND
(FROM ZONE CONTROLLER)

BYPASS
VALVE

MULTIVARIABLE
CONTROL
ACT. SPEED

RAM INLET
DOOR POSITION
DETERMINATION

BPV POSITION

GAIN

ACT SPEED

RAM INLET
ACTUATOR

INLET ACTUATOR POS

FLOW
CONTROL
VALVE

OTHER PACK OFF


FLOW DEMAND
(FROM ZONE CONTROLLER)

FLOW CONTROL
VALVE SETTING

FLOW
CONTROL
VALVE

6100ACMO

Primary Computer
Pack Controller-Normal Control Function Diagram

PACK DEMAND
(FROM ZONE CONTROLLER)

GAIN

Primary Computer
Pack Controller-Normal Control Function Diagram

BYPASS
VALVE

PACK DEMAND
(FROM ZONE CONTROLLER)

WATER EXTR.
SENSOR

GAIN

BYPASS
VALVE

GAIN

RAM EXIT
ACTUATOR

GAIN

RAM INLET
ACTUATOR

WATER EXTR.
SENSOR

GAIN

RAM EXIT
ACTUATOR

MAX. FLIGHT
OPEN POSITION

MAX. FLIGHT
OPEN POSITION

GAIN

RAM INLET
ACTUATOR

6100AEMO

6100AEMO

Secondary Computer
Pack Controller - Back Up Control Function Diagram

JUN 97
FOR TRAINING PURPOSES ONLY

Secondary Computer
Pack Controller - Back Up Control Function Diagram
21-19

A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-19

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Flight Deck and Cabin Temperature
Control
The flight deck and cabin temperature
control system controls the temperature in
the cabin and flight deck. Different temperatures can be set for the flight deck and
the cabin. The cabin is divided into the
forward zone and the aft zone. Hot trim
air, which is used for temperature control
in the forward cabin, the aft cabin, and the
flight deck is individually controlled
under normal conditions in pressure and
quantity. A backup is provided and will
take over control in a failure condition.
The zone controller controls the temperature of the flight deck, forward cabin and
aft cabin zones. This controller contains
two computers, a primary and a secondary. The primary computer gives full control of all of the system parameters. The
secondary computer gives a reduced level
of control when used as a backup to the
primary computer, (in the event of primary computer failure).
Hot trim air is taken from the bleed air
supply to the air conditioning packs downstream of the flow control valves. It flows
to the trim air check valves, through the
trim air pressure regulating valve, and to
the hot air pressure switch 26HK.
From the trim air pressure regulating
valve the air flows also to the aft cargo
compartment heating system. It then flows
to the independently controlled trim air
valves (3) for the flight deck, forward
cabin, and aft cabin. The trim air is mixed
with cooled conditioned air from the
mixer unit and flows to the cabin. The
trim air also flows to the flight deck
through a restrictor.

21-20
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The three trim air valves add an adjustable
quantity of hot trim air to the cooled conditioned air from the mixer unit. The zone
temperature controller controls the position of the trim air valves. The trim air
valves are installed in the ducts to the
flight deck and the two cabin areas.
The trim air pressure valve keeps the pressure in the trim air supply to 4 psi above
the cabin pressure. It is installed downstream of the trim air check valves. In normal operation it operates pneumatically.
The trim air pressure regulating valve can
be used to shut off the trim air supply.
Temperature sensors send temperature
data to the zone temperature controller.
The temperature sensor 24HK (for flight
deck) is installed in the mixer unit. The
temperature sensor 25HK (for cabin) is
installed in the mixer unit. The temperature sensor 15HK is installed in the duct to
the flight deck. The temperature sensor
16HK is installed in the duct to the forward cabin. The temperature sensor 17HK
is installed in the duct to the aft cabin. The
duct overheat temperature sensor 18HK is
installed in the duct to the flight deck. The
duct overheat temperature sensor 19HK is
installed in the duct to the forward cabin.
The duct overheat temperature sensor
20HK is installed in the duct to the aft
cabin. The temperature sensor 21HK is
installed in the flight deck. The temperature sensor 22HK is installed in the forward zone of the cabin. The temperature
sensor 23HK is installed in the aft zone of
the cabin.
NOTE: See the COMPONENT LOCATION section of this chapter (Flight
Deck and Cabin Temperature Control)
for additional location information.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Flight Deck and Cabin Temperature


Control
The flight deck and cabin temperature
control system controls the temperature in
the cabin and flight deck. Different temperatures can be set for the flight deck and
the cabin. The cabin is divided into the
forward zone and the aft zone. Hot trim
air, which is used for temperature control
in the forward cabin, the aft cabin, and the
flight deck is individually controlled
under normal conditions in pressure and
quantity. A backup is provided and will
take over control in a failure condition.
The zone controller controls the temperature of the flight deck, forward cabin and
aft cabin zones. This controller contains
two computers, a primary and a secondary. The primary computer gives full control of all of the system parameters. The
secondary computer gives a reduced level
of control when used as a backup to the
primary computer, (in the event of primary computer failure).
Hot trim air is taken from the bleed air
supply to the air conditioning packs downstream of the flow control valves. It flows
to the trim air check valves, through the
trim air pressure regulating valve, and to
the hot air pressure switch 26HK.
From the trim air pressure regulating
valve the air flows also to the aft cargo
compartment heating system. It then flows
to the independently controlled trim air
valves (3) for the flight deck, forward
cabin, and aft cabin. The trim air is mixed
with cooled conditioned air from the
mixer unit and flows to the cabin. The
trim air also flows to the flight deck
through a restrictor.

21-20

The three trim air valves add an adjustable


quantity of hot trim air to the cooled conditioned air from the mixer unit. The zone
temperature controller controls the position of the trim air valves. The trim air
valves are installed in the ducts to the
flight deck and the two cabin areas.
The trim air pressure valve keeps the pressure in the trim air supply to 4 psi above
the cabin pressure. It is installed downstream of the trim air check valves. In normal operation it operates pneumatically.
The trim air pressure regulating valve can
be used to shut off the trim air supply.
Temperature sensors send temperature
data to the zone temperature controller.
The temperature sensor 24HK (for flight
deck) is installed in the mixer unit. The
temperature sensor 25HK (for cabin) is
installed in the mixer unit. The temperature sensor 15HK is installed in the duct to
the flight deck. The temperature sensor
16HK is installed in the duct to the forward cabin. The temperature sensor 17HK
is installed in the duct to the aft cabin. The
duct overheat temperature sensor 18HK is
installed in the duct to the flight deck. The
duct overheat temperature sensor 19HK is
installed in the duct to the forward cabin.
The duct overheat temperature sensor
20HK is installed in the duct to the aft
cabin. The temperature sensor 21HK is
installed in the flight deck. The temperature sensor 22HK is installed in the forward zone of the cabin. The temperature
sensor 23HK is installed in the aft zone of
the cabin.
NOTE: See the COMPONENT LOCATION section of this chapter (Flight
Deck and Cabin Temperature Control)
for additional location information.

JUN 97

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AIR CONDITIONING

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Three temperature selectors allow the
required air temperature to be set in the
forward and aft cabin and on the flight
deck.
Any temperature between 64F (18C)
and 86F (30C) can be set with the temperature selectors. The 12 oclock position
is 75F (24C). The selectors send a signal
to the zone controller. The selectors are
installed on the flight deck overhead panel
30VU.
The temperatures in the different zones
appear on the COND page of ECAM.
The hot air pressure switch 26HK closes if
the pressure in the applicable trim air supply is more than 6.5 psi (overpressure).
The microswitch sends a signal to the zone
controller. The signal continues until the
hot air pressure switch opens when the
pressure decreases to 5 psi. It is installed
downstream of the trim air pressure regulating valve.
The trim air check valves (2) prevent
reverse flow if there is a pack failure.
They are installed in the trim air supplies
from the packs.
Normal operation (Primary Computer) is
as follows. The crew selects the desired
temperature on the zone temperature
selectors (3) located on the flight deck
overhead panel 30VU. The zone controller
receives these demand signals and computes the necessary input temperature to

JUN 97
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


the zones. This is done through the pack
outlet temperature and the trim air system.
Hot bleed air is tapped downstream of the
flow control valves. The air flows through
the check valves to the trim air pressure
regulating valve. This valve controls the
pressure of the hot trim air going into the
hot air manifold, to 4 psi above cabin pressure. The hot air pressure switch continuously monitors the pressure of the hot trim
air. If the pressure in the system goes
above 6.5 psi (ovrpressure), the zone controller sends a signal to the ECAM system.
This signal stays until the pressure falls
below 5 psi. The zone controller also
determines which zone needs the lowest
duct inlet temperature. This lowest temperature demand signal is sent to the pack
temperature control system, and the pack
outlet temperatures are adjusted accordingly. The other two zones will require
higher duct inlet temperatures, this is done
with hot bleed air from the trim air system.
Each zone has its own trim air valve and
the zone controller adjusts each valve to
give the necessary temperatures.
The primary computer side of the zone
controller increases the zone reference
temperatures selected on each temperature
selector. It does this to compensate for
reduced humidity and a decrease in interior wall temperature (which is dependent
on aircraft altitude).

21-21
A320 LIMITATION 1 AND 9 COURSE

Three temperature selectors allow the


required air temperature to be set in the
forward and aft cabin and on the flight
deck.
Any temperature between 64F (18C)
and 86F (30C) can be set with the temperature selectors. The 12 oclock position
is 75F (24C). The selectors send a signal
to the zone controller. The selectors are
installed on the flight deck overhead panel
30VU.
The temperatures in the different zones
appear on the COND page of ECAM.
The hot air pressure switch 26HK closes if
the pressure in the applicable trim air supply is more than 6.5 psi (overpressure).
The microswitch sends a signal to the zone
controller. The signal continues until the
hot air pressure switch opens when the
pressure decreases to 5 psi. It is installed
downstream of the trim air pressure regulating valve.
The trim air check valves (2) prevent
reverse flow if there is a pack failure.
They are installed in the trim air supplies
from the packs.
Normal operation (Primary Computer) is
as follows. The crew selects the desired
temperature on the zone temperature
selectors (3) located on the flight deck
overhead panel 30VU. The zone controller
receives these demand signals and computes the necessary input temperature to

JUN 97

the zones. This is done through the pack


outlet temperature and the trim air system.
Hot bleed air is tapped downstream of the
flow control valves. The air flows through
the check valves to the trim air pressure
regulating valve. This valve controls the
pressure of the hot trim air going into the
hot air manifold, to 4 psi above cabin pressure. The hot air pressure switch continuously monitors the pressure of the hot trim
air. If the pressure in the system goes
above 6.5 psi (ovrpressure), the zone controller sends a signal to the ECAM system.
This signal stays until the pressure falls
below 5 psi. The zone controller also
determines which zone needs the lowest
duct inlet temperature. This lowest temperature demand signal is sent to the pack
temperature control system, and the pack
outlet temperatures are adjusted accordingly. The other two zones will require
higher duct inlet temperatures, this is done
with hot bleed air from the trim air system.
Each zone has its own trim air valve and
the zone controller adjusts each valve to
give the necessary temperatures.
The primary computer side of the zone
controller increases the zone reference
temperatures selected on each temperature
selector. It does this to compensate for
reduced humidity and a decrease in interior wall temperature (which is dependent
on aircraft altitude).

21-21

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The normal limits for the zone duct inlet
temperatures are a low limit of 46F (8C)
to a high limit of 122F (50C). These
limits can be extended to low 35F (2C)
to high 158F (70C) during pull up and
pull down. This is recognized because the
measured temperature is outside the
selectable range of 64F (18C) to 86F
(30C). The extended operating limits also
apply during one pack operation, to maintain the temperature below 86F (30C) or
above 69F (21C).
The required mix manifold temperature
(the lowest duct demand temperature) is
compared with the actual mix manifold
temperature. This determines the necessary pack outlet temperature, which is
computed in the zone controller and signalled to both pack controllers.
The crew can select the flow control reference to 80%, 100% or 120% (LO, NORM,
HI) of the nominal value. The selected
values can be modified under the conditions listed below:
- during APU operation, the zone
controller receives the discrete APU
bleed valve open signal and resets the
flow reference to 120%. This overrides
any other selection or commands (the
APU control and APU demand signals
control the APU flow).
- if 80% (LO) is selected, the controller
can increase the flow reference up to
100% when the cooling demand is not
met.
- when there is only one pack operating
the controller for that pack will increase
the flow reference to 120% (HI).

21-22
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


A signal from the zone controller can
increase the APU flow output if any
selected zone temperature is not met. The
demand signal is 0% for most normal
operating conditions. This increases proportionally up to 100%, when the duct
demand temperature (of any zone) reaches
the predetermined low (cooling) or high
(heating) values.
The zone controllers can supply a demand
signal to FADEC (Full Authority Digital
Engine Control) to increase the engine idle
setting during descent and ground operation. It does this to increase the available
bleed pressure when the existing pressure
is insufficient to provide necessary flow
through the packs for cabin cooling. The
demand signal is 0 % for most normal
operating conditions. This increases proportionally to 100% (to give up to 30 psig
pack inlet pressure), when the duct
demand temperature of any zone reaches a
predetermined low value (lack of cooling).
The pack inlet pressure must also have
reached a predetermined low value.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The normal limits for the zone duct inlet


temperatures are a low limit of 46F (8C)
to a high limit of 122F (50C). These
limits can be extended to low 35F (2C)
to high 158F (70C) during pull up and
pull down. This is recognized because the
measured temperature is outside the
selectable range of 64F (18C) to 86F
(30C). The extended operating limits also
apply during one pack operation, to maintain the temperature below 86F (30C) or
above 69F (21C).
The required mix manifold temperature
(the lowest duct demand temperature) is
compared with the actual mix manifold
temperature. This determines the necessary pack outlet temperature, which is
computed in the zone controller and signalled to both pack controllers.
The crew can select the flow control reference to 80%, 100% or 120% (LO, NORM,
HI) of the nominal value. The selected
values can be modified under the conditions listed below:
- during APU operation, the zone
controller receives the discrete APU
bleed valve open signal and resets the
flow reference to 120%. This overrides
any other selection or commands (the
APU control and APU demand signals
control the APU flow).
- if 80% (LO) is selected, the controller
can increase the flow reference up to
100% when the cooling demand is not
met.
- when there is only one pack operating
the controller for that pack will increase
the flow reference to 120% (HI).

21-22

A signal from the zone controller can


increase the APU flow output if any
selected zone temperature is not met. The
demand signal is 0% for most normal
operating conditions. This increases proportionally up to 100%, when the duct
demand temperature (of any zone) reaches
the predetermined low (cooling) or high
(heating) values.
The zone controllers can supply a demand
signal to FADEC (Full Authority Digital
Engine Control) to increase the engine idle
setting during descent and ground operation. It does this to increase the available
bleed pressure when the existing pressure
is insufficient to provide necessary flow
through the packs for cabin cooling. The
demand signal is 0 % for most normal
operating conditions. This increases proportionally to 100% (to give up to 30 psig
pack inlet pressure), when the duct
demand temperature of any zone reaches a
predetermined low value (lack of cooling).
The pack inlet pressure must also have
reached a predetermined low value.

JUN 97

ACTEMPSH

VENTILATION

JUN 97

FOR TRAINING PURPOSES ONLY


SHUT

AUTO

X BLEED

COLD

OPEN

HOT
PACK 2

OFF

FAULT

ENG 2 BLEED

OFF

FAULT

PACK 2

OFF

FAULT

HOT AIR

21-23

A320 LIMITATION 1 AND 9 COURSE


ACTEMPSH

Air Conditioning - System Temp Control Schematic


JUN 97
Air Conditioning - System Temp Control Schematic
21-23

LO

OFF

FAULT

PACK 1

HOT

ON

FAULT
OFF

ON

COLD

FAULT

RAM AIR

HOT

APU BLEED

PACK 1

COLD

FWD CABIN

SHUT

AUTO

X BLEED

COLD

OPEN

HOT
PACK 2

OFF

FAULT

ENG 2 BLEED

PACK
2

OFF

FAULT

PACK 2

OFF

FAULT

HOT AIR

CHECK VALVE

PRESSURE
26HK

TEMP 25HK

19HK *

TRIM AIR
VALVES

16HK

AFT CABIN

TRIM AIR
PRESS REG
VALVE

EMER
RAM AIR

ENG 1 BLEED

HI

TEMP

OVERHEAT

AFT

* DUCT OVERHEAT SENSORS ARE ON A320 AIRCRAFT ONLY.

C
O
N
D

A
I
R

COCKPIT

CHECK VALVE

FWD

MIXING UNIT
LP GROUND
CONNECTION

TEMP 24HK

PACK FLOW
CONTROL VALVE

PACK FLOW
NORM

PACK
1

TEMP 15HK

OVERHEAT 18HK *

COCKPIT

C
O
N
D

A
I
R

TEMP 17HK

CABIN
AIR

70

CKPT

COND
FAN

65

PRESSURE SENSOR

OVERHEAT SENSOR

TEMP SENSOR

PACK 2
CONTROLLER

FILTERS

OVERHEAT 20HK *

C
O
N
D

A
I
R

OVERHEAT SENSOR
PRESSURE SENSOR

72
72

FWD

72
H

72

ALTN MODE

FWD

ALTN MODE

AFT

FAN

AFT

FAN

79
H

75

TEMP: F

79

75

TEMP: F

HOT
AIR

HOT
AIR

AIR CONDITIONING

ZONE
CONTROLLER

ON

FAULT

OFF

ON

HOT

FAULT

RAM AIR

COLD

APU BLEED

PACK 1

HOT

ENG 1 BLEED

COLD

AFT CABIN

65

TEMP SENSOR

PACK 2
CONTROLLER

FILTERS

CABIN
AIR

70

CKPT

FAN

DESCRIPTION & OPERATION

PACK 1
CONTROLLER

CABIN
AIR

OFF

FAULT

PACK 1

HI

FWD CABIN

PACK
2

TEMP 17HK

OVERHEAT 20HK *

COND

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

OFF

CAB FANS

LO

COCKPIT

CHECK VALVE

PRESSURE
26HK

TEMP 25HK

19HK *

TRIM AIR
VALVES

16HK

* DUCT OVERHEAT SENSORS ARE ON A320 AIRCRAFT ONLY.

C
O
N
D

A
I
R

PACK FLOW
NORM

PACK FLOW
CONTROL VALVE

CHECK VALVE

EMER
RAM AIR

TRIM AIR
PRESS REG
VALVE

MIXING UNIT
LP GROUND
CONNECTION

TEMP 24HK

TEMP

OVERHEAT

AFT

A318/

ZONE
CONTROLLER

PACK
1

TEMP 15HK

OVERHEAT 18HK *

FWD

AIR CONDITIONING

VENTILATION

CABIN
AIR

PACK 1
CONTROLLER

OFF

CAB FANS

COCKPIT

UNITED AIRLINES
UNITED AIRLINES
A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Primary Zone Controller
Both the primary and secondary computer
of the zone controller can detect an overheat of 190F (88C) in any one of three
zone supply ducts. The primary computer
does this through the primary duct temperature or the duct overheat sensor. The secondary computer does this through the
secondary duct temperature sensor. The
first computer (primary or secondary) to
detect an overheat will send a signal to
illuminate the FAULT light on the HOT
AIR switch. It will also close the trim air
pressure regulating valve. The primary
computer will close all three trim air
valves.
The FAULT light will stay on and the
closed valves will stay closed until:
- the duct temperature goes down below
158F (70C),
- the HOT AIR switch is released (to make
the FAULT light go off.),
- the HOT AIR switch is pressed again (to
open the trim air regulating valve and
the three trim air valves).

21-24
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The primary computer can detect an early
overheat condition of 176F (80C). It
does this through the duct temperature
sensor 15HK (16HK, 17HK) or the duct
overheat sensor 18HK (19HK, 20HK).
The primary computer commands the trim
air pressure regulating valve to reduce its
setting from 4 psi to 2 psi when 176F
(80C) is detected. The higher pressure
setting is commanded again when all duct
temperatures are below 158F (70C). If
an early overheat condition of 176F
(80C) is detected four times during one
flight, the 190F (88C) procedure is indicated.
Failure of the trim air system will cause
the primary computer (of the zone controller) to change to a backup control mode.
Separate control of flight deck and cabin is
still given, but a distinction between forward and aft cabin is not made. In this
mode each pack is controlled separately,
pack 1 for the flight deck and pack 2 for
the cabin.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Primary Zone Controller


Both the primary and secondary computer
of the zone controller can detect an overheat of 190F (88C) in any one of three
zone supply ducts. The primary computer
does this through the primary duct temperature or the duct overheat sensor. The secondary computer does this through the
secondary duct temperature sensor. The
first computer (primary or secondary) to
detect an overheat will send a signal to
illuminate the FAULT light on the HOT
AIR switch. It will also close the trim air
pressure regulating valve. The primary
computer will close all three trim air
valves.
The FAULT light will stay on and the
closed valves will stay closed until:
- the duct temperature goes down below
158F (70C),
- the HOT AIR switch is released (to make
the FAULT light go off.),
- the HOT AIR switch is pressed again (to
open the trim air regulating valve and
the three trim air valves).

21-24

The primary computer can detect an early


overheat condition of 176F (80C). It
does this through the duct temperature
sensor 15HK (16HK, 17HK) or the duct
overheat sensor 18HK (19HK, 20HK).
The primary computer commands the trim
air pressure regulating valve to reduce its
setting from 4 psi to 2 psi when 176F
(80C) is detected. The higher pressure
setting is commanded again when all duct
temperatures are below 158F (70C). If
an early overheat condition of 176F
(80C) is detected four times during one
flight, the 190F (88C) procedure is indicated.
Failure of the trim air system will cause
the primary computer (of the zone controller) to change to a backup control mode.
Separate control of flight deck and cabin is
still given, but a distinction between forward and aft cabin is not made. In this
mode each pack is controlled separately,
pack 1 for the flight deck and pack 2 for
the cabin.

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY


6300AEMO

Primary Computer of the Zone Controller - Normal Control Mode


21-25

A320 LIMITATION 1 AND 9 COURSE

JUN 97
ALT

ALT
BIAS

ALT

ALT
BIAS

ALT

ZONE
SENSOR

ZONE
SENSOR

PIGAIN

PIGAIN

PIGAIN

+2

+70

DUCT
SENSOR

DUCT
SENSOR

DUCT
SENSOR

+2

+70

+2

+70

DUCT
SENSOR

TRIM
VALVE

TRIM
VALVE

TRIM
VALVE

DUCT DEMAND

TRIM
VALVE

TRIM
VALVE

TRIM
VALVE

DUCT DEMAND

APU BLEED
VALVE OPEN

FLOW
DEMAND
FACTOR

LOWEST
VALUE

DEMAND
SIGNAL
ELABORATION

APU BLEED
VALVE OPEN

FLOW
DEMAND
FACTOR

LOWEST
VALUE

DEMAND
SIGNAL
ELABORATION

MIXER
SENSORS

MEAN

MIXER
SENSORS

MEAN

+2

+70

+2

+70

FLOW DEMAND
(TO PACK CONTORLLER)

PIGAIN

FADEC DEMAND

APU DEMAND

FLOW DEMAND
(TO PACK CONTORLLER)

PIGAIN

FADEC DEMAND

APU DEMAND

PACKS
DEMAND

PACKS
DEMAND

AIR CONDITIONING

FLOW
SELECTOR

COCKPIT

AFT CABIN

ZONE
SENSOR

+2

+70

DUCT
SENSOR

DUCT
SENSOR

+2

+70

+2

+70

DESCRIPTION & OPERATION

ALT
BIAS

ZONE
ERROR

ZONE
SENSOR

PIGAIN

PIGAIN

PIGAIN

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

TEMP
SELECT

FWD CABIN

ALT

ALT
BIAS

ZONE
SENSOR

ZONE
SENSOR

A318/

ALT

ALT
BIAS

ALT

ALT
BIAS

ZONE
ERROR

AIR CONDITIONING

FLOW
SELECTOR

COCKPIT

AFT CABIN

TEMP
SELECT

FWD CABIN

UNITED AIRLINES
UNITED AIRLINES
A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

6300AEMO

Primary Computer of the Zone Controller - Normal Control Mode


21-25

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UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Secondary Zone Controller
The system has different backup functions
to make sure of safe operation in the event
of failure. The primary computer (of the
zone controller) normally gives full (or
backup) control of the system, with the
secondary system for failure storage and
system monitoring.
Failure of the primary computer (of the
zone controller) will cause the secondary
computer to take over to give a reduced
level of control. In this failure condition,
control of the trim air system is lost. The
flight deck and cabin temperature control
is similar to that described earlier for the
primary computer. The following reduced
functions are also given:
- 75F (24C) replaces the selectable zone
temperatures without altitude correction,
- the APU demand signal is not available,
- the flow setting optimization is not
available.
Both the primary and secondary computer
of the zone controller give overheat detection and related actions.
The temperature in each zone is controlled
from (cold) 64F (18C) to (hot) 86F
(30C). This is relative to the position of
the temperature selectors. In the center
position the temperature is controlled to
approximately 75F (24C).

21-26
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The hot air which is supplied to the trim
air pressure regulating valve is unconditioned bleed air. The hot air switch
installed in the flight deck overhead panel
30VU controls this valve.
When AUTO is selected (switch
depressed), the trim air pressure regulating
valve pneumatically controls the hot air
manifold pressure to 4 psi above cabin
pressure. The valve will electrically close
automatically if the temperature in the
supply duct goes above 190F (88C).
This will also happen if the temperature in
the supply duct goes above 176F (80C)
four times in one flight.
When OFF is selected (switch released),
OFF comes on in white, and the trim air
pressure regulating valve closes. FAULT
comes on in amber when an overheat condition is detected and remains, regardless
of the hot air switch position, until the
temperature falls below 158F (70C).

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Secondary Zone Controller


The system has different backup functions
to make sure of safe operation in the event
of failure. The primary computer (of the
zone controller) normally gives full (or
backup) control of the system, with the
secondary system for failure storage and
system monitoring.
Failure of the primary computer (of the
zone controller) will cause the secondary
computer to take over to give a reduced
level of control. In this failure condition,
control of the trim air system is lost. The
flight deck and cabin temperature control
is similar to that described earlier for the
primary computer. The following reduced
functions are also given:
- 75F (24C) replaces the selectable zone
temperatures without altitude correction,
- the APU demand signal is not available,
- the flow setting optimization is not
available.
Both the primary and secondary computer
of the zone controller give overheat detection and related actions.
The temperature in each zone is controlled
from (cold) 64F (18C) to (hot) 86F
(30C). This is relative to the position of
the temperature selectors. In the center
position the temperature is controlled to
approximately 75F (24C).

21-26

The hot air which is supplied to the trim


air pressure regulating valve is unconditioned bleed air. The hot air switch
installed in the flight deck overhead panel
30VU controls this valve.
When AUTO is selected (switch
depressed), the trim air pressure regulating
valve pneumatically controls the hot air
manifold pressure to 4 psi above cabin
pressure. The valve will electrically close
automatically if the temperature in the
supply duct goes above 190F (88C).
This will also happen if the temperature in
the supply duct goes above 176F (80C)
four times in one flight.
When OFF is selected (switch released),
OFF comes on in white, and the trim air
pressure regulating valve closes. FAULT
comes on in amber when an overheat condition is detected and remains, regardless
of the hot air switch position, until the
temperature falls below 158F (70C).

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

Secondary Computer of the Zone Controller - Back Up Control Mode


6300AGMO

21-27

A320 LIMITATION 1 AND 9 COURSE

JUN 97
COCKPIT

ZONE
SENSOR

PI GAIN

+2

+70

DUCT
SENSOR

PI GAIN

PI GAIN

DEMAND
SIGNAL
ELABORATION

PI GAIN

+2

+70

+2

+70

+2

+70

PACK 1 DEMAND

PACK 2 DEMAND

FADEC DEMAND

PACK 1 DEMAND

AIR CONDITIONING

TEMP SELECT
SET TO 24C

FWD AFT
DUCT
SENSOR

FWD AFT
ZONE
SENSOR

+2

+70

DUCT
SENSOR

MEAN
VALUE

PI GAIN

+2

+70

PACK 2 DEMAND

DESCRIPTION & OPERATION

MEAN
VALUE

PI GAIN

+2

+70

FADEC DEMAND

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

TEMP SELECT
SET TO 24C

CABIN

ZONE
SENSOR

PI GAIN

DEMAND
SIGNAL
ELABORATION

A318/

TEMP SELECT
SET TO 24C

FWD AFT
DUCT
SENSOR

FWD AFT
ZONE
SENSOR

+2

+70

MEAN
VALUE

PI GAIN

MEAN
VALUE

AIR CONDITIONING

COCKPIT

TEMP SELECT
SET TO 24C

CABIN

UNITED AIRLINES
UNITED AIRLINES
A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

Secondary Computer of the Zone Controller - Back Up Control Mode


6300AGMO

21-27

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A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


DISTRIBUTION
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 two recirculation filters by two recirculation fans. The
recirculation fans then blow the air
through check valves (2) to the mixer unit.
The quantity of cabin air mixed with conditioned air ranges from 29% to 42% on
A319 aircraft to 34% to 36% on A320
aircraft (in normal cases). This is related
to the position of the flow selector. In an
emergency situation, a ram air inlet is
opened to supply sufficient air to the flight
deck and cabin zones. A low pressure
ground connector is also connected to the
ram air system for connection to a ground
air supply. The low pressure ground air
source can supply conditioned air to the
system when the engines and APU are
stopped.
The passenger cabin is divided into the
forward and aft distribution zones. Each
distribution zone has main supply ducts
and small riser ducts. The main supply
ducts are installed under the cabin floor
along the left hand and right hand side of
the fuselage. The riser ducts connect to the
main supply ducts and go up between
every second window to outlets above and
below the hatracks. The L-shaped riser
ducts connect the outlets above the doors
to the main supply ducts. Most of the distribution ducts are made resin and glassfiber laminate with metal sleeves bonded to
each end for duct interconnection. Flexible bellows, which are made of silicone
laminate and glassfiber, connect the ducts
to each other. During installation, clamps
secure the flexible bellows. Insulation
shells which are made of polyethylene

21-28
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


foam or glass wool (covered with a Hypolon material) are installed around the
ducts.
Air from the mixing unit is supplied to the
flight deck through a duct installed below
the left hand side of the cabin floor. Conditioned air is supplied to the flight deck
as follows:
- the left hand side of the Captains station,
- the right hand side of the First Officers
station,
- at two positions in the left hand ceiling
area above the third crew members
station.
At these positions the airflow is adjustable
in quantity and direction:
- the left hand and right hand ceiling areas
above the lateral windows,
- the left hand and right hand sides below
the lateral windows.
At these positions, the airflow is adjustable in quantity only:
- at the left hand and right hand ceiling
areas above the windshield.
The mixing unit is installed under the
cabin floor between frames 34 and 36. It
mixes conditioned air and cabin air before
distribution to the system. The unit is
made in two parts, the mixing chamber
and the distribution head. The mixing
chamber is made of resin and glassfiber
laminate with a metal flange bonded at the
top. Connected to this flange is an aluminum distribution head which distributes
mixed air to the system supply ducts.
Crossfeed ducts are installed from the distribution head to the main supply ducts.
These are made of aluminum and contain
noise attenuators. The main supply duct to
the flight deck is made of aluminum at its
interface with the hot trim air system.
An electrically operated backup flap is

JUN 97
A320 LIMITATION 1 AND 9 COURSE

DISTRIBUTION
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 two recirculation filters by two recirculation fans. The
recirculation fans then blow the air
through check valves (2) to the mixer unit.
The quantity of cabin air mixed with conditioned air ranges from 29% to 42% on
A319 aircraft to 34% to 36% on A320
aircraft (in normal cases). This is related
to the position of the flow selector. In an
emergency situation, a ram air inlet is
opened to supply sufficient air to the flight
deck and cabin zones. A low pressure
ground connector is also connected to the
ram air system for connection to a ground
air supply. The low pressure ground air
source can supply conditioned air to the
system when the engines and APU are
stopped.
The passenger cabin is divided into the
forward and aft distribution zones. Each
distribution zone has main supply ducts
and small riser ducts. The main supply
ducts are installed under the cabin floor
along the left hand and right hand side of
the fuselage. The riser ducts connect to the
main supply ducts and go up between
every second window to outlets above and
below the hatracks. The L-shaped riser
ducts connect the outlets above the doors
to the main supply ducts. Most of the distribution ducts are made resin and glassfiber laminate with metal sleeves bonded to
each end for duct interconnection. Flexible bellows, which are made of silicone
laminate and glassfiber, connect the ducts
to each other. During installation, clamps
secure the flexible bellows. Insulation
shells which are made of polyethylene

21-28

foam or glass wool (covered with a Hypolon material) are installed around the
ducts.
Air from the mixing unit is supplied to the
flight deck through a duct installed below
the left hand side of the cabin floor. Conditioned air is supplied to the flight deck
as follows:
- the left hand side of the Captains station,
- the right hand side of the First Officers
station,
- at two positions in the left hand ceiling
area above the third crew members
station.
At these positions the airflow is adjustable
in quantity and direction:
- the left hand and right hand ceiling areas
above the lateral windows,
- the left hand and right hand sides below
the lateral windows.
At these positions, the airflow is adjustable in quantity only:
- at the left hand and right hand ceiling
areas above the windshield.
The mixing unit is installed under the
cabin floor between frames 34 and 36. It
mixes conditioned air and cabin air before
distribution to the system. The unit is
made in two parts, the mixing chamber
and the distribution head. The mixing
chamber is made of resin and glassfiber
laminate with a metal flange bonded at the
top. Connected to this flange is an aluminum distribution head which distributes
mixed air to the system supply ducts.
Crossfeed ducts are installed from the distribution head to the main supply ducts.
These are made of aluminum and contain
noise attenuators. The main supply duct to
the flight deck is made of aluminum at its
interface with the hot trim air system.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

installed in this duct. This flap makes sure


sufficient fresh air is delivered to the flight
deck in case of pack 1 failure. Noise attenuators are installed downstream of the hot
trim air interface. The mixing unit and
crossfeed ducts are insulated with glasswool and a jacket made of a Hypolon
material.
Cabin air from the underfloor area is

mixed with conditioned air. This increases


the amount of air which is blown into the
distribution system. The two recirculation
fans (installed one each side of the mixing
unit) do this. Cabin air is drawn through
two recirculation filters and blown
through two check valves into the mixing
unit.

An electrically operated backup flap is


installed in this duct. This flap makes sure
sufficient fresh air is delivered to the flight
deck in case of pack 1 failure. Noise attenuators are installed downstream of the hot
trim air interface. The mixing unit and
crossfeed ducts are insulated with glasswool and a jacket made of a Hypolon
material.

Cabin air from the underfloor area is


mixed with conditioned air. This increases
the amount of air which is blown into the
distribution system. The two recirculation
fans (installed one each side of the mixing
unit) do this. Cabin air is drawn through
two recirculation filters and blown
through two check valves into the mixing
unit.

STA1483/FR34

STA1483/FR34

STA1537/FR36

STA1537/FR36

STA1590/FR36

STA1590/FR36

FWD ZONE LH
SUPPLY DUCT

FWD ZONE LH
SUPPLY DUCT

AFT ZONE RH
SUPPLY DUCT

AFT ZONE RH
SUPPLY DUCT

FWD ZONE RH
SUPPLY DUCT

FWD ZONE RH
SUPPLY DUCT

COCKPIT
SUPPLY
DUCT

COCKPIT
SUPPLY
DUCT

AFT ZONE LH
SUPPLY DUCT

AFT ZONE LH
SUPPLY DUCT

CONDITIONED AIR
PACK1

CONDITIONED AIR
PACK1

CONDITIONED AIR
PACK 2

MIXING UNIT

2100AEMO

RECIRCULATED AIR

MIXING UNIT

2100AEMO

Air Distribution - Mixer Unit


JUN 97
FOR TRAINING PURPOSES ONLY

CONDITIONED AIR
PACK 2

RECIRCULATED AIR

Air Distribution - Mixer Unit


21-29

A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-29

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Lavatory and Galley Ventilation
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 area. A duct system, different from
the cabin distribution system, is used to
prevent unpleasant smells from entering
the cabin. A smoke detection system is
installed in each lavatory.
Most of the air used for ventilation is
cabin air. The extraction fan 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 is located below the lavatory mirrors.
The extraction fan 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

21-30
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


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. The extraction
fan operates continuously during flight
and on the ground when electrical power
is available to the aircraft.
The lavatory and galley extraction fan is
installed in line 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 11,700 RPM.
Thermo switches are installed inside the
stators of the extraction fan for overheat
protection. If the temperature of the stator
gets to 273F (134C) to 294F (146C)
the thermo switches isolate the electrical
supply to the fan.
The lavatory and galley extraction fan is
continuously monitored by the zone controller of the cabin temperature control
system. If the fan fails, the zone controller
sends a signal to the ECAM and CFDS
systems.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Lavatory and Galley Ventilation


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 area. A duct system, different from
the cabin distribution system, is used to
prevent unpleasant smells from entering
the cabin. A smoke detection system is
installed in each lavatory.
Most of the air used for ventilation is
cabin air. The extraction fan 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 is located below the lavatory mirrors.
The extraction fan 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

21-30

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. The extraction
fan operates continuously during flight
and on the ground when electrical power
is available to the aircraft.
The lavatory and galley extraction fan is
installed in line 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 11,700 RPM.
Thermo switches are installed inside the
stators of the extraction fan for overheat
protection. If the temperature of the stator
gets to 273F (134C) to 294F (146C)
the thermo switches isolate the electrical
supply to the fan.
The lavatory and galley extraction fan is
continuously monitored by the zone controller of the cabin temperature control
system. If the fan fails, the zone controller
sends a signal to the ECAM and CFDS
systems.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

28 VDC power from the normal busbar


101PP through circuit breaker 5HU energizes the power relay 2HU. The power
relay energizes the extraction fan with 115
VAC from normal busbar 101XP through
circuit breaker 6HU. Thermo switches
protect the fan from overheating.
If an overheat occurs, the ground is

NORMAL
BUS 1
101XP

6HU
EXTRACT
FAN SUPPLY
A2
A1
B2

B1
C1
3
A B C
115V AC

C2
4
10A

B2
C2

}WY

removed 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. The extraction
fan should not be started again until the
fault has been found and repaired.

EXTRACT FAN
2HU
A2

1HU

A3
A1
B3
B1
C3
C1
X2

C
B1

3HU

A B C
115V AC

X1
NORMAL
BUS
5HU
101PP
FAN CONTROL
2
1
4
3
WY
28V DC
3A

B2
A2

A
X
Z

B1
B3
A1
A3

B2

C1
3

C2
4
10A

B2
C2

}WY

A
B
C
B1

3HU

X1

F
X2

D
DC1

B2
A2

4HU
3
4
1
2

1HU

A3
A1
B3
B1
C3
C1
X2

NORMAL
BUS
5HU
101PP
FAN CONTROL
2
1
4
3
WY
28V DC
3A

B
HK
HK

A
X
Z

3
4
1
2

B1
B3
A1
A3

HK

115V AC

Lavatory and Galley Ventilation - Schematic

Lavatory and Galley Ventilation - Schematic

FOR TRAINING PURPOSES ONLY

B1

EXTRACT FAN
2HU
A2

115V AC

JUN 97

6HU
EXTRACT
FAN SUPPLY
A2
A1

removed 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. The extraction
fan should not be started again until the
fault has been found and repaired.

X1

DC1

4HU

NORMAL
BUS 1
101XP

X2

28 VDC power from the normal busbar


101PP through circuit breaker 5HU energizes the power relay 2HU. The power
relay energizes the extraction fan with 115
VAC from normal busbar 101XP through
circuit breaker 6HU. Thermo switches
protect the fan from overheating.
If an overheat occurs, the ground is

X1

HK

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

21-31
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-31

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Individual Air Distribution
Air for passenger individual ventilation is
taken from the cabin main supply ducts.
Small diameter riser ducts, connected to
the main supply ducts, deliver air to the
individual air supply ducts.

21-32
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The individual air outlets, located below
the hatrack, are connected 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 both quantity and direction.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Individual Air Distribution


Air for passenger individual ventilation is
taken from the cabin main supply ducts.
Small diameter riser ducts, connected to
the main supply ducts, deliver air to the
individual air supply ducts.

21-32

The individual air outlets, located below


the hatrack, are connected 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 both quantity and direction.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

Z200

Z200

A
TYPICAL

TYPICAL

INDIVIDUAL AIR SUPPLY DUCT

INDIVIDUAL AIR SUPPLY DUCT

RISER DUCT

RISER DUCT

INDIVIDUAL AIR
SUPPLY DUCT

INDIVIDUAL AIR
SUPPLY DUCT

B
B

B
B

STA1537/FR36

STA1537/FR36

RISER DUCT

RISER DUCT

MAIN SUPPLY DUCT

MAIN SUPPLY DUCT

STA950/FR24

MAIN SUPPLY DUCT

TYPICAL

TYPICAL

AIR OUTLETS

AIR OUTLETS

Individual Air Ventilation

Individual Air Ventilation

JUN 97
FOR TRAINING PURPOSES ONLY

STA950/FR24

MAIN SUPPLY DUCT

21-33
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-33

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Avionics Equipment Ventilation
The avionics ventilation system operates
in different configurations. These configurations are dependent upon ambient temperature and whether the aircraft is on the
ground or in flight.
The avionics equipment is cooled with air
supplied in different ways. These are an
open circuit, a closed circuit, a partially
open circuit and flight deck supply air (in
failure cases) as listed below:
In the open circuit, the avionics equipment
is cooled with ambient air under certain
conditions. These conditions are that the
aircraft is on the ground and the skin temperature is above 51.8F (11C) and the
temperature has been increasing or above
39.2F (4C) and the temperature has been
decreasing. Ambient air, drawn through a
skin air inlet valve is blown through a
check valve and filter assembly. The air
drawn by a blower fan is blown through a
check valve into the system. The air, after
cooling the equipment, is drawn with an
extract fan directly overboard through a
skin air outlet valve. In the open circuit,
the skin heat exchanger is bypassed
because the skin exchanger isolation valve
is closed.
The closed circuit normally cools the avionics equipment. The conditions are that
the aircraft is on the ground and skin temperature is below 51.8F (11C) and the
temperature has been increasing or below
39.2F (4C) and the temperature has been

21-34
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


decreasing. In flight the temperature must
be below 93.2F (34C) and the temperature has been increasing or below 80.6F
(27C) and the temperature has been
decreasing. In these conditions, the skin
air inlet valve and the skin air outlet valve
close. The skin exchanger outlet by pass
valve opens. In addition, the skin
exchanger isolation valve opens to bring
the skin heat exchanger into full use.
Three pressure switches, 17HQ, 19HQ,
and 30HQ at different places in the system, signal the avionics computer when an
increased pressure/airflow is detected.
When this signal is received, the skin
exchanger inlet bypass valve opens and air
flows into the forward underfloor area.
The skin exchanger inlet bypass valve will
close when the pressure switches indicate
the system pressure/airflow is at the correct level.
NOTE: The increasing/decreasing temperature parameter prevents the system
from cycling between modes which
could occur if a single temperature
switch point were used on the skin temperature sensor. The open circuit is
used on the ground with warmer temperatures and the closed circuit is used
on the ground with cooler temperatures. The closed circuit (cooler temperatures) or the partially open circuit
(warmer temperatures, description follows) are used in flight.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Avionics Equipment Ventilation


The avionics ventilation system operates
in different configurations. These configurations are dependent upon ambient temperature and whether the aircraft is on the
ground or in flight.
The avionics equipment is cooled with air
supplied in different ways. These are an
open circuit, a closed circuit, a partially
open circuit and flight deck supply air (in
failure cases) as listed below:
In the open circuit, the avionics equipment
is cooled with ambient air under certain
conditions. These conditions are that the
aircraft is on the ground and the skin temperature is above 51.8F (11C) and the
temperature has been increasing or above
39.2F (4C) and the temperature has been
decreasing. Ambient air, drawn through a
skin air inlet valve is blown through a
check valve and filter assembly. The air
drawn by a blower fan is blown through a
check valve into the system. The air, after
cooling the equipment, is drawn with an
extract fan directly overboard through a
skin air outlet valve. In the open circuit,
the skin heat exchanger is bypassed
because the skin exchanger isolation valve
is closed.
The closed circuit normally cools the avionics equipment. The conditions are that
the aircraft is on the ground and skin temperature is below 51.8F (11C) and the
temperature has been increasing or below
39.2F (4C) and the temperature has been

21-34

decreasing. In flight the temperature must


be below 93.2F (34C) and the temperature has been increasing or below 80.6F
(27C) and the temperature has been
decreasing. In these conditions, the skin
air inlet valve and the skin air outlet valve
close. The skin exchanger outlet by pass
valve opens. In addition, the skin
exchanger isolation valve opens to bring
the skin heat exchanger into full use.
Three pressure switches, 17HQ, 19HQ,
and 30HQ at different places in the system, signal the avionics computer when an
increased pressure/airflow is detected.
When this signal is received, the skin
exchanger inlet bypass valve opens and air
flows into the forward underfloor area.
The skin exchanger inlet bypass valve will
close when the pressure switches indicate
the system pressure/airflow is at the correct level.
NOTE: The increasing/decreasing temperature parameter prevents the system
from cycling between modes which
could occur if a single temperature
switch point were used on the skin temperature sensor. The open circuit is
used on the ground with warmer temperatures and the closed circuit is used
on the ground with cooler temperatures. The closed circuit (cooler temperatures) or the partially open circuit
(warmer temperatures, description follows) are used in flight.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

The partially open circuit cools the avionics equipment under certain conditions.
These conditions are that the aircraft is in
flight and the skin temperature must be
above 93.2F (34C) and the temperature
has been increasing or above 80.6F
(27C) and the temperature has been
decreasing. . When the avionics computer
receives an above 93.2F (34C) (temperature increasing) or above 80.6F (27C)
(temperature decreasing) signal from the
skin temperature sensor the following happens:
- skin exchanger outlet bypass valve
opens,
- skin air outlet valve partially opens,
- skin exchanger inlet bypass valve opens.
CONFIGURATION
SKIN
TEMPERATURE
(C)

GROUND

TLA

BELOW T/O

SKIN EXCHANGER
INLET BY PASS
VALVE

SKIN AIR
INLET VALVE

SKIN EXCHANGER
ISOL VALVE
SKIN EXCHANGER
OUTLET BY PASS
VALVE
COND AIR
INLET VALVE

BELOW
+27
ABOVE
T/O

GROUND EXTRACT BLOWER DITCHING


OVRD
POSTION
OVRD
POSITION POS.

ON
(SMOKE)

ON

EXTRACT FAN

ON

ON

ON

SKIN
TEMPERATURE
(C)

PO

(1)

ON

ON

ON

ON

(1)

PO

ON

ON

ON

ON

ABOVE
T/O

GROUND EXTRACT BLOWER DITCHING


OVRD
OVRD
POSTION
POSITION POS.

EXTRACT AND
BLOWER OVRD
POSTION

ABOVE
+34

INDIFFERENT

CONTROLLER

ON
(SMOKE)

ABOVE
T/O

OFF

PO

(1)

SKIN AIR
INLET VALVE

SKIN EXCHANGER
ISOL VALVE

SKIN EXCHANGER
OUTLET BY PASS
VALVE

COND AIR
INLET VALVE

OFF

BLOWER FAN

ON

ON

ON

ON

OFF

ON

OFF

OFF

ON

EXTRACT FAN

ON

ON

ON

ON

ON

ON

ON

ON

PO

(1)

OFF

BELOW T/O

BELOW
+27

SKIN AIR
OUTLET VALVE

TLA

FLIGHT

ABOVE BELOW
+4
+11

(1)

GROUND

The avionics is now cooled with system


air and avionics compartment air coming
into the system through the skin exchanger
outlet bypass valve.
The air after cooling the equipment is
directed overboard through the skin air
outlet valve and to the forward underfloor
area through the skin exchanger inlet
bypass valve. When the ambient temperature drops below 80.6F (27C), the system goes back to a closed circuit
configuration.

SKIN EXCHANGER
INLET BY PASS
VALVE

(1)

OFF

OFF

C
(1)

(1)

BLOWER FAN

CONFIGURATION

CONTROLLER

ABOVE
T/O

(1)

The partially open circuit cools the avionics equipment under certain conditions.
These conditions are that the aircraft is in
flight and the skin temperature must be
above 93.2F (34C) and the temperature
has been increasing or above 80.6F
(27C) and the temperature has been
decreasing. . When the avionics computer
receives an above 93.2F (34C) (temperature increasing) or above 80.6F (27C)
(temperature decreasing) signal from the
skin temperature sensor the following happens:
- skin exchanger outlet bypass valve
opens,
- skin air outlet valve partially opens,
- skin exchanger inlet bypass valve opens.

EXTRACT AND
BLOWER OVRD
POSTION

ABOVE
+34

INDIFFERENT

SKIN AIR
OUTLET VALVE

The avionics is now cooled with system


air and avionics compartment air coming
into the system through the skin exchanger
outlet bypass valve.
The air after cooling the equipment is
directed overboard through the skin air
outlet valve and to the forward underfloor
area through the skin exchanger inlet
bypass valve. When the ambient temperature drops below 80.6F (27C), the system goes back to a closed circuit
configuration.

FLIGHT

ABOVE BELOW
+4
+11

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

(1)

(1)

ON : CONTROL ON

ON : CONTROL ON

OFF : CONTROL OFF

OFF : CONTROL OFF

X : CONTROL OF - LAST POSTION

X : CONTROL OF - LAST POSTION

C : CONTROL FOR CLOSING

C : CONTROL FOR CLOSING

O : CONTROL FOR OPENING

O : CONTROL FOR OPENING

PO : CONTROL FOR PARTIAL OPENING

PO : CONTROL FOR PARTIAL OPENING

(1) : CONTROL BY EXTERNAL CIRCUIT

(1) : CONTROL BY EXTERNAL CIRCUIT

(2) : CONTROL BY EXTERNAL CIRCUIT AND AEVC

(2) : CONTROL BY EXTERNAL CIRCUIT AND AEVC

(1)

C
(1)

PO

PO

(1)

O
(1)

(1)

(2)

C
(1)

O
(1)

(2)

2600ACQO

2600ACQO

Avionics Ventilation System Operation Table

Avionics Ventilation System Operation Table


JUN 97
FOR TRAINING PURPOSES ONLY

21-35
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-35

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Avionics Equipment Ventilation Cont.
Flight deck supply air (from the flight
deck supply duct) is used to cool the avionics equipment when one of the four following failure cases occurs.
An extraction low flow causes the avionics computer to illuminate a FAULT light
on the extract push-button switch. This
happens if the pressure switch detects low
flow. When this happens, OVRD on the
push-button switch must be selected. This
causes the conditioned air inlet valve and
skin exchanger isolation valve to open.
All other valves close.
Blower low flow or high duct temperature
causes the avionics computer to illuminate
a FAULT light on the blower push-button
switch. This happens if the pressure
switches 17HQ and 19HQ detect low
flow, or if the temperature sensor 26HQ
senses high duct temperature.
When this happens, OVRD on the pushbutton switch must be selected. This
causes the blower fan to stop, opens the
conditioned air inlet valve and opens the
skin exchanger isolation valve. All other
valves close.

21-36
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


If the smoke detector identifies smoke, the
smoke detector control unit (SDCU) triggers illumination of the SMOKE legend of
the GEN 1 LINE push-button switch on
panel 21VU. The FAULT legends of the
BLOWER and EXTACT push-button
switches on panel 22VU illuminate amber.
When this happens, OVRD on the blower
push-button switch and on the extract
push-button switch must be selected. This
causes the blower fan to stop, opens the
conditioned air inlet valve and partially
opens the skin air outlet valve. All other
valves close and the air is directed overboard through the skin air outlet valve.
If the avionics computer stops operating,
FAULT lights on the extract push-button
and blower push-button illuminate amber.
When this happens, OVRD on both pushbuttons must be selected. This causes the
blower fan to stop and opens the conditioned air inlet valve and partially opens
the skin air outlet valve. All other valves
stay at their last controlled position.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Avionics Equipment Ventilation Cont.


Flight deck supply air (from the flight
deck supply duct) is used to cool the avionics equipment when one of the four following failure cases occurs.
An extraction low flow causes the avionics computer to illuminate a FAULT light
on the extract push-button switch. This
happens if the pressure switch detects low
flow. When this happens, OVRD on the
push-button switch must be selected. This
causes the conditioned air inlet valve and
skin exchanger isolation valve to open.
All other valves close.
Blower low flow or high duct temperature
causes the avionics computer to illuminate
a FAULT light on the blower push-button
switch. This happens if the pressure
switches 17HQ and 19HQ detect low
flow, or if the temperature sensor 26HQ
senses high duct temperature.
When this happens, OVRD on the pushbutton switch must be selected. This
causes the blower fan to stop, opens the
conditioned air inlet valve and opens the
skin exchanger isolation valve. All other
valves close.

21-36

If the smoke detector identifies smoke, the


smoke detector control unit (SDCU) triggers illumination of the SMOKE legend of
the GEN 1 LINE push-button switch on
panel 21VU. The FAULT legends of the
BLOWER and EXTACT push-button
switches on panel 22VU illuminate amber.
When this happens, OVRD on the blower
push-button switch and on the extract
push-button switch must be selected. This
causes the blower fan to stop, opens the
conditioned air inlet valve and partially
opens the skin air outlet valve. All other
valves close and the air is directed overboard through the skin air outlet valve.
If the avionics computer stops operating,
FAULT lights on the extract push-button
and blower push-button illuminate amber.
When this happens, OVRD on both pushbuttons must be selected. This causes the
blower fan to stop and opens the conditioned air inlet valve and partially opens
the skin air outlet valve. All other valves
stay at their last controlled position.

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY


2600EANO

Avionics Ventilation Schematic

21-37

A320 LIMITATION 1 AND 9 COURSE

JUN 97
E/R
RADAR

E/R
RADAR

17HQ
PRESS SWITCH
BLOWER FAN

WINDOW
CONT

FWD
ACCESS
DOOR
811

90VU

TR

RH
ACCESS DOOR
822

LH
ACCESS DOOR
812

SKIN HEAT
EXCHANGER

2150HM
CHECK VALVE

COCKPIT
CLIMATISATION DUCT

2140 HM CHECK VALVE


21HQ
COND AIR
INLET VALVE

824
AFT ACCESS DOOR

15HQ SKIN AIR INLET VALVE

23HQ
SKIN EXCHANGER
OUTLET BYPASS

2081HM
2082HM
2083HM
DEMISTER
AIR FILTER

20HQ
BLOWER
FAN

VENTURI

1WA
SMOKE
DETECTOR

22HQ SKIN AIR OUTLET VALVE

18HQ
EXTRACT FAN

STA808/FR20

24HQ
SKIN EXCHANGER
ISOL VALVE

BATTERY

2150HM
CHECK VALVE

COCKPIT
CLIMATISATION DUCT

15HQ SKIN AIR INLET VALVE

23HQ
SKIN EXCHANGER
OUTLET BYPASS

28HQ
SKIN TEMP SENSOR

SKIN HEAT
EXCHANGER

BATTERY

NOSE WHEEL UNDERCARRIAGE BAY

TR

COCKPIT
SENSOR
HOUSING

POWER

BREAKERS

LH
ACCESS DOOR
812

SKIN HEAT
EXCHANGER

2081HM
2082HM
2083HM
DEMISTER
AIR FILTER

2140 HM CHECK VALVE


21HQ
COND AIR
INLET VALVE

824
AFT ACCESS DOOR

1WA
SMOKE
DETECTOR

19HQ
PRESS SWITCH
BLOWER FAN

26HQ
DUCT TEMP
SENSOR

MAIN
AVIONICS
RACK
80VU

COMPUTER

10HQ
AEVC

ADIRS
1

ADIRS
3

ADIRS
2

MAIN
AVIONICS
RACK
80VU

COMPUTER

10HQ
AEVC

19HQ
PRESS SWITCH
BLOWER FAN

26HQ
DUCT TEMP
SENSOR

30HQ
PRESS SWITCH
EXTRACT FAN

FWD UNDERFLOOR
AREA

16HQ
SKIN EXCHANGER
INLET BYPASS VALVE

AIRCRAFT SKIN

ADIRS
1

ADIRS
3

ADIRS
2

30HQ
PRESS SWITCH
EXTRACT FAN

FWD UNDERFLOOR
AREA

AIR CONDITIONING

PILOT PANEL

WINDOW
CONT

OVHD PANEL

17HQ
PRESS SWITCH
BLOWER FAN

WINDOW
CONT

20HQ
BLOWER
FAN

18HQ
EXTRACT FAN

16HQ
SKIN EXCHANGER
INLET BYPASS VALVE

AIRCRAFT SKIN

DESCRIPTION & OPERATION

PEDESTAL PANEL

E/R
RADAR

TR

NOSE WHEEL UNDERCARRIAGE BAY

TR

BATTERY

VENTURI

24HQ
SKIN EXCHANGER
ISOL VALVE

22HQ SKIN AIR OUTLET VALVE

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

CENTRAL
PANEL

F-O PANEL

E/R
RADAR

90VU

BATTERY

RH
ACCESS DOOR
822

SKIN HEAT
EXCHANGER

STA808/FR20

A318/

FWD
ACCESS
DOOR
811

PEDESTAL PANEL

WINDOW
CONT

COCKPIT
SENSOR
HOUSING

POWER

BREAKERS

28HQ
SKIN TEMP SENSOR

AIR CONDITIONING

PILOT PANEL

CENTRAL
PANEL

F-O PANEL

OVHD PANEL

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

2600EANO

Avionics Ventilation Schematic

21-37

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DESCRIPTION & OPERATION


Cargo Compartment Ventilation
(A320)
NOTE: A319 aircraft do not have a
cargo ventilation system.
The aft cargo compartment ventilation
system supplies air to the aft cargo compartment. The ventilation air comes from
the cabin zones through openings in the
cabin floor behind the sidewall panels.
Suction in the aft cargo compartment pulls
cabin air into the compartment through
ducts routed along the lower fuselage interior. The suction is caused when the
extraction fan is working on the ground
and in flight. Three inlets, installed along
the compartment lower left hand sidewall,
direct the air towards the compartment
floor area. An isolation valve is installed
in distribution ducts upstream of the compartment inlets.

21-38
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The aft compartment air is extracted
through two outlets near the compartment
ceiling on the aft end wall. The air goes
through the extraction fan and an isolation
valve and is discharged in the area of the
outflow valve.
The ventilation system for the aft cargo
compartment operates in the same mode
on the ground or in flight.
The cargo ventilation controller opens the
isolation valves (2). It receives a fully
open signal from both valves and starts the
extraction fan.
The controller will close the isolation
valves, and stop the extraction fan when:
- the smoke detection control unit detects
smoke in the aft cargo compartment,
- the isolation valve switch is selected
OFF.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Cargo Compartment Ventilation


(A320)
NOTE: A319 aircraft do not have a
cargo ventilation system.
The aft cargo compartment ventilation
system supplies air to the aft cargo compartment. The ventilation air comes from
the cabin zones through openings in the
cabin floor behind the sidewall panels.
Suction in the aft cargo compartment pulls
cabin air into the compartment through
ducts routed along the lower fuselage interior. The suction is caused when the
extraction fan is working on the ground
and in flight. Three inlets, installed along
the compartment lower left hand sidewall,
direct the air towards the compartment
floor area. An isolation valve is installed
in distribution ducts upstream of the compartment inlets.

21-38

The aft compartment air is extracted


through two outlets near the compartment
ceiling on the aft end wall. The air goes
through the extraction fan and an isolation
valve and is discharged in the area of the
outflow valve.
The ventilation system for the aft cargo
compartment operates in the same mode
on the ground or in flight.
The cargo ventilation controller opens the
isolation valves (2). It receives a fully
open signal from both valves and starts the
extraction fan.
The controller will close the isolation
valves, and stop the extraction fan when:
- the smoke detection control unit detects
smoke in the aft cargo compartment,
- the isolation valve switch is selected
OFF.

JUN 97

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AIR CONDITIONING
DESCRIPTION & OPERATION

Aft Cargo Compartment Ventilation - Schematic (A320)

Aft Cargo Compartment Ventilation - Schematic (A320)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

21-39
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-39

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Aft Cargo Compartment Heating
(A320)
NOTE: A319 aircraft do not have an aft
cargo heating system.
Hot bleed air, from the APU bleed air
duct, is mixed with cabin air and delivered
to the aft cargo compartment ventilation
system. This raises the temperature in the
compartment to a pre-selected level. The
forward cargo compartment does not have
a heating system.
A hot trim air valve is installed in the supply duct to the aft cargo compartment.
This valve is made from light alloy and is
of the butterfly type. A stepper motor
drives a center shaft (to which the butterfly valve is attached) through reduction
gears. The valve also has mechanical stops
and limit switches. The limit switches stop
the valve from opening or closing beyond
the valves predetermined limits. The
mechanical stops are a backup to the limit
switches.
A manual override and a visual position
indicator are installed on the end of the
shaft. The step counter of the controller
counts the steps of the stepper motor to
calculate the position of the valve butterfly for indication on ECAM. A return
spring closes the trim air valve if the
power supply or the controller does not
operate.
NOTE: Aircraft 401 - 409 have different trim air valves. Consult the Aircraft
Maintenance Manual for differences.
The aft cargo compartment heating system
has its own controller. The controller is
installed in the avionics compartment, in
rack 96VU. The function of the controller
is to regulate the temperature in the aft
cargo compartment to pre-selected values.
The required temperature is selected with

21-40
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


the temperature selector located on the
flight deck overhead panel 22VU.
The controller also sends signals to CFDS
and ECAM via the ARINC 429 data bus.
The controllers circuits are fully digital
and include BITE. If the variable control
function of the controller does not operate,
the trim air valve and the pressure regulating valve will close. This is done independently of the controller.
The pressure regulating valve is used to
control the pressure of the hot trim air supply to 4 psi above cabin pressure. The secondary function is to provide a shut off
facility to the aft cargo compartment. This
butterfly type valve is under normal conditions actuated by a pneumatic actuator
and controlled by a regulator. The valve is
activated when the solenoid is energized.
The valve can be operated manually and
includes a visual position indicator. A
limit switch indicates closed/not closed to
the zone controller and to the ECAM system.
The temperature in the aft cargo compartment can be selected to between 41F
(5C) and 79F (26C). Turning the selector knob to the right or left will select any
temperature between the above temperatures. When the selector knob is pointing
to the 12 oclock position, the temperature
in the cargo compartment is selected to
about 60F (15C). If the selector is set
above the cabin ambient temperature, heat
will be added to the air entering the cargo
compartment. If the selector is set below
the cabin ambient temperature, no cooling
takes place and the air entering the cargo
compartment will be at the cabin ambient
temperature. The heating controller limits
the temperature in the inlet duct to a maximum of 158F (70C).

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Aft Cargo Compartment Heating


(A320)
NOTE: A319 aircraft do not have an aft
cargo heating system.
Hot bleed air, from the APU bleed air
duct, is mixed with cabin air and delivered
to the aft cargo compartment ventilation
system. This raises the temperature in the
compartment to a pre-selected level. The
forward cargo compartment does not have
a heating system.
A hot trim air valve is installed in the supply duct to the aft cargo compartment.
This valve is made from light alloy and is
of the butterfly type. A stepper motor
drives a center shaft (to which the butterfly valve is attached) through reduction
gears. The valve also has mechanical stops
and limit switches. The limit switches stop
the valve from opening or closing beyond
the valves predetermined limits. The
mechanical stops are a backup to the limit
switches.
A manual override and a visual position
indicator are installed on the end of the
shaft. The step counter of the controller
counts the steps of the stepper motor to
calculate the position of the valve butterfly for indication on ECAM. A return
spring closes the trim air valve if the
power supply or the controller does not
operate.
NOTE: Aircraft 401 - 409 have different trim air valves. Consult the Aircraft
Maintenance Manual for differences.
The aft cargo compartment heating system
has its own controller. The controller is
installed in the avionics compartment, in
rack 96VU. The function of the controller
is to regulate the temperature in the aft
cargo compartment to pre-selected values.
The required temperature is selected with

21-40

the temperature selector located on the


flight deck overhead panel 22VU.
The controller also sends signals to CFDS
and ECAM via the ARINC 429 data bus.
The controllers circuits are fully digital
and include BITE. If the variable control
function of the controller does not operate,
the trim air valve and the pressure regulating valve will close. This is done independently of the controller.
The pressure regulating valve is used to
control the pressure of the hot trim air supply to 4 psi above cabin pressure. The secondary function is to provide a shut off
facility to the aft cargo compartment. This
butterfly type valve is under normal conditions actuated by a pneumatic actuator
and controlled by a regulator. The valve is
activated when the solenoid is energized.
The valve can be operated manually and
includes a visual position indicator. A
limit switch indicates closed/not closed to
the zone controller and to the ECAM system.
The temperature in the aft cargo compartment can be selected to between 41F
(5C) and 79F (26C). Turning the selector knob to the right or left will select any
temperature between the above temperatures. When the selector knob is pointing
to the 12 oclock position, the temperature
in the cargo compartment is selected to
about 60F (15C). If the selector is set
above the cabin ambient temperature, heat
will be added to the air entering the cargo
compartment. If the selector is set below
the cabin ambient temperature, no cooling
takes place and the air entering the cargo
compartment will be at the cabin ambient
temperature. The heating controller limits
the temperature in the inlet duct to a maximum of 158F (70C).

JUN 97

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A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The hot air supplied to the pressure regulating valve is unconditioned bleed air
from the downstream side of the flow control valves. The HOT AIR switch,

AIR CONDITIONING
DESCRIPTION & OPERATION

installed on panel 22VU in the flight deck,


controls the pressure regulating valve.

The hot air supplied to the pressure regulating valve is unconditioned bleed air
from the downstream side of the flow control valves. The HOT AIR switch,

Aft Cargo Compartment - General Schematic (A320)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

installed on panel 22VU in the flight deck,


controls the pressure regulating valve.

Aft Cargo Compartment - General Schematic (A320)


21-41

A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-41

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


PRESSURIZATION
In normal operation, pressurization control is fully automatic. Two identical,
independent systems control cabin altitude
using a single outflow valve that is powered by one of three DC motors. Two
motors alternate between primary and
backup control (along with their associated controllers). The third motor is used
for manual operation. Safety valves protect against excessive differential pressure.
In the automatic mode, one cabin pressure
controller is active while the other is in
standby. Automatic transfer between the
two occurs after landing or in case of failure of the operating controller.
The controller normally uses landing elevation and sea level atmospheric pressure
(QNH) from the Flight Management and
Guidance Computer (FMGC). The pressure altitude is received from ADIRS. If
the FMGC information is not available,
the controller uses reference data from the
ADIRS set by the Captains barometric
altimeter, and landing elevation from the
LDG ELEV selector. The controllers also
use throttle position and ground/flight
logic. The zone controller provides air
conditioning or airflow information.

21-42
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The modes of pressurization operation
include:
- Ground, before takeoff and after landing,
the outflow valve is controlled fully
open.
- Takeoff, to avoid a pressure surge at
rotation, the controller pre-pressurizes
the airplane when the throttles are
advanced to the takeoff range.
- Climb, the climb mode begins at liftoff.
The cabin altitude varies according to
the actual airplane rate of climb.
- Cruise, the cabin altitude is the highest
value determined by the airplane leveloff altitude or the landing field elevation.
- Descent, the cabin pressure rate of
descent is optimized so that it reaches
the landing field pressure just prior to
landing. The maximum rate of descent is
limited to 750 feet per minute.
If both automatic systems fail, the pressurization can be manually controlled. When
the CABIN PRESS MODE SEL is positioned to MAN, the MAN V/S CTL
switch is energized and the third (manual)
motor is activated to control the outflow
valve. The automatic pressurization
motors are deactivated. The MAN V/S
CTL switch controls the outflow valve
position.
A ditching switch sends closure signals to
the outflow valve (when in automatic
operation), emergency ram air inlet, avionics inlet and extract valves, and pack
flow control valves.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

PRESSURIZATION
In normal operation, pressurization control is fully automatic. Two identical,
independent systems control cabin altitude
using a single outflow valve that is powered by one of three DC motors. Two
motors alternate between primary and
backup control (along with their associated controllers). The third motor is used
for manual operation. Safety valves protect against excessive differential pressure.
In the automatic mode, one cabin pressure
controller is active while the other is in
standby. Automatic transfer between the
two occurs after landing or in case of failure of the operating controller.
The controller normally uses landing elevation and sea level atmospheric pressure
(QNH) from the Flight Management and
Guidance Computer (FMGC). The pressure altitude is received from ADIRS. If
the FMGC information is not available,
the controller uses reference data from the
ADIRS set by the Captains barometric
altimeter, and landing elevation from the
LDG ELEV selector. The controllers also
use throttle position and ground/flight
logic. The zone controller provides air
conditioning or airflow information.

21-42

The modes of pressurization operation


include:
- Ground, before takeoff and after landing,
the outflow valve is controlled fully
open.
- Takeoff, to avoid a pressure surge at
rotation, the controller pre-pressurizes
the airplane when the throttles are
advanced to the takeoff range.
- Climb, the climb mode begins at liftoff.
The cabin altitude varies according to
the actual airplane rate of climb.
- Cruise, the cabin altitude is the highest
value determined by the airplane leveloff altitude or the landing field elevation.
- Descent, the cabin pressure rate of
descent is optimized so that it reaches
the landing field pressure just prior to
landing. The maximum rate of descent is
limited to 750 feet per minute.
If both automatic systems fail, the pressurization can be manually controlled. When
the CABIN PRESS MODE SEL is positioned to MAN, the MAN V/S CTL
switch is energized and the third (manual)
motor is activated to control the outflow
valve. The automatic pressurization
motors are deactivated. The MAN V/S
CTL switch controls the outflow valve
position.
A ditching switch sends closure signals to
the outflow valve (when in automatic
operation), emergency ram air inlet, avionics inlet and extract valves, and pack
flow control valves.

JUN 97

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A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
DESCRIPTION & OPERATION
CABIN PRESS

CABIN PRESS
MAN V/S CTL MODE SEL
UP
FAULT A 12
U
T 10
MAN
O
DN

LDG ELEV
AUTO
-2
14

LDG ELEV
AUTO
-2

DITCHING

14
MAN V/S CTL MODE SEL
UP
FAULT A 12
U
T 10
MAN
O
DN

0
2
8

ON

CPC 1

2
8

ON

CPC 1

CPC 2

CPC 2

EMERGENCY
RAM AIR

EMERGENCY
RAM AIR

ADIRS
1+2+3

DITCHING
0

STAT PRESS

ADIRS
1+2+3

BARO CORR

STAT PRESS
BARO CORR

THE SAME
AS FOR
CPC1

THE SAME
AS FOR
CPC1
FIELD LDG ELEV

FIELD LDG ELEV

FMGC

FMGC

DEST QNH

DEST QNH

LGCIU
1+2

EIU
1+2

FLT/GND

LGCIU
1+2

THROTTLE
POSITION

ECAM SYS DISPLAY


ECAM WARNING

EIU
1+2

MANUAL
BACK UP

M
MAN

THROTTLE
POSITION

ECAM SYS DISPLAY

NOT
USED

M
1

FLT/GND

ECAM WARNING

MANUAL
BACK UP

NOT
USED

M
1

M
2

M
MAN

M
2

OUTFLOW
VALVE

OUTFLOW
VALVE

M = MOTOR

M = MOTOR

SAFETY
VALVES

SAFETY
VALVES

Pressurization - System Schematic

Pressurization - System Schematic


JUN 97
FOR TRAINING PURPOSES ONLY

21-43
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-43

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/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Pressure Control and Monitoring
During normal operation the system operates automatically and no inputs from the
crew are required. The only direct input
the system needs is from the landing field
elevation selector. The selector knob is set
to the AUTO position for normal operation. This makes sure that the controllers
take the landing field elevation input signal from the FMGS. In all other cases the
landing field elevation selector output signal overrides the input signal from the
FMGS.
The operation logic of the system depends
an the available input signal source. The
control is performed in 6 different modes
which are selected, dependent on the logic
shown in the following Pressurization
System Operation Logic diagram. The
system operation logic is divided into two
components, the pressure schedule block
and the rate limits. The mode logic controls both components which select the
actual mode, dependent on various inputs.
The pressure schedules work with a dedicated rate limit to guarantee passenger
comfort and safety at each flight phase.
The five pressure schedule blocks generate the operational phases for the cabin
pressure schedules. They are fed to the
pressure schedule selector which sends the
selected scheduled pressure to the rate
control block.

21-44
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The rate control limits the rate of change
of scheduled pressure signal. It then sends
the signal to the maximum delta p limiter
and through the pressure loop closure to
the servo motor drive. The rate control
block receives the rate limit input from the
rate limit selector. These limits are given
in the rate limit blocks and fed to the rate
limit selector. This determines which rate
limits are used in each mode. Extensive
redundancy is built in to give fault tolerance for internal and external fault. In
addition, to complete system redundancy,
the ADIRS inputs are fed in through three
independent data buses to give dual redundancy. A semi automatic backup mode is
built in to compensate for partial or complete FMGS failure. At least one ADIRS
bus must be functioning and give a valid
ambient pressure signal for any automatic
operation. In case of total loss of ADIRS
signals, standard altitude will be selected
as a default value to continue automatic
operation. The final backup mode is a toggle switch that directly operates the out
flow valve. ECAM and the manual indicator circuit give indication signals for this
operation.
The system operates with the following
control modes:
GN - Ground,
TO - Take off,
AB - Abort,
CI - Climb, Internal,
CR - Cruise,
DI - Descent, Internal.
The function of the mode logic, is to determine the actual system mode using the
inputs shown in the previous Pressurization System Operation Logic diagram.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Pressure Control and Monitoring


During normal operation the system operates automatically and no inputs from the
crew are required. The only direct input
the system needs is from the landing field
elevation selector. The selector knob is set
to the AUTO position for normal operation. This makes sure that the controllers
take the landing field elevation input signal from the FMGS. In all other cases the
landing field elevation selector output signal overrides the input signal from the
FMGS.
The operation logic of the system depends
an the available input signal source. The
control is performed in 6 different modes
which are selected, dependent on the logic
shown in the following Pressurization
System Operation Logic diagram. The
system operation logic is divided into two
components, the pressure schedule block
and the rate limits. The mode logic controls both components which select the
actual mode, dependent on various inputs.
The pressure schedules work with a dedicated rate limit to guarantee passenger
comfort and safety at each flight phase.
The five pressure schedule blocks generate the operational phases for the cabin
pressure schedules. They are fed to the
pressure schedule selector which sends the
selected scheduled pressure to the rate
control block.

21-44

The rate control limits the rate of change


of scheduled pressure signal. It then sends
the signal to the maximum delta p limiter
and through the pressure loop closure to
the servo motor drive. The rate control
block receives the rate limit input from the
rate limit selector. These limits are given
in the rate limit blocks and fed to the rate
limit selector. This determines which rate
limits are used in each mode. Extensive
redundancy is built in to give fault tolerance for internal and external fault. In
addition, to complete system redundancy,
the ADIRS inputs are fed in through three
independent data buses to give dual redundancy. A semi automatic backup mode is
built in to compensate for partial or complete FMGS failure. At least one ADIRS
bus must be functioning and give a valid
ambient pressure signal for any automatic
operation. In case of total loss of ADIRS
signals, standard altitude will be selected
as a default value to continue automatic
operation. The final backup mode is a toggle switch that directly operates the out
flow valve. ECAM and the manual indicator circuit give indication signals for this
operation.
The system operates with the following
control modes:
GN - Ground,
TO - Take off,
AB - Abort,
CI - Climb, Internal,
CR - Cruise,
DI - Descent, Internal.
The function of the mode logic, is to determine the actual system mode using the
inputs shown in the previous Pressurization System Operation Logic diagram.

JUN 97

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AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AIR CONDITIONING
DESCRIPTION & OPERATION

Pressurization System Operation Logic

Pressurization System Operation Logic


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

21-45
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-45

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/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Pressure schedules and rate limits are as
follow.
- Ground Mode; the cabin pressure on
ground can never reach the scheduled
pressure. This is because the scheduled
pressure is always lower than actual
cabin pressure. Therefore, the outflow
valve is driven fully open.
- Take off Mode; to eliminate the pressure
bump (during aircraft rotation), and to
bring the cabin into control at liftoff, a
slight pre-pressurization sequence is
initiated.
- Internal Climb Mode; in this mode cabin
pressure is controlled in relation to
ambient pressure and aircraft climb
speed. Control is based on a preprogrammed schedule, which schedules
the change in cabin pressure to a change
in ambient pressure. It is ensured that
maximum differential pressure will not
be encountered during climb. A basic
schedule is stored in a permanent
memory.
- Abort Mode; the purpose of the abort
mode is to prevent the cabin climbing if
the aircraft does not climb after takeoff.
For example, if an engine failure
happens after V1 the aircraft must
takeoff. The system will switch to
internal climb after takeoff. If the
aircraft descends, instead of climbing,
while below an altitude of 8000 ft the
system will switch to abort mode. The
cabin pressure is then controlled back to
the value before takeoff.

21-46
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


- Cruise Mode; for cruise mode the system
will select the highest in altitude, lowest
in pressure of the cabin pressure
differential at mode switch into CR, or,
the landing field altitude. When the
selected landing field altitude is higher
than the cruise altitude, the cabin goes to
landing altitude during cruise. This
function is only valid for airfield altitude
above 8000 ft. While in the cruise mode,
the system includes a fixed rate for
aircraft climb and descent of 300 feet per
minute.
- Internal Descent Mode; during the
descent of the aircraft the internal rate
limit adjusts the rate to an optimum so
that the cabin pressure reaches landing
field pressure just prior to landing and
negative relief will not be encountered.
In this mode cabin pressure and its rate
of descent are controlled in correlation to
aircraft altitude, the rate limit being
based on a memorized schedule. As with
takeoff, to avoid a pressure bump during
touch down the fuselage is pressurized
with a delta p of .1 psi. At touch down a
de-pressurized sequence is initiated
which de-pressurizes the fuselage with a
cabin rate of 500 fpm to the landing field
pressure. The outflow valve will be
driven to its fully open position and the
system transfers 180 seconds after touch
down, independent from the differential
pressure.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Pressure schedules and rate limits are as


follow.
- Ground Mode; the cabin pressure on
ground can never reach the scheduled
pressure. This is because the scheduled
pressure is always lower than actual
cabin pressure. Therefore, the outflow
valve is driven fully open.
- Take off Mode; to eliminate the pressure
bump (during aircraft rotation), and to
bring the cabin into control at liftoff, a
slight pre-pressurization sequence is
initiated.
- Internal Climb Mode; in this mode cabin
pressure is controlled in relation to
ambient pressure and aircraft climb
speed. Control is based on a preprogrammed schedule, which schedules
the change in cabin pressure to a change
in ambient pressure. It is ensured that
maximum differential pressure will not
be encountered during climb. A basic
schedule is stored in a permanent
memory.
- Abort Mode; the purpose of the abort
mode is to prevent the cabin climbing if
the aircraft does not climb after takeoff.
For example, if an engine failure
happens after V1 the aircraft must
takeoff. The system will switch to
internal climb after takeoff. If the
aircraft descends, instead of climbing,
while below an altitude of 8000 ft the
system will switch to abort mode. The
cabin pressure is then controlled back to
the value before takeoff.

21-46

- Cruise Mode; for cruise mode the system


will select the highest in altitude, lowest
in pressure of the cabin pressure
differential at mode switch into CR, or,
the landing field altitude. When the
selected landing field altitude is higher
than the cruise altitude, the cabin goes to
landing altitude during cruise. This
function is only valid for airfield altitude
above 8000 ft. While in the cruise mode,
the system includes a fixed rate for
aircraft climb and descent of 300 feet per
minute.
- Internal Descent Mode; during the
descent of the aircraft the internal rate
limit adjusts the rate to an optimum so
that the cabin pressure reaches landing
field pressure just prior to landing and
negative relief will not be encountered.
In this mode cabin pressure and its rate
of descent are controlled in correlation to
aircraft altitude, the rate limit being
based on a memorized schedule. As with
takeoff, to avoid a pressure bump during
touch down the fuselage is pressurized
with a delta p of .1 psi. At touch down a
de-pressurized sequence is initiated
which de-pressurizes the fuselage with a
cabin rate of 500 fpm to the landing field
pressure. The outflow valve will be
driven to its fully open position and the
system transfers 180 seconds after touch
down, independent from the differential
pressure.

JUN 97

UNITED AIRLINES

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AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


A warning signal is generated for low
delta p and a high rate of descent. The low
delta p/high descent warning is used to
warn the flight crew that the aircraft will
encounter negative differential pressure if
the present descent rate is continued.
An excessive cabin altitude warning is
indicated on ECAM as a red warning and
is given if the cabin altitude gets to 9550 ft
350 ft. A controller fault is shown on
ECAM in amber.
Manual cabin pressure control is available. On the overhead panel in the flight
deck two switches are installed for manual
cabin pressure control, a selection switch
for the manual mode and a toggle switch
for increasing or decreasing of the cabin
altitude. For indication on ECAM during
manual operation the pressure controller
has a completely separate backup circuit,
the cabin altitude, cabin rate, excessive
cabin altitude warning and outflow valve
position are shown on the system display
CRT. The manual mode of control would
normally only be used in the event of the
failure of both automatic systems. However, if so desired the crew can select it
overriding the automatic pressure control
system.

JUN 97
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Cabin altitude indication is as follows:
- Auto Mode; the calculation of the cabin
altitude in the AUTO mode is done
depending on aircraft altitude. If the
aircraft altitude is higher than 5000 ft.
above takeoff or landing fields, the cabin
altitude will be calculated to standard
atmosphere.
- If the aircraft altitude is lower than 5000
ft. above takeoff or landing fields, the
cabin altitude will be calculated to the
actual altitude above sea level (using the
barometric correction from ADIRS).
- Manual Mode; the calculation of the
cabin attitude in the MAN mode is done
in the SDAC to standard atmosphere (the
CPCS manual backup circuit provides
the SDAC with a cabin pressure value).
- Therefore, there can be a slight
difference in cabin attitude between
AUTO and MAN modes if the aircraft
altitude is higher than 5000 ft. above
takeoff or landing fields.
- There may be a difference between cabin
attitude indications due to actual
barometric conditions (weather) if the
aircraft is lower than 5000 ft. above
takeoff or landing fields.

21-47
A320 LIMITATION 1 AND 9 COURSE

A warning signal is generated for low


delta p and a high rate of descent. The low
delta p/high descent warning is used to
warn the flight crew that the aircraft will
encounter negative differential pressure if
the present descent rate is continued.
An excessive cabin altitude warning is
indicated on ECAM as a red warning and
is given if the cabin altitude gets to 9550 ft
350 ft. A controller fault is shown on
ECAM in amber.
Manual cabin pressure control is available. On the overhead panel in the flight
deck two switches are installed for manual
cabin pressure control, a selection switch
for the manual mode and a toggle switch
for increasing or decreasing of the cabin
altitude. For indication on ECAM during
manual operation the pressure controller
has a completely separate backup circuit,
the cabin altitude, cabin rate, excessive
cabin altitude warning and outflow valve
position are shown on the system display
CRT. The manual mode of control would
normally only be used in the event of the
failure of both automatic systems. However, if so desired the crew can select it
overriding the automatic pressure control
system.

JUN 97

Cabin altitude indication is as follows:


- Auto Mode; the calculation of the cabin
altitude in the AUTO mode is done
depending on aircraft altitude. If the
aircraft altitude is higher than 5000 ft.
above takeoff or landing fields, the cabin
altitude will be calculated to standard
atmosphere.
- If the aircraft altitude is lower than 5000
ft. above takeoff or landing fields, the
cabin altitude will be calculated to the
actual altitude above sea level (using the
barometric correction from ADIRS).
- Manual Mode; the calculation of the
cabin attitude in the MAN mode is done
in the SDAC to standard atmosphere (the
CPCS manual backup circuit provides
the SDAC with a cabin pressure value).
- Therefore, there can be a slight
difference in cabin attitude between
AUTO and MAN modes if the aircraft
altitude is higher than 5000 ft. above
takeoff or landing fields.
- There may be a difference between cabin
attitude indications due to actual
barometric conditions (weather) if the
aircraft is lower than 5000 ft. above
takeoff or landing fields.

21-47

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AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The pressurization system interfaces with
other systems as follows:
- ADIRS; the cabin pressure system uses
inputs from ADIRS which is designed in
accordance to ARINC 738.
- The uncorrected static pressure is only
used when none of the 3 ADIRUs
supplies the corrected static pressure
(i.e. during an electrical emergency
configuration).
- FMGS; information from the FMGS is
used to perform normal cabin pressure
control. Depending on the state of the
FMGS, only some or the complete
number of usable parameters will be
taken into account.
- Flight crew interface (input); flight crew
input to FMGS is necessary for the
landing altitude. The landing altitude
(destination input) is used to calculate
the general descent control schedule of
the cabin pressure control system in
internal mode. The landing altitude is
also that altitude where, after flight and
de-pressurization the delta p is zero.
- Flight crew input of destination QNH
(sea level atmospheric pressure) is also
needed for correct descent performance
calculating. The latest this input will be
given is before starting descent. At

21-48
FOR TRAINING PURPOSES ONLY

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


10,000 ft, ADIRS gives the standard
atmosphere pressure (1013.5 mbar) and
only below a transition altitude (10,000
ft) the pressure input will be changed to
QNH (or QFE, field elevation
atmospheric pressure) and the transition
would lead to a control inconsistency.
Therefore the cabin pressure control
system will read the destination QNH as
early as possible to avoid this
inconsistency in the transition altitude.
- Furthermore, the reading and application
of the destination QNH as the target
pressure will also solve the problem
should the pilots select the QFE value
instead of QNH. In the event that QNH
is not available from the FMGS, the
selection of destination QFE requires a
special selection on the landing field
elevation selector of zero ft. FMGS
calculated values do not require direct
input. The update rate for the parameters
sent by the FMGS is 900 ms.
- CFDS Interface; the BIT in the
controllers and the outflow valve
actuator drive electronics can isolate
faults down to component level. This
information is given to the CFDS via an
ARINC 429 data bus.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The pressurization system interfaces with


other systems as follows:
- ADIRS; the cabin pressure system uses
inputs from ADIRS which is designed in
accordance to ARINC 738.
- The uncorrected static pressure is only
used when none of the 3 ADIRUs
supplies the corrected static pressure
(i.e. during an electrical emergency
configuration).
- FMGS; information from the FMGS is
used to perform normal cabin pressure
control. Depending on the state of the
FMGS, only some or the complete
number of usable parameters will be
taken into account.
- Flight crew interface (input); flight crew
input to FMGS is necessary for the
landing altitude. The landing altitude
(destination input) is used to calculate
the general descent control schedule of
the cabin pressure control system in
internal mode. The landing altitude is
also that altitude where, after flight and
de-pressurization the delta p is zero.
- Flight crew input of destination QNH
(sea level atmospheric pressure) is also
needed for correct descent performance
calculating. The latest this input will be
given is before starting descent. At

21-48

10,000 ft, ADIRS gives the standard


atmosphere pressure (1013.5 mbar) and
only below a transition altitude (10,000
ft) the pressure input will be changed to
QNH (or QFE, field elevation
atmospheric pressure) and the transition
would lead to a control inconsistency.
Therefore the cabin pressure control
system will read the destination QNH as
early as possible to avoid this
inconsistency in the transition altitude.
- Furthermore, the reading and application
of the destination QNH as the target
pressure will also solve the problem
should the pilots select the QFE value
instead of QNH. In the event that QNH
is not available from the FMGS, the
selection of destination QFE requires a
special selection on the landing field
elevation selector of zero ft. FMGS
calculated values do not require direct
input. The update rate for the parameters
sent by the FMGS is 900 ms.
- CFDS Interface; the BIT in the
controllers and the outflow valve
actuator drive electronics can isolate
faults down to component level. This
information is given to the CFDS via an
ARINC 429 data bus.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AIR CONDITIONING
DESCRIPTION & OPERATION

Cabin Pressure Control - Schematic (Sheet 1 of 3)

Cabin Pressure Control - Schematic (Sheet 1 of 3)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

21-49
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-49

UNITED AIRLINES

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A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AIR CONDITIONING
DESCRIPTION & OPERATION

Cabin Pressure Control - Schematic (Sheet 2 of 3)

Cabin Pressure Control - Schematic (Sheet 2 of 3)

21-50
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-50

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AIR CONDITIONING
DESCRIPTION & OPERATION

Cabin Pressure Control - Schematic (Sheet 3 of 3)

Cabin Pressure Control - Schematic (Sheet 3 of 3)

JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

21-51
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-51

UNITED AIRLINES

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A318/A319/A320

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/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AIR CONDITIONING PANEL


Location: Overhead Panel

AIR CONDITIONING PANEL


Location: Overhead Panel
PACK FLOW Selector
Permits selection of pack flow according
to number of passengers and ambient conditions (smoke removal, hot or humid conditions).
If the APU is supplying bleed air or one
pack fails, high flow is delivered regardless of the selectors position. If low flow
is selected and the temperature demand
cannot be satisfied, the pack reverts to
normal flow.
Zone Temperature Selectors
Adjust temperature for associated zone.

PACK FLOW Selector


Permits selection of pack flow according
to number of passengers and ambient conditions (smoke removal, hot or humid conditions).
If the APU is supplying bleed air or one
pack fails, high flow is delivered regardless of the selectors position. If low flow
is selected and the temperature demand
cannot be satisfied, the pack reverts to
normal flow.
Zone Temperature Selectors
Adjust temperature for associated zone.

PACK FLOW
NORM

COCKPIT

FWD CABIN

PACK FLOW
NORM

AFT CABIN

A
I
R

OFF
COLD

PACK 1
FAULT

C
O
N
D

LO

HI
FAULT

HOT

COLD

HOT

COLD

HOT

X BLEED

PACK 1

PACK 2
PACK 2

OFF
AUTO

RAM AIR
ENG 1 BLEED

APU BLEED

FAULT

FAULT

ENG 2 BLEED
FAULT

ON

OFF

SHUT
OFF

ON

HOT AIR Switch


ON - Automatically controls zone
hot air pressure regulating valve.
OFF - Closes hot air pressure valve
and trim air valves; resets fault circuit.

21-52
FOR TRAINING PURPOSES ONLY

OPEN

A
I
R

A
I
R

FWD CABIN

AFT CABIN

HI
FAULT
OFF

C
O
N
D

C
O
N
D

COLD

PACK 1
FAULT

FAULT
OFF

COCKPIT

HOT AIR

HOT AIR
LO

JUN 97
A320 LIMITATION 1 AND 9 COURSE

HOT

COLD

HOT

X BLEED

PACK 2
PACK 2

FAULT
OFF

AUTO

RAM AIR
ENG 1 BLEED

APU BLEED

FAULT

FAULT

ENG 2 BLEED
FAULT

ON

OFF

SHUT
ON

HOT AIR Switch


ON - Automatically controls zone
hot air pressure regulating valve.
OFF - Closes hot air pressure valve
and trim air valves; resets fault circuit.

21-52

COLD

OFF

OFF

HOT AIR FAULT Light


Illuminates amber when duct overheat is
detected. If this occurs, the zone hot air
pressure regulating valve and trim air
valves automatically close. The FAULT
light stays on until a lower temperature is
sensed with the switch off. The light also
illuminates when the zone hot air pressure
regulating valve position disagrees with
the commanded position.

HOT

PACK 1

OPEN

A
I
R
C
O
N
D

HOT AIR FAULT Light


Illuminates amber when duct overheat is
detected. If this occurs, the zone hot air
pressure regulating valve and trim air
valves automatically close. The FAULT
light stays on until a lower temperature is
sensed with the switch off. The light also
illuminates when the zone hot air pressure
regulating valve position disagrees with
the commanded position.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AIR CONDITIONING PANEL


Location: Overhead Panel.

AIR CONDITIONING PANEL


Location: Overhead Panel.

PACK Switch
ON - Automatically controls pack flow control valve.
Valve regulates flow, except in the following conditions:
- Upstream pressure is below minimum.
- Compressor outlet overheat.
- During engine start sequence with ENG MODE selector set to
IGN/START or CRANK and: either ENG MASTER switch is
ON (or MAN START switch is ON), and the start valve is
open, and N2 is less than 50%. On the ground, valve reopening
is delayed 30 seconds to avoid a pack closure cycle during
second engine start.
- Corresponding fire switch is depressed.
- DITCHING switch is selected ON.
OFF - Closes pack flow control valve.

PACK Switch
ON - Automatically controls pack flow control valve.
Valve regulates flow, except in the following conditions:
- Upstream pressure is below minimum.
- Compressor outlet overheat.
- During engine start sequence with ENG MODE selector set to
IGN/START or CRANK and: either ENG MASTER switch is
ON (or MAN START switch is ON), and the start valve is
open, and N2 is less than 50%. On the ground, valve reopening
is delayed 30 seconds to avoid a pack closure cycle during
second engine start.
- Corresponding fire switch is depressed.
- DITCHING switch is selected ON.
OFF - Closes pack flow control valve.

PACK FLOW
NORM

COCKPIT

FWD CABIN

PACK FLOW
NORM

AFT CABIN

LO

A
I
R

OFF
COLD

PACK 1
FAULT

C
O
N
D

LO

HI
FAULT

HOT

COLD

HOT

COLD

HOT

X BLEED

PACK 1

PACK 2
PACK 2

OFF
AUTO

RAM AIR
ENG 1 BLEED

APU BLEED

FAULT

FAULT

ENG 2 BLEED
FAULT

ON

OFF

SHUT
OFF

ON

RAM AIR Switch (guarded)


ON - Illuminates when selected. If the DITCHING
switch is in NORMAL position:
- Opens ram air inlet.
- Maintains normal outflow valve control if
differential pressure is greater than or equal to 1
psi.
- Opens outflow valve if differential pressure is less
than 1 psi (CABIN PRESS MODE SEL in AUTO).
OFF - Closes ram air inlet.

JUN 97
FOR TRAINING PURPOSES ONLY

OPEN

A
I
R

A
I
R

FWD CABIN

AFT CABIN

HI
FAULT
OFF

C
O
N
D

C
O
N
D

COLD

PACK 1
FAULT

FAULT
OFF

COCKPIT

HOT AIR

HOT AIR

21-53
A320 LIMITATION 1 AND 9 COURSE

COLD

HOT

COLD

PACK 2
PACK 2

FAULT
OFF

AUTO

RAM AIR
ENG 1 BLEED

APU BLEED

ENG 2 BLEED

FAULT

FAULT

FAULT

ON

OFF

SHUT
ON

RAM AIR Switch (guarded)


ON - Illuminates when selected. If the DITCHING
switch is in NORMAL position:
- Opens ram air inlet.
- Maintains normal outflow valve control if
differential pressure is greater than or equal to 1
psi.
- Opens outflow valve if differential pressure is less
than 1 psi (CABIN PRESS MODE SEL in AUTO).
OFF - Closes ram air inlet.

JUN 97

HOT

X BLEED

OFF

OFF

PACK FAULT Light


Illuminates amber when pack
flow control valve position disagrees with selected position or
if compressor outlet overheats.

HOT

PACK 1

OPEN

A
I
R
C
O
N
D

PACK FAULT Light


Illuminates amber when pack
flow control valve position disagrees with selected position or
if compressor outlet overheats.

21-53

UNITED AIRLINES

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AIR CONDITIONING

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AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

ECAM AIR CONDITIONING PAGE


Location: Lower ECAM.

ECAM AIR CONDITIONING PAGE


Location: Lower ECAM.

Zone Controller Fault Indication


ALTN MODE - Displays green when primary zone controller fault detected.
PACK REG - Displays green when zone
controller fault detected (basic regulation
by packs only).
No Indication - Normal zone controller
operation.

Zone Controller Fault Indication


ALTN MODE - Displays green when primary zone controller fault detected.
PACK REG - Displays green when zone
controller fault detected (basic regulation
by packs only).
No Indication - Normal zone controller
operation.

Zone Temperature
Displays green.

Zone Temperature
Displays green.
COND

COND

TEMP: F

TEMP: F
ALTN MODE

ALTN MODE

Zone Duct Temperature


Normal condition displays
green. Becomes amber at
high temperature.
Zone Indication (A320)
Displays white.

FAN
CKPT

65

FAN
FWD

70
C

72

AFT

72
H

Zone Duct Temperature


Normal condition displays
green. Becomes amber at
high temperature.

75
79

HOT
AIR
AFT

Cargo Compartment
Temperature (A320)
Displays green.

84
75

HOT
AIR

Duct Inlet Temperature


(A320)
Normal condition displays
green. Becomes amber
when
temperature
is
greater than 175F.
Cargo Trim Air Valve Position (A320)
Displays green.
C = Cold - Valve is closed.
H = Hot - Valve is open.

21-54
FOR TRAINING PURPOSES ONLY

Zone Indication (A320)


Displays white.

FAN
CKPT

65

FAN
FWD

70
C

72

AFT

72
H

75
79

HOT
AIR
AFT

Cargo Compartment
Temperature (A320)
Displays green.

84
75

HOT
AIR

Duct Inlet Temperature


(A320)
Normal condition displays
green. Becomes amber
when
temperature
is
greater than 175F.
Cargo Trim Air Valve Position (A320)
Displays green.
C = Cold - Valve is closed.
H = Hot - Valve is open.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-54

JUN 97

UNITED AIRLINES

UNITED AIRLINES
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AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

CONTROLS & INDICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING
CONTROLS & INDICATIONS

ECAM AIR CONDITIONING PAGE


Location: Lower ECAM

ECAM AIR CONDITIONING PAGE


Location: Lower ECAM

TEMP
Indicates unit of measure
(C or F) in blue.

TEMP
Indicates unit of measure
(C or F) in blue.

Cabin FAN Fault


Indication
Displays amber if
fault in cabin fan
detected.

COND

TEMP: F
ALTN MODE
FAN

CKPT

65

FAN
FWD

70
C

72

AFT

72
H

75
79

HOT
AIR

84
75

AFT

HOT
AIR

Zone Trim Air Valve Position


Displays
green,
becomes
amber if the valve fails.
C = Cold - Valve is closed.
H = Hot - Valve is open.
Zone HOT AIR Pressure
Regulating Valve
(Green) - Valve not
closed.
(Amber) - Valve not
closed, disagrees with
switch position.
(Green) - Valve closed
with HOT AIR switch
OFF.
(Amber) - Valve closed
with HOT AIR switch
AUTO, or disagrees with
switch position.
Outlet Isolation Valve (A320)
(Green) - Valve is open.

Cabin FAN Fault


Indication
Displays amber if
fault in cabin fan
detected.

COND

TEMP: F
ALTN MODE
FAN

CKPT

65

FAN
FWD

70
C

72

AFT

72
H

75
79

HOT
AIR

84
75

AFT

(Amber) - Valve is closed.


Inlet Isolation Valve (A320)
(Green) - Valve is open.

HOT
AIR

Zone Trim Air Valve Position


Displays
green,
becomes
amber if the valve fails.
C = Cold - Valve is closed.
H = Hot - Valve is open.
Zone HOT AIR Pressure
Regulating Valve
(Green) - Valve not
closed.
(Amber) - Valve not
closed, disagrees with
switch position.
(Green) - Valve closed
with HOT AIR switch
OFF.
(Amber) - Valve closed
with HOT AIR switch
AUTO, or disagrees with
switch position.
Outlet Isolation Valve (A320)
(Green) - Valve is open.
(Amber) - Valve is closed.
Inlet Isolation Valve (A320)
(Green) - Valve is open.

(Amber) - Valve is closed.

(Amber) - Valve is closed.

Cargo HOT AIR Pressure Regulating Valve (A320)


(Green) - Valve is open.

JUN 97
FOR TRAINING PURPOSES ONLY

Cargo HOT AIR Pressure Regulating Valve (A320)


(Green) - Valve is open.

(Amber) - Valve failed open.

(Amber) - Valve failed open.

(Green)
CARGO
AUTO.
(Amber)
CARGO
OFF.

(Green)
CARGO
AUTO.
(Amber)
CARGO
OFF.

- Valve closed with


HEAT HOT AIR switch
- Valve closed with
HEAT HOT AIR switch

21-55
A320 LIMITATION 1 AND 9 COURSE

JUN 97

- Valve closed with


HEAT HOT AIR switch
- Valve closed with
HEAT HOT AIR switch

21-55

UNITED AIRLINES

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A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

ECAM CRUISE PAGE


Location: Lower ECAM

ECAM CRUISE PAGE


Location: Lower ECAM

ENGINE

VIB

Temperature Unit
Indicates unit of measure
(C or F) in blue.

Temperature Unit
Indicates unit of measure
(C or F) in blue.

ENGINE

(N1)

0.8

1560

0.9

1530

1560
LBS

LBS

VIB

(N2)
OIL

OIL
11.5

Zone Indication
Displays green.

F. USED

F. USED
1530

Zone Indication
Displays green.

1.2

11.5

1.3

11.5

AIR

LDG ELEV AUTO

FWD

65

72

(N1)

0.8

0.9

VIB

(N2)

1.2

1.3

QT

QT

CKPT

11.5

VIB

AFT

75
AFT

21-56
FOR TRAINING PURPOSES ONLY

84
75

500

AIR

FT

CAB V/S FT/MIN

250
CAB ALT FT

4150

LDG ELEV AUTO

CKPT

FWD

65

72

AFT

75
AFT

84
75

500

FT

CAB V/S FT/MIN

250
CAB ALT FT

4150

Cargo Heat (A320)


Displays green.

Cargo Heat (A320)


Displays green.

Zone Temperature
Displays green.

Zone Temperature
Displays green.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-56

JUN 97

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AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

VENTILATION PANEL
Location: Overhead Panel

VENTILATION
BLOWER
FAULT

OVRD

EXTRACT
A
U
T
O

FAULT

OVRD

CAB FANS
A
U
T
O

BLOWER FAULT Light


Illuminates amber when:
- Blower pressure is low.*
- Duct overheat detected.*
- Computer power supply fails.
- Smoke warning occurs.
EXTRACT FAULT Light
Illuminates amber when:
- Extract pressure is low.*
- Computer power supply fails.
- Smoke warning occurs.
* External horn is also triggered if the
warning occurs on the ground with
engines stopped.

JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

OFF

BLOWER and EXTRACT


Switches
When both switches are in
AUTO:
- On ground before takeoff power
applied: the ventilation system
is in open circuit configuration
(closed configuration when skin
temperature is below ground
threshold).
- On ground after takeoff power
applied, or in flight: the
ventilation system is in closed
circuit configuration.
- In flight, ventilation system can
be in the intermediate
configuration if skin
temperature is above flight
threshold.
When either switch 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 switch is set at
OVRD.
When both switches are in
OVRD:
- Air is provided from the air
conditioning system and then
extracted overboard.
- The blower fan stops.
CAB FANS Switch
On - Activates the two cabin recirculation fans.
OFF - Stops the two cabin recirculation fans.

21-57
A320 LIMITATION 1 AND 9 COURSE

VENTILATION PANEL
Location: Overhead Panel

VENTILATION
BLOWER
FAULT

OVRD

EXTRACT
A
U
T
O

FAULT

OVRD

CAB FANS
A
U
T
O

BLOWER FAULT Light


Illuminates amber when:
- Blower pressure is low.*
- Duct overheat detected.*
- Computer power supply fails.
- Smoke warning occurs.
EXTRACT FAULT Light
Illuminates amber when:
- Extract pressure is low.*
- Computer power supply fails.
- Smoke warning occurs.
* External horn is also triggered if the
warning occurs on the ground with
engines stopped.

JUN 97

OFF

BLOWER and EXTRACT


Switches
When both switches are in
AUTO:
- On ground before takeoff power
applied: the ventilation system
is in open circuit configuration
(closed configuration when skin
temperature is below ground
threshold).
- On ground after takeoff power
applied, or in flight: the
ventilation system is in closed
circuit configuration.
- In flight, ventilation system can
be in the intermediate
configuration if skin
temperature is above flight
threshold.
When either switch 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 switch is set at
OVRD.
When both switches are in
OVRD:
- Air is provided from the air
conditioning system and then
extracted overboard.
- The blower fan stops.
CAB FANS Switch
On - Activates the two cabin recirculation fans.
OFF - Stops the two cabin recirculation fans.

21-57

UNITED AIRLINES

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A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

CARGO HEAT PANEL


Location: Overhead Panel

CARGO HEAT PANEL (A320)


Location: Overhead Panel

AFT ISOL VALVE Switch


Controls isolation valve and extraction
fan.
Auto - Opens inlet and outlet isolation
valves and activates extraction fan provided there is no smoke detected in the aft
cargo compartment.
OFF - Closes inlet and outlet isolation
valves and turns off extraction fan.

AFT ISOL VALVE Switch


Controls isolation valve and extraction
fan.
Auto - Opens inlet and outlet isolation
valves and activates extraction fan provided there is no smoke detected in the aft
cargo compartment.
OFF - Closes inlet and outlet isolation
valves and turns off extraction fan.

AFT ISOL VALVE FAULT Light


Illuminates amber when either inlet or
outlet valve is in disagreement with the
selected position.

AFT ISOL VALVE FAULT Light


Illuminates amber when either inlet or
outlet valve is in disagreement with the
selected position.

CARGO HEAT

CARGO HEAT
AFT ISOL VALVE

HOT AIR

AFT ISOL VALVE

FAULT

FAULT

FAULT

FAULT

OFF

OFF

OFF

OFF

HOT AIR

AFT

AFT

COLD

HOT AIR Switch


Auto - Automatically controls cargo
heat pressure regulating valve.
OFF - Closes cargo pressure regulating and resets fault circuit.
HOT AIR FAULT Light
Illuminates amber when duct overheat is
detected and extinguishes when temperature drops and OFF is selected. System
then resets with ISOL VALVE switch
ON.

21-58
FOR TRAINING PURPOSES ONLY

COLD

HOT

Temperature Selector
Selects temperature for aft cargo
compartment.
COLD - approximately 40F.
HOT - approximately 80F.
Center - approximately 60F.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

HOT AIR Switch


Auto - Automatically controls cargo
heat pressure regulating valve.
OFF - Closes cargo pressure regulating and resets fault circuit.
HOT AIR FAULT Light
Illuminates amber when duct overheat is
detected and extinguishes when temperature drops and OFF is selected. System
then resets with ISOL VALVE switch
ON.

21-58

HOT

Temperature Selector
Selects temperature for aft cargo
compartment.
COLD - approximately 40F.
HOT - approximately 80F.
Center - approximately 60F.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

CABIN PRESSURIZATION PANEL


Location: Overhead Panel

CABIN PRESSURIZATION PANEL


Location: Overhead Panel

MAN V/S CTL Switch


Controls the outflow valve position via the manual motor, when
MODE SEL switch is positioned
to MAN. Spring loaded to neutral. Switch must be held in position until target V/S is reached,
as outflow valve operation is
slow.
UP - Moves valve towards open
position.
DN - Moves valve towards
closed position.

MAN V/S CTL Switch


Controls the outflow valve position via the manual motor, when
MODE SEL switch is positioned
to MAN. Spring loaded to neutral. Switch must be held in position until target V/S is reached,
as outflow valve operation is
slow.
UP - Moves valve towards open
position.
DN - Moves valve towards
closed position.

DITCHING Switch
(guarded)
Normal - Selects normal system
operation.
ON - Commands operating system
to close the outflow valve,* emergency ram air inlet, avionics ventilation inlet and extract valves, and
pack flow control valves.
* Outflow valve will not
automatically close if under
manual control.

MODE SEL Switch


AUTO - Automatic mode is operating. Outflow valve is controlled by
one system at a time.
MAN - Allows manual control by the
MAN V/S CTL switch. Illuminates
white when selected. The cabin altitude indication on the ECAM PRESS
page may fluctuate when switching
from AUTO to MAN.
JUN 97
FOR TRAINING PURPOSES ONLY

* Outflow valve will not


automatically close if under
manual control.

CABIN PRESS

CABIN PRESS
MAN V/S CTL MODE SEL
UP
FAULT A 12
U
T 10
MAN
O
DN

DITCHING Switch
(guarded)
Normal - Selects normal system
operation.
ON - Commands operating system
to close the outflow valve,* emergency ram air inlet, avionics ventilation inlet and extract valves, and
pack flow control valves.

LDG ELEV
AUTO
-2
14

DITCHING
MAN V/S CTL MODE SEL
UP
FAULT A 12
U
T 10
MAN
O
DN

0
2

ON

LDG ELEV Selector


AUTO (Detent) - Pressurization system
uses FMGS determined landing elevation to optimize pressure schedule.
Other positions - Pressurization system
uses selected value for landing elevation
reference in the event of an FMGC failure.
MODE SEL FAULT Light
Illuminates amber only when fault
detected in both automatic systems.

21-59
A320 LIMITATION 1 AND 9 COURSE

MODE SEL Switch


AUTO - Automatic mode is operating. Outflow valve is controlled by
one system at a time.
MAN - Allows manual control by the
MAN V/S CTL switch. Illuminates
white when selected. The cabin altitude indication on the ECAM PRESS
page may fluctuate when switching
from AUTO to MAN.

JUN 97

LDG ELEV
AUTO
-2
14

DITCHING
0
2

ON

LDG ELEV Selector


AUTO (Detent) - Pressurization system
uses FMGS determined landing elevation to optimize pressure schedule.
Other positions - Pressurization system
uses selected value for landing elevation
reference in the event of an FMGC failure.
MODE SEL FAULT Light
Illuminates amber only when fault
detected in both automatic systems.

21-59

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

ECAM CABIN PRESSURE PAGE


Location: Lower ECAM

ECAM CABIN PRESSURE PAGE


Location: Lower ECAM
Cabin Vertical Speed
Displays in green when in normal range.
Displays in amber when vertical speed
exceeds 2000 feet per minute.
Flashes green when vertical speed exceeds
1800 feet per minute.

Cabin Vertical Speed


Displays in green when in normal range.
Displays in amber when vertical speed
exceeds 2000 feet per minute.
Flashes green when vertical speed exceeds
1800 feet per minute.
Cabin Differential Pressure
Displays green when in normal
range.
Displays amber when out of
normal range (normal range is
between -0.4 psi and 8.5 psi).
Flashes green if pressure
exceeds 1.5 psi during landing.

CAB PRESS

LDG ELEV

P
PSI

500

MAN

V/S FT/MN
2

VENT Indication
Displays white. Becomes amber
when blower or extract fault
detected.

4 .1

FT

DN

SYS

4150

SAFETY

VENT
INLET

PACK 1

Active System Indication


SYS 1 or SYS 2 displays green
when active and amber when a
fault is detected. MAN displays
green when the MODE SEL
switch is at MAN.
VENT Indication
Displays white. Becomes amber
when blower or extract fault
detected.

PACK 2

V/S FT/MN
2

500

MAN

CAB ALT
FT

UP

4 .1

10

1150

0
2

FT

DN

4150

MAN
SYS

SYS

SAFETY

VENT
INLET

PACK 1

EXTRACT

PACK 2

PACK Indication
Displays green when associated
pack flow control valve is open
and amber when pack flow control valve is closed.
INLET/EXTRACT Indications
Displays white. Becomes amber when
blower or extract fault detected.

INLET/EXTRACT Indications
Displays white. Becomes amber when
blower or extract fault detected.

FOR TRAINING PURPOSES ONLY

P
PSI

EXTRACT

PACK Indication
Displays green when associated
pack flow control valve is open
and amber when pack flow control valve is closed.

21-60

LDG ELEV

MAN
SYS

CAB PRESS

10

1150

Cabin Differential Pressure


Displays green when in normal
range.
Displays amber when out of
normal range (normal range is
between -0.4 psi and 8.5 psi).
Flashes green if pressure
exceeds 1.5 psi during landing.

CAB ALT
FT

UP

Active System Indication


SYS 1 or SYS 2 displays green
when active and amber when a
fault is detected. MAN displays
green when the MODE SEL
switch is at MAN.

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-60

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

ECAM CABIN PRESSURE PAGE


Location: Lower ECAM

ECAM CABIN PRESSURE PAGE


Location: Lower ECAM

CAB PRESS

LDG ELEV

P
PSI

500

MAN

V/S FT/MN
2

UP

4 .1

10

1150

0
2

FT

CAB ALT
FT

DN

4150

MAN
SYS

SYS

SAFETY

VENT
INLET

EXTRACT

PACK 1

PACK 2

INLET/EXTRACT Valve Position


Displays green. Becomes amber when in
transit or in case of disagreement.

xx

LDG ELEV AUTO/MAN


Indication
AUTO displays green when LDG ELEV
selector is in AUTO position.
MAN displays green when LDG ELEV
selector is not in AUTO position.
Not displayed when MODE SEL switch is
in MAN position.
Landing Elevation
Displays green landing elevation selected
either automatically by the FMGS or manually by the pilot.
Not displayed when MODE SEL switch is
in MAN position.
Cabin Altitude
Displays green when in normal range.
Displays red when cabin attitude exceeds
9550 feet.
Flashes green when cabin altitude exceeds
8800 feet.
SAFETY Valve Position
SAFETY displays white and position is
green when both safety valves are fully
closed. Becomes amber when either safety
valve is not closed.
Outflow Valve Position
Displays green during normal operation.
Displays amber when valve is fully open
(more than 95%) in flight.

CAB PRESS

LDG ELEV

P
PSI

500

MAN

V/S FT/MN
2

UP

4 .1

10

1150

0
2

FT

CAB ALT
FT

DN

4150

MAN
SYS

SYS

SAFETY

VENT
INLET

EXTRACT

PACK 1

PACK 2

INLET/EXTRACT Valve Position


Displays green. Becomes amber when in
transit or in case of disagreement.

LDG ELEV AUTO/MAN


Indication
AUTO displays green when LDG ELEV
selector is in AUTO position.
MAN displays green when LDG ELEV
selector is not in AUTO position.
Not displayed when MODE SEL switch is
in MAN position.
Landing Elevation
Displays green landing elevation selected
either automatically by the FMGS or manually by the pilot.
Not displayed when MODE SEL switch is
in MAN position.
Cabin Altitude
Displays green when in normal range.
Displays red when cabin attitude exceeds
9550 feet.
Flashes green when cabin altitude exceeds
8800 feet.
SAFETY Valve Position
SAFETY displays white and position is
green when both safety valves are fully
closed. Becomes amber when either safety
valve is not closed.
Outflow Valve Position
Displays green during normal operation.
Displays amber when valve is fully open
(more than 95%) in flight.

Valve fully closed.

Valve fully closed.

Valve fully open.

Valve fully open.

Inlet valve in transit.

Inlet valve in transit.

Extract valve partially open (closed with


small internal flap open

Extract valve partially open (closed with


small internal flap open
xx

Valve failed in transit.

JUN 97
FOR TRAINING PURPOSES ONLY

21-61
A320 LIMITATION 1 AND 9 COURSE

JUN 97

Valve failed in transit.

21-61

UNITED AIRLINES

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A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

ECAM CRUISE PAGE


Location: Lower ECAM

ECAM CRUISE PAGE


Location: Lower ECAM

LDG ELEV AUTO/MAN Indication


Displays identically to CAB PRESS
page.

Landing Elevation
Displays identically
PRESS page.

ENGINE

VIB

to

CAB

LDG ELEV AUTO/MAN Indication


Displays identically to CAB PRESS
page.

Landing Elevation
Displays identically
PRESS page.

ENGINE

(N1)

F. USED

F. USED
1530

0.8

1560

0.9

1530

1560
LBS

LBS

VIB

(N2)
OIL

OIL
11.5

1.2

11.5

1.3

11.5

AIR

LDG ELEV AUTO

500

AIR

FT

FWD

72

0.8

0.9

VIB

(N2)

1.2

1.3

AFT

75
AFT

LDG ELEV AUTO

500

FT

P 6.4 PSI

P 6.4 PSI

65

(N1)

CAB

QT

QT

CKPT

11.5

VIB

to

84
75

CAB V/S FT/MIN

250
CAB ALT FT

CKPT

FWD

65

72

4150

AFT

75
AFT

84
75

CAB V/S FT/MIN

250
CAB ALT FT

4150

P Indication
Displays green. Displays amber
when out of normal range. (Normal
range is between -0.4 and 8.5 psi.)

Cabin Vertical Speed


Displays green when in normal range.
Displays amber when vertical speed
exceeds 2000 feet per minute.

P Indication
Displays green. Displays amber
when out of normal range. (Normal
range is between -0.4 and 8.5 psi.)

Cabin Vertical Speed


Displays green when in normal range.
Displays amber when vertical speed
exceeds 2000 feet per minute.

Cabin Altitude
Displays green when in normal
range.
Displays red when cabin altitude
exceeds 9550 feet.

AUTO mode display shown.

Cabin Altitude
Displays green when in normal
range.
Displays red when cabin altitude
exceeds 9550 feet.

AUTO mode display shown.

MAN mode display:

UP
750

FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

UP
750

2
DN

DN

21-62

MAN mode display:

21-62

JUN 97

UNITED AIRLINES

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A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

CFDS - Air Conditioning System


Report/Test

CFDS - Air Conditioning System


Report/Test

MCDU MENU

SYSTEM REPORT / TEST

< FMGC
< AIDS
< CFDS
RETURN >
SELECT DESIRED SYSTEM

MCDU MENU

F / CLT >
FUEL >
ICE&RAIN >

< AIRCOND
< AFS
< COM
< ELEC
< FIRE PROT
< RETURN

SYSTEM REPORT / TEST

< AIDS
< CFDS
RETURN >
SELECT DESIRED SYSTEM

< ELEC
< FIRE PROT
< RETURN

CFDS MENU

< AVIONICS STATUS


< SYSTEM REPORT/TEST
POST FLIGHT REP PRINT >

CFDS MENU

SYSTEM REPORT / TEST


< PNEU
< APU

< LAST LEGS REPORT


< LAST LEGS ECAM REPORT
< PREVIOUS LEGS REPORT

ENG >
TOILET >

< AVIONICS STATUS


< SYSTEM REPORT/TEST
POST FLIGHT REP PRINT >

< RETURN

ENG >
TOILET >

< RETURN

AIR COND

AIR COND

FOR TRAINING PURPOSES ONLY

SYSTEM REPORT / TEST


< PNEU
< APU

SYSTEM REPORT / TEST

SYSTEM REPORT / TEST

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

JUN 97

INST >
L/G >
NAV >

NEXT
PAGE

NEXT
PAGE

< LAST LEGS REPORT


< LAST LEGS ECAM REPORT
< PREVIOUS LEGS REPORT

F / CLT >
FUEL >
ICE&RAIN >

< AIRCOND
< AFS
< COM

< FMGC

INST >
L/G >
NAV >

A319/A320
AIRCRAFT REFERENCE GUIDE

21-63
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-63

UNITED AIRLINES

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A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

CFDS - AEVC System Report/Test

CFDS - AEVC System Report/Test

SYSTEM REPORT / TEST

SYSTEM REPORT / TEST

AEVC
< LAST LEGS REPORT
< TEST
< CLASS 3 FAULT

AIR COND

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

AEVC
< LAST LEGS REPORT
< TEST
< CLASS 3 FAULT

AIR COND

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

< RETURN

< RETURN

AEVC

AEVC

TEST

TEST

< TEST WAIT

< TEST WAIT

AEVC

< RETURN

AEVC

AEVC

TEST

< RETURN

< RETURN

PRINT *

FOR TRAINING PURPOSES ONLY

TEST OK

PRINT *

< RETURN

PRINT *

21MCDU02

21MCDU02

21-64

TEST

21-26-00
CHECK AEVC SUPPLY
21-26-34
AEVC
END OF TEST

TEST OK

PRINT *

AEVC

TEST

TEST

21-26-00
CHECK AEVC SUPPLY
21-26-34
AEVC
END OF TEST

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-64

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

CFDS - Cabin Temp Control System Report/Test

CFDS - Cabin Temp Control System Report/Test

SYSTEM REPORT / TEST

CABIN TEMP CONT

SYSTEM REPORT / TEST

CABIN TEMP CONT

AIR COND

AIR COND

< LAST LEG REPORT


< PREVIOUS LEG REPORT
< LRU INDENTIFICATION

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

< LAST LEG REPORT


< PREVIOUS LEG REPORT
< LRU INDENTIFICATION

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

< TEST
< CLASS 3 FAULT
< RETURN

< TEST
< CLASS 3 FAULT
< RETURN

CABIN TEMP CONT

CABIN TEMP CONT

CABIN TEMP CONT

CABIN TEMP CONT

TEST

TEST

TEST

TEST

PACK 1 AND 2
SELECT OFF
< CONTINUE
< RETURN

PACK 1 AND 2
SELECT OFF

(IN PROGRESS MAX 300S)

< CONTINUE
< RETURN

< RETURN

CABIN TEMP CONT

CABIN TEMP CONT

TEST

TEST

21-61-34
P1 CTL 27HH
END OF TEST

< RETURN

CABIN TEMP CONT

CABIN TEMP CONT

TEST

TEST

21-61-34
P1 CTL 27HH
END OF TEST

TEST OK

TEST OK

END OF TEST

END OF TEST

< RETURN

PRINT *

< RETURN

PRINT *

< RETURN

FOR TRAINING PURPOSES ONLY

PRINT *

< RETURN

PRINT *

21MCDU03

21MCDU03

JUN 97

(IN PROGRESS MAX 300S)

21-65
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-65

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

CFDS - Cabin Press Control System Report/Test

CFDS - Cabin Press Control System Report/Test

SYSTEM REPORT / TEST

SYSTEM REPORT / TEST

CAB PRESS CONT X

< TEST / CALIBRATION


< CLASS 3 FAULT
< RETURN

TEST / CALIBRATION

< LAST LEG REPORT


< PREVIOUS LEG REPORT
< LRU INDENTIFICATION

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

< LAST LEG REPORT


< PREVIOUS LEG REPORT
< LRU INDENTIFICATION

CAB PRESS CONT X

< TEST / CALIBRATION


< CLASS 3 FAULT
< RETURN

CAB PRESS CONT X

CAB PRESS CONT X

TEST / CALIBRATION

TEST / CALIBRATION

ECS PACKS ------------------------ OFF

ECS PACKS ------------------------ OFF

GROUND AIR SUPPLY --------- OFF

GROUND AIR SUPPLY --------- OFF

IN PROGRESS (20-------90S)

ADIRS 1,2,3 ------------------------ OFF

ADIRS 1,2,3 ------------------------ OFF

< CONTINUE
< RETURN

< CONTINUE
< RETURN

< RETURN

TEST / CALIBRATION
NO DATA FROM ADIRS 1
21-31-20
PRESS CONT 1
END OF TEST

PRINT *

CAB PRESS CONT X

CAB PRESS CONT X

TEST / CALIBRATION
NO DATA FROM ADIRS 1
21-31-20
PRESS CONT 1
END OF TEST

TEST / CALIBRATION
TEST OK

< RETURN

FOR TRAINING PURPOSES ONLY

CAB PRESS CONT X


TEST / CALIBRATION
TEST OK

RESET LFES - AUTO

< RETURN

PRINT *

PRINT *

< RETURN

PRINT *

21MCDU04

21MCDU04

21-66

TEST / CALIBRATION

IN PROGRESS (20-------90S)

< RETURN

RESET LFES - AUTO

< RETURN

CAB PRESS CONT X

LFES ---------------- SET TO 14000FT

LFES ---------------- SET TO 14000FT

CAB PRESS CONT X

CAB PRESS CONT X

AIR COND

AIR COND

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-66

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

CFDS - Aft Cargo Heat Report/Test

CFDS - Aft Cargo Heat Report/Test

SYSTEM REPORT / TEST

SYSTEM REPORT / TEST

CARGO HEAT CONT AFT

< LRU INDENTIFICATION


< LAST LEG CLASS 3 FAULTS
< GROUND REPORT
< RETURN

CARGO HEAT CONT AFT

LAST LEG CLASS 3 FAULTS


DATE: MAY 14

GROUND REPORT

< RETURN

PRINT *

< RETURN

FOR TRAINING PURPOSES ONLY

< LAST LEG CLASS 3 FAULTS


< GROUND REPORT
< RETURN

LAST LEG CLASS 3 FAULTS


DATE: MAY 14

< RETURN

PRINT *

CARGO HEAT CONT AFT


GROUND REPORT

DATE GMT ATA CLASS


CARGO HEAT CONT
0204 3919 21-43-34 1

NO FAULTS

PRINT *

< RETURN

PRINT *

21MCDU05

21MCDU05

JUN 97

< LRU INDENTIFICATION

CARGO HEAT CONT AFT

DATE GMT ATA CLASS


CARGO HEAT CONT
0204 3919 21-43-34 1

NO FAULTS

< LAST LEG REPORT


< PREVIOUS LEG REPORT

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

< LAST LEG REPORT


< PREVIOUS LEG REPORT

CARGO HEAT CONT AFT

CARGO HEAT CONT AFT

AIR COND

AIR COND

< CPC 1
< CPC 2
< TEMP CTL
< AEVC
< AFT CHC
< RETURN

21-67
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-67

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Flow Control and Indication

Flow Control and Indication

21-68
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-68

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

AIR CONDITIONING
COMPONENT LOCATIONS

Air Cooling System

Air Cooling System


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

21-69
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-69

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Flow Control Valve - General View

Flow Control Valve - General View

21-70
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-70

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Ozone Filter

Ozone Filter
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

21-71
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-71

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Emergency Ram Air Inlet

Emergency Ram Air Inlet

21-72
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-72

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Pack Temperature Control (Sheet 1)

Pack Temperature Control (Sheet 1)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

21-73
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-73

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Pack Temperature Control (Sheet 2)

Pack Temperature Control (Sheet 2)

21-74
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-74

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

AIR CONDITIONING
COMPONENT LOCATIONS

Flight Deck and Cabin Temperature Control (Sheet 1)

Flight Deck and Cabin Temperature Control (Sheet 1)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

21-75
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-75

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

AIR CONDITIONING
COMPONENT LOCATIONS

Flight Deck and Cabin Temperature Control (Sheet 2)

Flight Deck and Cabin Temperature Control (Sheet 2)

21-76
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-76

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

AIR CONDITIONING
COMPONENT LOCATIONS

Flight Deck and Cabin Temperature Control (Sheet 3)

Flight Deck and Cabin Temperature Control (Sheet 3)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

21-77
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-77

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

AIR CONDITIONING
COMPONENT LOCATIONS

Air Distribution and Recirculation (Sheet 1)

Air Distribution and Recirculation (Sheet 1)

21-78
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-78

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

AIR CONDITIONING
COMPONENT LOCATIONS

Air Distribution and Recirculation (Sheet 2)

Air Distribution and Recirculation (Sheet 2)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

21-79
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-79

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

AIR CONDITIONING
COMPONENT LOCATIONS

Lavatory and Galley Ventilation System

Lavatory and Galley Ventilation System

21-80
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-80

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

FIN

FUNCTIONAL DESIGNATION

A319/A320
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

PANEL ZONE

2140HM CHECK VALVE-AVNCS VENT


2150HM CHECK VALVE-AIR INLET, AVNCS VENT

AIR CONDITIONING

128

ACCESS
DOOR

ATA
REF.

844AR

21-26-41

FIN

FUNCTIONAL DESIGNATION

2140HM CHECK VALVE-AVNCS VENT


2150HM CHECK VALVE-AIR INLET, AVNCS VENT

TBD

PANEL ZONE
128

ACCESS
DOOR

ATA
REF.

844AR

21-26-41

TBD

2081HM DEMISTER-AVNCS VENT FILTER

127

21-20-00

2081HM DEMISTER-AVNCS VENT FILTER

127

2082HM CARTRIDGE-AVNCS VENT FILTER

127

21-20-00

2082HM CARTRIDGE-AVNCS VENT FILTER

127

21-20-00

2083HM HOUSING-AVNCS VENT FILTER

127

21-20-00

2083HM HOUSING-AVNCS VENT FILTER

127

21-20-00

10HQ

AEVC

128

824AR

21-26-34

10HQ

AEVC

128

824AR

15HQ

VALVE-SKIN AIR INLET, AVNCS VENT

127

812

21-26-52

15HQ

VALVE-SKIN AIR INLET, AVNCS VENT

127

812

21-26-52

16HQ

VALVE-SKIN EXCHANGER INLET


BYPASS, AVNCS VENT

128

127AF

21-26-55

16HQ

VALVE-SKIN EXCHANGER INLET


BYPASS, AVNCS VENT

128

127AF

21-26-55

17HQ

PRESS SW-BLOWER FAN, AVNCS VENT

121

811AB

21-26-11

17HQ

PRESS SW-BLOWER FAN, AVNCS VENT

121

811AB

21-26-11

18HQ

FAN-EXTRACT, AVNCS VENT

128

842AR

21-26-51

18HQ

FAN-EXTRACT, AVNCS VENT

128

842AR

21-26-51

19HQ

PRESS SW-BLOWER FAN, AVNCS VENT

127

842AR

21-26-11

19HQ

PRESS SW-BLOWER FAN, AVNCS VENT

127

842AR

21-26-11

20HQ

FAN-BLOWER, AVNCS VENT

128

824AR

21-26-51

20HQ

FAN-BLOWER, AVNCS VENT

128

824AR

21-26-51

21HQ

VALVE-COND AIR INLET, AVNCS VENT

127

824AR

21-26-54

21HQ

VALVE-COND AIR INLET, AVNCS VENT

127

824AR

21-26-54

22HQ

VALVE-SKIN AIR OUTLET, AVNCS VENT

126

822AR

21-26-53

22HQ

VALVE-SKIN AIR OUTLET, AVNCS VENT

126

822AR

21-26-53

23HQ

VALVE-SKIN EXCHANGER OUTLET


BYPASS, AVNCS VENT

125

812

21-26-55

23HQ

VALVE-SKIN EXCHANGER OUTLET


BYPASS, AVNCS VENT

125

812

21-26-55

24HQ

VALVE-SKIN EXCHANGER ISOL, AVNCS


VENT

126

822

21-26-55

24HQ

VALVE-SKIN EXCHANGER ISOL, AVNCS


VENT

126

822

21-26-55

26HQ

SENSOR-DUCT TEMP, AVNCS VENT

128

824AR

21-26-12

26HQ

SENSOR-DUCT TEMP, AVNCS VENT

128

824AR

21-26-12

28HQ

SENSOR-SKIN TEMP, AVNCS VENT

126

822AR

21-26-13

28HQ

SENSOR-SKIN TEMP, AVNCS VENT

126

822AR

21-26-13

30HQ

PRESS SW-EXTRACT FAN, AVNCS VENT

128

824AR

21-26-11

30HQ

PRESS SW-EXTRACT FAN, AVNCS VENT

128

824AR

21-26-11

1WA

DET-SMOKE, AVNCS COMPT

128

824AR

26-15-15

1WA

DET-SMOKE, AVNCS COMPT

128

824AR

26-15-15

88VU

FOR TRAINING PURPOSES ONLY

21-26-34

Avionics Equipment Ventilation (Sheet 1)

Avionics Equipment Ventilation (Sheet 1)


JUN 97

88VU

21-20-00

21-81
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-81

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

AIR CONDITIONING
COMPONENT LOCATIONS

Avionics Equipment Ventilation (Sheet 2)

Avionics Equipment Ventilation (Sheet 2)

21-82
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-82

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

AIR CONDITIONING
COMPONENT LOCATIONS

Avionics Equipment Ventilation (Sheet 3)

Avionics Equipment Ventilation (Sheet 3)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

21-83
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-83

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

Aft Cargo Compartment Ventilation and Heating System (Sheet 1 - A320)

21-84

AIR CONDITIONING

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Aft Cargo Compartment Ventilation and Heating System (Sheet 1 - A320)

21-84

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

Aft Cargo Compartment Ventilation and Heating System (Sheet 2 - A320)


JUN 97

AIR CONDITIONING

21-85
A320 LIMITATION 1 AND 9 COURSE

Aft Cargo Compartment Ventilation and Heating System (Sheet 2 - A320)


JUN 97

21-85

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AIR CONDITIONING

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Pressure Control System (Sheet 1)

Pressure Control System (Sheet 1)

21-86
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

JUN 97
A320 LIMITATION 1 AND 9 COURSE

21-86

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AIR CONDITIONING

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Pressure Control System (Sheet 2)

Pressure Control System (Sheet 2)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AIR CONDITIONING

21-87
A320 LIMITATION 1 AND 9 COURSE

JUN 97

21-87

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

TABLE OF CONTENTS

TABLE OF CONTENTS

DESCRIPTION & OPERATION


GENERAL ...................................................................................................1
Flight Management Guidance System ..................................................2
FLIGHT GUIDANCE ................................................................................5
Managed Modes ....................................................................................
Selected Modes .....................................................................................6
Flight Mode Annunciator ......................................................................6
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) ........................................10
Autopilot Engagement Criteria .............................................................10
Soft Altitude ..........................................................................................11
Autopilot Disengagement Criteria ........................................................11
Auto Control/Manual Control ...............................................................12
AFS/EFCS Interface .............................................................................13
Rudder Control ......................................................................................14
Pitch Control .........................................................................................15
Aileron Control .....................................................................................16
Spoiler Control ......................................................................................17
Nose Wheel Control ..............................................................................18
Flight Management Guidance Computer (FMGC) Power Supply .......19
Flight Control Unit (FCU) Power Supply .............................................20
MCDU & Data Loader Power Supply ..................................................21
Autopilot Disconnect Circuit ................................................................22
Autothrust Instinctive Disconnect Circuit ............................................22
Sidestick lock Solenoid Circuit .............................................................23
Rudder Artificial Feel Solenoid Circuit.................................................23
ALTITUDE ALERT SYSTEM .................................................................25
AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES .......................26
HDG/TRK Mode ..................................................................................26
NAV Mode at Take-Off ........................................................................27
Engagement of NAV Mode (HDG TRK Selector Knob) .....................28
NAV Mode (DIRECT TO) ...................................................................29
LOC Mode ............................................................................................30
ALT ACQ Mode ...................................................................................31
ALT ACQ Mode - Altitude Change During Armin Phase ...................32
ALT ACQ Mode - Altitude Change During Capture Mode .................33
AP Engagement With FD in ALT Mode ..............................................34
V/S FPA Mode Selection ......................................................................35
V/S Mode Engagement - V/S Selector Knob .......................................36
Altitude Hold Through V/S FPA Mode ................................................37
OPEN CLB Mode - ALT SEL > Current Altitude ...............................38
OPEN CLB - ALT SEL < Current Alltitude ........................................39
OPEN CLB Mode - V/S Demand Above Performance Capability ......40
OPEN DES Mode - ALT SEL < Current Altitude ...............................41

DESCRIPTION & OPERATION


GENERAL .................................................................................................. 1
Flight Management Guidance System .................................................. 2
FLIGHT GUIDANCE ................................................................................ 5
Managed Modes ....................................................................................
Selected Modes ..................................................................................... 6
Flight Mode Annunciator ..................................................................... 6
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) ....................................... 10
Autopilot Engagement Criteria ............................................................. 10
Soft Altitude .......................................................................................... 11
Autopilot Disengagement Criteria ........................................................ 11
Auto Control/Manual Control ............................................................... 12
AFS/EFCS Interface ............................................................................. 13
Rudder Control ..................................................................................... 14
Pitch Control ......................................................................................... 15
Aileron Control ..................................................................................... 16
Spoiler Control ...................................................................................... 17
Nose Wheel Control ............................................................................. 18
Flight Management Guidance Computer (FMGC) Power Supply ....... 19
Flight Control Unit (FCU) Power Supply ............................................ 20
MCDU & Data Loader Power Supply .................................................. 21
Autopilot Disconnect Circuit ................................................................ 22
Autothrust Instinctive Disconnect Circuit ............................................ 22
Sidestick lock Solenoid Circuit ............................................................ 23
Rudder Artificial Feel Solenoid Circuit................................................. 23
ALTITUDE ALERT SYSTEM ................................................................. 25
AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES ....................... 26
HDG/TRK Mode .................................................................................. 26
NAV Mode at Take-Off ........................................................................ 27
Engagement of NAV Mode (HDG TRK Selector Knob) ..................... 28
NAV Mode (DIRECT TO) ................................................................... 29
LOC Mode ............................................................................................ 30
ALT ACQ Mode ................................................................................... 31
ALT ACQ Mode - Altitude Change During Armin Phase ................... 32
ALT ACQ Mode - Altitude Change During Capture Mode ................. 33
AP Engagement With FD in ALT Mode .............................................. 34
V/S FPA Mode Selection ...................................................................... 35
V/S Mode Engagement - V/S Selector Knob ....................................... 36
Altitude Hold Through V/S FPA Mode ................................................ 37
OPEN CLB Mode - ALT SEL > Current Altitude ............................... 38
OPEN CLB - ALT SEL < Current Alltitude ........................................ 39
OPEN CLB Mode - V/S Demand Above Performance Capability ...... 40
OPEN DES Mode - ALT SEL < Current Altitude ............................... 41

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

22-i
A320 LIMITATION 1 AND 9 COURSE

22-i

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

TABLE OF CONTENTS

TABLE OF CONTENTS

DESCRIPTION & OPERATION Cont.


EXP CLB - Aircraft Altitude < Selected Altitude ................................ 42
EXP DES - Aircraft Altitude > Selected Altitude ................................ 43
EXPED Mode - Disengagement By Selected Speed Selection ............ 44
Managed Level Change - A/C Altitude < Selected Altitude ................ 45
CLB Mode in Take-Off Phase .............................................................. 46
AUTOPILOT/FLIGHT DIRECTOR COMMON MODES ................... 47
Take-Off With NAV Modes ................................................................. 47
Take-Off With Heading Preset ............................................................. 48
ILS Approach ........................................................................................ 49
AREA NAV Approach ......................................................................... 50
GO AROUND Mode ............................................................................ 51
AUTOTHRUST .......................................................................................... 52
Thrust Setting ........................................................................................ 54
Autothrust Logic ................................................................................... 57
Autothrust Engagement ........................................................................ 58
Autothrust Modes ................................................................................. 58
Alpha Floor Protection ......................................................................... 60
FLIGHT AUGMENTATION .................................................................... 62
Rudder Travel Limitation ..................................................................... 64
Rudder Trim .......................................................................................... 66
Yaw Damper ......................................................................................... 68
FLIGHT ENVELOPE PROTECTION .................................................... 70
FAC Characteristic Speed Data ............................................................ 72
FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY ... 74
Flight Augmentation System (FAC) 28 VDC Power Supply ............... 74
Flight Augmentation System (FAC) 26VAC Power Supply ............... 75
Flight Augmentation System (FAC) Hydraulic Power Supply ........... 76
FLIGHT MANAGEMENT & GUIDANCE SYSTEM (FMGS) ............ 77
Flight Management and Guidance Computers (FMGC) ...................... 77
FMGC Operation .................................................................................. 78
Flight Management NAV Architecture ................................................ 80
Fight Management Ssystem RAD NAV Architecture .......................... 81
FMGS Position Computation ............................................................... 82
Flight Plan Indication ........................................................................... 84
FLIGHT PLANNING ................................................................................ 85
Flight Plan ............................................................................................. 85
Navigation Data Base ........................................................................... 85
Lateral Flight Plan ................................................................................ 85
Vertical Flight Plan ............................................................................... 86
Performance .......................................................................................... 86
MCDU Failure ...................................................................................... 86

DESCRIPTION & OPERATION Cont.


EXP CLB - Aircraft Altitude < Selected Altitude ................................ 42
EXP DES - Aircraft Altitude > Selected Altitude ................................ 43
EXPED Mode - Disengagement By Selected Speed Selection ............ 44
Managed Level Change - A/C Altitude < Selected Altitude ................ 45
CLB Mode in Take-Off Phase .............................................................. 46
AUTOPILOT/FLIGHT DIRECTOR COMMON MODES ................... 47
Take-Off With NAV Modes ................................................................. 47
Take-Off With Heading Preset ............................................................. 48
ILS Approach ....................................................................................... 49
AREA NAV Approach ......................................................................... 50
GO AROUND Mode ............................................................................ 51
AUTOTHRUST .......................................................................................... 52
Thrust Setting ....................................................................................... 54
Autothrust Logic ................................................................................... 57
Autothrust Engagement ........................................................................ 58
Autothrust Modes ................................................................................. 58
Alpha Floor Protection ......................................................................... 60
FLIGHT AUGMENTATION ................................................................... 62
Rudder Travel Limitation ..................................................................... 64
Rudder Trim ......................................................................................... 66
Yaw Damper ......................................................................................... 68
FLIGHT ENVELOPE PROTECTION .................................................... 70
FAC Characteristic Speed Data ............................................................ 72
FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY .. 74
Flight Augmentation System (FAC) 28 VDC Power Supply ............... 74
Flight Augmentation System (FAC) 26VAC Power Supply ............... 75
Flight Augmentation System (FAC) Hydraulic Power Supply ........... 76
FLIGHT MANAGEMENT & GUIDANCE SYSTEM (FMGS) ........... 77
Flight Management and Guidance Computers (FMGC) ...................... 77
FMGC Operation .................................................................................. 78
Flight Management NAV Architecture ................................................ 80
Fight Management Ssystem RAD NAV Architecture ......................... 81
FMGS Position Computation ............................................................... 82
Flight Plan Indication ........................................................................... 84
FLIGHT PLANNING ................................................................................ 85
Flight Plan ............................................................................................. 85
Navigation Data Base ........................................................................... 85
Lateral Flight Plan ................................................................................ 85
Vertical Flight Plan ............................................................................... 86
Performance .......................................................................................... 86
MCDU Failure ...................................................................................... 86

22-ii

22-ii

FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

TABLE OF CONTENTS

TABLE OF CONTENTS

DESCRIPTION & OPERATION Cont.


DATABASE LOADING ............................................................................88
LANDING CAPABILITIES ......................................................................90
Removal of FD Bars .............................................................................91
Autoflight Warnings .............................................................................91
AFS MAINTENANCE SYSTEM ..............................................................92
Fault Isolation Detection System (FIDS) ..............................................92
CONTROLS & INDICATIONS
FLIGHT CONTROL UNIT (FCU) ...........................................................93
EFIS CONTROL PANEL ..........................................................................98
THROTTLES ..............................................................................................99
ECAM INDICATIONS ..............................................................................100
AUTOLAND WARNING ..........................................................................101
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) .................102
MCDU FUNCTION & MODE KEYS ......................................................104
MCDU PAGE FORMAT ...........................................................................106
FLIGHT MODE ANNUNCIATOR (FMA) INDICATIONS .................115
PFD FLIGHT MODE ANNUNCIATIONS .............................................116
Autothrottle Annunciations (FMA Column 1) .................................117
Autopilot / Flight Director Vertical Modes (FMA Column 2).........118
Autopilot / Flight Director Lateral Modes (FMA Column 3) ..........120
AP/FD LAT & Vertical Combined Mode (FMA Columns 2 & 3) .120
Second Line (Armed Lateral Modes) ................................................120
Approach Capabilities (FMA Column 4) ..........................................121
Autopilot / Autothrottle Engagement Status (FMA Column 5) .....121
Special Messages (FMA Column 2 and 3) ........................................122
CFDS - AFS System/Report Test ..............................................................123
AFS Last Leg Report ..................................................................................124
AFS Previous Leg Report ..........................................................................125
AFS Ground Scan .......................................................................................126
AFS Windshear Test ...................................................................................127
AFS Maintenance Procedure .....................................................................128
AFS Test .......................................................................................................129
AFS Land Test ............................................................................................130
COMPONENT LOCATION
AFS Component Layout ...............................................................................132
AFS Computers ............................................................................................134
Flight Augmentation Computer (FAC) ........................................................135
Flight Management Guidance Compter (FMGC) .........................................136

DESCRIPTION & OPERATION Cont.


DATABASE LOADING ............................................................................ 88
LANDING CAPABILITIES ...................................................................... 90
Removal of FD Bars ............................................................................. 91
Autoflight Warnings ............................................................................. 91
AFS MAINTENANCE SYSTEM ............................................................. 92
Fault Isolation Detection System (FIDS) ............................................. 92
CONTROLS & INDICATIONS
FLIGHT CONTROL UNIT (FCU) .......................................................... 93
EFIS CONTROL PANEL ......................................................................... 98
THROTTLES ............................................................................................. 99
ECAM INDICATIONS .............................................................................. 100
AUTOLAND WARNING .......................................................................... 101
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) ................ 102
MCDU FUNCTION & MODE KEYS ...................................................... 104
MCDU PAGE FORMAT ........................................................................... 106
FLIGHT MODE ANNUNCIATOR (FMA) INDICATIONS ................. 115
PFD FLIGHT MODE ANNUNCIATIONS ............................................. 116
Autothrottle Annunciations (FMA Column 1) ................................. 117
Autopilot / Flight Director Vertical Modes (FMA Column 2)......... 118
Autopilot / Flight Director Lateral Modes (FMA Column 3).......... 120
AP/FD LAT & Vertical Combined Mode (FMA Columns 2 & 3) . 120
Second Line (Armed Lateral Modes) ................................................ 120
Approach Capabilities (FMA Column 4) .......................................... 121
Autopilot / Autothrottle Engagement Status (FMA Column 5) ..... 121
Special Messages (FMA Column 2 and 3) ........................................ 122
CFDS - AFS System/Report Test .............................................................. 123
AFS Last Leg Report .................................................................................. 124
AFS Previous Leg Report .......................................................................... 125
AFS Ground Scan ....................................................................................... 126
AFS Windshear Test .................................................................................. 127
AFS Maintenance Procedure ..................................................................... 128
AFS Test ....................................................................................................... 129
AFS Land Test ............................................................................................ 130
COMPONENT LOCATION
AFS Component Layout ............................................................................... 132
AFS Computers ............................................................................................ 134
Flight Augmentation Computer (FAC) ........................................................ 135
Flight Management Guidance Compter (FMGC) ........................................ 136

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

22-iii
A320 LIMITATION 1 AND 9 COURSE

22-iii

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


GENERAL
The autoflight system (AFS) is made up of
the Flight Management and Guidance System (FMGS) and the Flight Augmentation
Computers (FACs).
The FMGS performs the following functions:
- autopilot (AP),
- flight director (FD),
- autothrust (A/THR),
- flight management which includes
navigation, performance and processing
of displays.
The FAC performs the following functions:
- yaw damper,
- rudder travel limiting,
- monitoring of the flight envelope and
computations of maneuvering speed,
- yaw autopilot order using power loops of
yaw damper and rudder trim,
- FAC 1: BITE function of the autoflight
system (AFS).
The actuators associated with the FAC are
directly connected to the flight controls.
All the autoflight controls and displays are
located on the glareshield, overhead panel,
maintenance panel and center pedestal in
the cockpit. Digital data buses provide
interconnections between the computers,
control units and sensors. The interconnection between the FACs, the FMGCs
and the peripherals makes sure that a single failure of a peripheral has no effect on
the AFS/FMS functions.
The Auto Flight System provides the crew
with functions reducing their workload
and improving the safety and the regularity of the flight. The Auto Flight System
(AFS) calculates orders to automatically
control the flight controls and engines by
computing orders then sending them to the
Electrical Flight Control System (EFCS)

JUN 97
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


and to the Full Authority Digital Engine
Control (FADEC) system. When the AFS
is not active, the above mentioned components are controlled by the same systems,
but orders are generated by specific
devices such as side sticks and thrust
levers.
A fundamental function of the AFS is to
calculate the position of the aircraft. When
computing A/C position, the system uses
several aircraft sensors (ex. VOR, DME).
Aircraft control is AUTOMATIC (Autopilot or Autothrust), or MANUAL (crew
action on side stick or on thrust levers).
Aircraft guidance is MANAGED (targets
are provided by the FMGC), or
SELECTED (guidance targets are selected
by the crew through the FCU).
Flight management and flight guidance,
are mainly controlled from the Multipurpose Control and Display Unit and Flight
Control Unit.
Before departure on the Multipurpose
Control and Display Unit (MCDU) the
crew selects the flight plan, which will be
followed later on by the aircraft. In flight,
on the Flight Control Unit (FCU), the
crew can engage the autopilot and can
modify different flight parameters leading
to a change in the control of the aircraft.
The system has several flight plans in its
memory, and they are predetermined by
the airline. A flight plan comprises a complete flight from departure to arrival, the
various elements and constraints for the
route the aircraft must fly along, from take
off to landing. It includes vertical information and all intermediate waypoints and
can be displayed on the instruments
(CRTs). A flight plan can be selected,
built up, modified and monitored through
the MCDU. The database must updated.

22-1
A320 LIMITATION 1 AND 9 COURSE

GENERAL
The autoflight system (AFS) is made up of
the Flight Management and Guidance System (FMGS) and the Flight Augmentation
Computers (FACs).
The FMGS performs the following functions:
- autopilot (AP),
- flight director (FD),
- autothrust (A/THR),
- flight management which includes
navigation, performance and processing
of displays.
The FAC performs the following functions:
- yaw damper,
- rudder travel limiting,
- monitoring of the flight envelope and
computations of maneuvering speed,
- yaw autopilot order using power loops of
yaw damper and rudder trim,
- FAC 1: BITE function of the autoflight
system (AFS).
The actuators associated with the FAC are
directly connected to the flight controls.
All the autoflight controls and displays are
located on the glareshield, overhead panel,
maintenance panel and center pedestal in
the cockpit. Digital data buses provide
interconnections between the computers,
control units and sensors. The interconnection between the FACs, the FMGCs
and the peripherals makes sure that a single failure of a peripheral has no effect on
the AFS/FMS functions.
The Auto Flight System provides the crew
with functions reducing their workload
and improving the safety and the regularity of the flight. The Auto Flight System
(AFS) calculates orders to automatically
control the flight controls and engines by
computing orders then sending them to the
Electrical Flight Control System (EFCS)

JUN 97

and to the Full Authority Digital Engine


Control (FADEC) system. When the AFS
is not active, the above mentioned components are controlled by the same systems,
but orders are generated by specific
devices such as side sticks and thrust
levers.
A fundamental function of the AFS is to
calculate the position of the aircraft. When
computing A/C position, the system uses
several aircraft sensors (ex. VOR, DME).
Aircraft control is AUTOMATIC (Autopilot or Autothrust), or MANUAL (crew
action on side stick or on thrust levers).
Aircraft guidance is MANAGED (targets
are provided by the FMGC), or
SELECTED (guidance targets are selected
by the crew through the FCU).
Flight management and flight guidance,
are mainly controlled from the Multipurpose Control and Display Unit and Flight
Control Unit.
Before departure on the Multipurpose
Control and Display Unit (MCDU) the
crew selects the flight plan, which will be
followed later on by the aircraft. In flight,
on the Flight Control Unit (FCU), the
crew can engage the autopilot and can
modify different flight parameters leading
to a change in the control of the aircraft.
The system has several flight plans in its
memory, and they are predetermined by
the airline. A flight plan comprises a complete flight from departure to arrival, the
various elements and constraints for the
route the aircraft must fly along, from take
off to landing. It includes vertical information and all intermediate waypoints and
can be displayed on the instruments
(CRTs). A flight plan can be selected,
built up, modified and monitored through
the MCDU. The database must updated.

22-1

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Flight Management Guidance System
The FMGS is a dual type system for the
autopilot and autothrust functions. In
cruise mode only one autopilot can be
engaged. Both APs can be engaged
(through the AP l and AP 2 pushbutton
switches located on the FCU) as soon as
ILS approach mode is selected. AP l has
priority, AP 2 is in standby (the ELACs
and the FACs use the AP l commands first
and switch on the AP 2 command in case
of AP l disengagement).
A single A/THR pushbutton switch
located on the FCU enables engagement
of the autothrust function. Both A/THRs
are always engaged at the same time, but
only one (A/THR 1 or A/THR 2) is active
depending on AP and FD engagement status.
The flight director is active when the aircraft electrical network is energized. After
power-up, the associated FD pushbutton
switches on CAPT and F/O EFIS control
sections come on. FMGC 1 normally
drives the FD symbols (crossed bars or
yaw bar or flight path director symbols)
on Capt PFD and the FMGC 2 normally
drives the FD symbols on F/O PFD. In
case of the failure of one FMGC, the
remaining FMGC drives the FD symbols
on both PFDs.
The flight management system is available when the aircraft electrical network is
energized. The FMGCs work normally in
dual mode on the master/slave concept.
Both FMGCs perform the same functions
simultaneously and use all crew inputs on
MCDU 1 or 2.

22-2
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The flight management functions are performed by normally using the system
input of the associated side (1 or 2). The
slave system synchronizes on the master
system for the initialization of flight planning, modification and sequencing, the
performance modes, the guidance modes
and radio navigation. The results are compared and, in case of discrepancy, the
MCDU displays messages (position,
weight, target speeds).
The FMGC 1 and 2 send autopilot orders
through output buses to the ELACs. The
ELACs then transmit deflection commands to the surfaces on the pitch and roll
axes. The ELACs use the buses from the
FMGC 1 or FMGC 2 according to the
autopilot engaged (AP l has priority when
both APs are engaged in ILS approach).
The FMGC 1 and 2 send autopilot orders
to the FACs which control both yaw
damper servo actuators (transient commands) and rudder trim actuator (permanent commands).
The FACs use the same priority logic as
the ELACs. The FACs send yaw damper
commands to two hydraulic servo actuators (one per FAC). They also send commands to four electrical actuators for
rudder trim and rudder travel limiting (one
per FAC and per function). All the servomotors operate using an automatic
changeover logic in the event of a failure.
The FMGCs compute and transmit data to
the engines through the FCU, EIU and
EEC digital data buses. To consolidate
engine data, the FMGC having priority
compares the output parameters from the
Flight Control Unit (FCU) with its own
available data by means of comparison
logic.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Flight Management Guidance System


The FMGS is a dual type system for the
autopilot and autothrust functions. In
cruise mode only one autopilot can be
engaged. Both APs can be engaged
(through the AP l and AP 2 pushbutton
switches located on the FCU) as soon as
ILS approach mode is selected. AP l has
priority, AP 2 is in standby (the ELACs
and the FACs use the AP l commands first
and switch on the AP 2 command in case
of AP l disengagement).
A single A/THR pushbutton switch
located on the FCU enables engagement
of the autothrust function. Both A/THRs
are always engaged at the same time, but
only one (A/THR 1 or A/THR 2) is active
depending on AP and FD engagement status.
The flight director is active when the aircraft electrical network is energized. After
power-up, the associated FD pushbutton
switches on CAPT and F/O EFIS control
sections come on. FMGC 1 normally
drives the FD symbols (crossed bars or
yaw bar or flight path director symbols)
on Capt PFD and the FMGC 2 normally
drives the FD symbols on F/O PFD. In
case of the failure of one FMGC, the
remaining FMGC drives the FD symbols
on both PFDs.
The flight management system is available when the aircraft electrical network is
energized. The FMGCs work normally in
dual mode on the master/slave concept.
Both FMGCs perform the same functions
simultaneously and use all crew inputs on
MCDU 1 or 2.

22-2

The flight management functions are performed by normally using the system
input of the associated side (1 or 2). The
slave system synchronizes on the master
system for the initialization of flight planning, modification and sequencing, the
performance modes, the guidance modes
and radio navigation. The results are compared and, in case of discrepancy, the
MCDU displays messages (position,
weight, target speeds).
The FMGC 1 and 2 send autopilot orders
through output buses to the ELACs. The
ELACs then transmit deflection commands to the surfaces on the pitch and roll
axes. The ELACs use the buses from the
FMGC 1 or FMGC 2 according to the
autopilot engaged (AP l has priority when
both APs are engaged in ILS approach).
The FMGC 1 and 2 send autopilot orders
to the FACs which control both yaw
damper servo actuators (transient commands) and rudder trim actuator (permanent commands).
The FACs use the same priority logic as
the ELACs. The FACs send yaw damper
commands to two hydraulic servo actuators (one per FAC). They also send commands to four electrical actuators for
rudder trim and rudder travel limiting (one
per FAC and per function). All the servomotors operate using an automatic
changeover logic in the event of a failure.
The FMGCs compute and transmit data to
the engines through the FCU, EIU and
EEC digital data buses. To consolidate
engine data, the FMGC having priority
compares the output parameters from the
Flight Control Unit (FCU) with its own
available data by means of comparison
logic.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

AFS System Diagram

AFS System Diagram

JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-3
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-3

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


There are no servo actuators for the autopilot and the autothrust functions. The side
stick controllers and the throttle control
levers do not move when the autopilot and
the A/THR are engaged.
The FAC is a dual type system for yaw
damper, rudder trim and rudder travel
functions.
FACs 1 and 2 can be engaged at the same
time through FAC 1 and FAC 2 pushbutton switches on the overhead panel. Only
one system is active at a time: FAC 1 has
priority, FAC 2 being in standby and synchronized on FAC 1 orders. An automatic
changeover to FAC 2 occurs in case of
disengagement or failure of FAC 1. Partial
changeover function per function (yaw
damper, rudder trim, RTL) is possible.
When the aircraft electrical network is
energized, flight envelope monitoring and
computation of maneuvering speeds operate independently of the FAC pushbutton
switches. The FACs provide windshear
and low energy warnings and flight envelope protection.
FMGC 1 and Capt PFD normally use data
from FAC 1 while FMGC 2 and F/O PFD
normally use data from FAC 2. In the
event of failure, the FMGCs and the PFDs
use the data from the active FAC.
FAC 1 performs the BITE function of the
whole AFS/FMS. Each computer includes
its own BITE function and is linked to
FAC 1. The MCDU (linked to the CFDIU)
displays the content of the maintenance
data and allows tests to be performed on

22-4
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


the AFS system.
The AFS system is composed of both lateral functions and vertical functions. The
main lateral functions are:
- aircraft position determination,
- IRS alignment through the MCDU,
- automatic or manual selection (through
MCDU) selection of VOR, DME, ILS
and ADF frequencies,
- guidance computation along the lateral
flight plan,
- a navigation database provides all
necessary information to build a flight
plan with provisions for modifications.
The main vertical functions are:
- optimized speed computation; which is
then used as a reference for the guidance
functions,
- performance predictions such as time,
fuel, altitude, wind at various points of
the flight,
- guidance computation along the vertical
flight plan,
- a performance database provides
information based on airframe and
engine specifications.
Various displays are used to present Auto
Flight system data and information. The
main displays presenting Auto Flight System (AFS) information are:
- Multipurpose Control and Display Unit,
- Flight Control Unit (FCU),
- Primary Flight Display (PFD),
- Navigation Display (ND),
- Engine/Warning Display (EWD),
- ECAM Status Display page (SD).

JUN 97
A320 LIMITATION 1 AND 9 COURSE

There are no servo actuators for the autopilot and the autothrust functions. The side
stick controllers and the throttle control
levers do not move when the autopilot and
the A/THR are engaged.
The FAC is a dual type system for yaw
damper, rudder trim and rudder travel
functions.
FACs 1 and 2 can be engaged at the same
time through FAC 1 and FAC 2 pushbutton switches on the overhead panel. Only
one system is active at a time: FAC 1 has
priority, FAC 2 being in standby and synchronized on FAC 1 orders. An automatic
changeover to FAC 2 occurs in case of
disengagement or failure of FAC 1. Partial
changeover function per function (yaw
damper, rudder trim, RTL) is possible.
When the aircraft electrical network is
energized, flight envelope monitoring and
computation of maneuvering speeds operate independently of the FAC pushbutton
switches. The FACs provide windshear
and low energy warnings and flight envelope protection.
FMGC 1 and Capt PFD normally use data
from FAC 1 while FMGC 2 and F/O PFD
normally use data from FAC 2. In the
event of failure, the FMGCs and the PFDs
use the data from the active FAC.
FAC 1 performs the BITE function of the
whole AFS/FMS. Each computer includes
its own BITE function and is linked to
FAC 1. The MCDU (linked to the CFDIU)
displays the content of the maintenance
data and allows tests to be performed on

22-4

the AFS system.


The AFS system is composed of both lateral functions and vertical functions. The
main lateral functions are:
- aircraft position determination,
- IRS alignment through the MCDU,
- automatic or manual selection (through
MCDU) selection of VOR, DME, ILS
and ADF frequencies,
- guidance computation along the lateral
flight plan,
- a navigation database provides all
necessary information to build a flight
plan with provisions for modifications.
The main vertical functions are:
- optimized speed computation; which is
then used as a reference for the guidance
functions,
- performance predictions such as time,
fuel, altitude, wind at various points of
the flight,
- guidance computation along the vertical
flight plan,
- a performance database provides
information based on airframe and
engine specifications.
Various displays are used to present Auto
Flight system data and information. The
main displays presenting Auto Flight System (AFS) information are:
- Multipurpose Control and Display Unit,
- Flight Control Unit (FCU),
- Primary Flight Display (PFD),
- Navigation Display (ND),
- Engine/Warning Display (EWD),
- ECAM Status Display page (SD).

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


FLIGHT GUIDANCE
Each FMGC is made of two parts:
- The Flight Management Part (FM),
- The Flight Guidance Part (FG).
The Flight Management part provides
functions related to flight plan definition,
revision and monitoring. The flight guidance part provides functions related to aircraft control.
The Flight Guidance portion of the FMGS
utilizes the autopilots, flight directors, and
autothrottle system to provide flight guidance.
These functions work according to modes
generally chosen on the FCU. The Management part of the FMGC is used as a
reference source for the guidance part.
There are two basic modes of flight guidance: "managed" and "selected." Managed
modes are armed or engaged by pushing
the respective knob on the Flight Control
Unit (FCU). Selected modes are engaged
by pulling on the respective knob on the
FCU. The exception to this rule is that
LNAV engages automatically if a "DIR
TO" is selected on the MCDU.
The operational use is based on the following principle:
- the short term pilot orders are entered
through the FCU,
- the long term pilot orders are entered
through the MCDU. This principle leads
to two distinct operations : manual and
automatic controls.

JUN 97
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


In manual control the aircraft is controlled
using reference parameters entered by the
pilot on the FCU (heading/track, vertical
speed/flight path angle, speed/Mach, altitude). These parameters are taken into
account (acquisition and then hold) as follows:
- modification of the parameter by means
of the corresponding selector knob on
the FCU,
- pull action on the selector knob.
In automatic control the aircraft is controlled using reference parameters computed by the FMGC which takes into
account the pilot data selected on the
MCDU. When the corresponding selector
knob on the FCU is pushed, a parameter is
selected in automatic control and the following occurs:
- the parameter value is shown by means
of a dashed line (for altitude a value is
always shown)
- a white indicator light comes on near the
corresponding reference display.

22-5
A320 LIMITATION 1 AND 9 COURSE

FLIGHT GUIDANCE
Each FMGC is made of two parts:
- The Flight Management Part (FM),
- The Flight Guidance Part (FG).
The Flight Management part provides
functions related to flight plan definition,
revision and monitoring. The flight guidance part provides functions related to aircraft control.
The Flight Guidance portion of the FMGS
utilizes the autopilots, flight directors, and
autothrottle system to provide flight guidance.
These functions work according to modes
generally chosen on the FCU. The Management part of the FMGC is used as a
reference source for the guidance part.
There are two basic modes of flight guidance: "managed" and "selected." Managed
modes are armed or engaged by pushing
the respective knob on the Flight Control
Unit (FCU). Selected modes are engaged
by pulling on the respective knob on the
FCU. The exception to this rule is that
LNAV engages automatically if a "DIR
TO" is selected on the MCDU.
The operational use is based on the following principle:
- the short term pilot orders are entered
through the FCU,
- the long term pilot orders are entered
through the MCDU. This principle leads
to two distinct operations : manual and
automatic controls.

JUN 97

In manual control the aircraft is controlled


using reference parameters entered by the
pilot on the FCU (heading/track, vertical
speed/flight path angle, speed/Mach, altitude). These parameters are taken into
account (acquisition and then hold) as follows:
- modification of the parameter by means
of the corresponding selector knob on
the FCU,
- pull action on the selector knob.
In automatic control the aircraft is controlled using reference parameters computed by the FMGC which takes into
account the pilot data selected on the
MCDU. When the corresponding selector
knob on the FCU is pushed, a parameter is
selected in automatic control and the following occurs:
- the parameter value is shown by means
of a dashed line (for altitude a value is
always shown)
- a white indicator light comes on near the
corresponding reference display.

22-5

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Managed Modes
Managed modes are used for lateral, vertical, and speed profiles as determined by
the FMGS. These modes are considered
"long-term" modes and are modified by
entries on the MCDU.
- Lateral Modes
-Lateral Navigation
-Localizer (LOC)
-Approach Navigation on a
nonprecision approach (APP NAV)
-Runway (RWY)
-Runway Track (RWY TRK)
-Go Around Track (GA TRK)
-Nosewheel steering on an autoland
approach (ROLLOUT)
- Vertical Modes
-Vertical Navigation
-Climb (CLB)
-Descent (DES)
-Speed Reference System for takeoff
and go around (SRS)
-Glide Slope (G/S)
-Flight Path Angle on a nonprecision
approach (FINAL APP)
-FLARE (autoland approach)
-Approach Navigation (APP NAV)
-Altitude (ALT, ALT CST, ALT CRZ).
NOTE: VNAV, CLB, DES, FINAL, and
FINAL APP are only available if LNAV
is engaged.
- Speed Modes
-Managed Speed/mach
Selected Modes
Selected modes are used for lateral, vertical, and speed commands. The airplane is
flown according to commands selected by
the crew on the FCU. These selections are
considered "short-term" commands, and
override managed modes.

22-6
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


- Lateral Modes
- Heading (HDG)
- Track (TRACK)
- Vertical Modes
-Open Climb (OP CLB)
-Open Descent (OP DES)
-Vertical Speed (V/S300)
-Flight Path Angle (FPA3.05)
-EXPEDITE (EXP CLB/EXP DES)
-Altitude (ALT CRZ/ALT CST)
Flight Mode Annunciator
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 fives zones: A/THR information, vertical and AP/FD modes, landing
capability, engagement status of guidance
functions. Messages use the third line of
the second and third zones. Five colors are
used:
- GREEN: A/THR and AP/FD active
modes,
- CYAN: AP/FD armed mode, A'THR
engaged (not active), V/S, FPA,
FLXTEMP, MDA, MDH and DH
numeric values, selected Mach and
speed,
- WHITE: Flight Guidance function
engaged, A/THR activated, landing
categories, manual thrusts (surrounded
by boxes) which are held when A/THR
is not active, messages. Mode change
and guidance function engagement make
a white box appear for ten seconds,
- AMBER: Messages, boxes around
certain thrust modes,
- RED: MAN PITCH TRIM ONLY
message.
Autopilot/Flight Director Controls/

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Managed Modes
Managed modes are used for lateral, vertical, and speed profiles as determined by
the FMGS. These modes are considered
"long-term" modes and are modified by
entries on the MCDU.
- Lateral Modes
-Lateral Navigation
-Localizer (LOC)
-Approach Navigation on a
nonprecision approach (APP NAV)
-Runway (RWY)
-Runway Track (RWY TRK)
-Go Around Track (GA TRK)
-Nosewheel steering on an autoland
approach (ROLLOUT)
- Vertical Modes
-Vertical Navigation
-Climb (CLB)
-Descent (DES)
-Speed Reference System for takeoff
and go around (SRS)
-Glide Slope (G/S)
-Flight Path Angle on a nonprecision
approach (FINAL APP)
-FLARE (autoland approach)
-Approach Navigation (APP NAV)
-Altitude (ALT, ALT CST, ALT CRZ).
NOTE: VNAV, CLB, DES, FINAL, and
FINAL APP are only available if LNAV
is engaged.
- Speed Modes
-Managed Speed/mach
Selected Modes
Selected modes are used for lateral, vertical, and speed commands. The airplane is
flown according to commands selected by
the crew on the FCU. These selections are
considered "short-term" commands, and
override managed modes.

22-6

- Lateral Modes
- Heading (HDG)
- Track (TRACK)
- Vertical Modes
-Open Climb (OP CLB)
-Open Descent (OP DES)
-Vertical Speed (V/S300)
-Flight Path Angle (FPA3.05)
-EXPEDITE (EXP CLB/EXP DES)
-Altitude (ALT CRZ/ALT CST)
Flight Mode Annunciator
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 fives zones: A/THR information, vertical and AP/FD modes, landing
capability, engagement status of guidance
functions. Messages use the third line of
the second and third zones. Five colors are
used:
- GREEN: A/THR and AP/FD active
modes,
- CYAN: AP/FD armed mode, A'THR
engaged (not active), V/S, FPA,
FLXTEMP, MDA, MDH and DH
numeric values, selected Mach and
speed,
- WHITE: Flight Guidance function
engaged, A/THR activated, landing
categories, manual thrusts (surrounded
by boxes) which are held when A/THR
is not active, messages. Mode change
and guidance function engagement make
a white box appear for ten seconds,
- AMBER: Messages, boxes around
certain thrust modes,
- RED: MAN PITCH TRIM ONLY
message.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Autopilot/Flight Director Controls/Indications

Indications
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-7
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-7

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Flight Control Unit (FCU)

Flight Control Unit (FCU)

22-8
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-8

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Flight Mode Annunciator (FMA)

Flight Mode Annunciator (FMA)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-9
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-9

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


AUTOPILOT/FLIGHT DIRECTOR
(AP/FD)
The autopilot (AP) and the flight director
(FD) functions are:
- stabilization of the aircraft around its
center of gravity when the AP/FD
system holds vertical speed or flight path
angle and heading or track,
- acquisition and hold of a flight path,
- guidance of the aircraft at takeoff by
holding runway axis and speed
(available in the FD as long as the
aircraft is on ground),
- automatic landing and go around.
The autopilot gives orders to control:
- the position of the control surfaces on
the three axes: pitch, roll and yaw,
- the position of the nose wheel.
These orders are taken into account by
these computers:
- FACs, ELACs, SECs and BSCU.
The flight director generates guidance
orders used in manual control. These
orders are displayed on the Primary Flight
Displays (PFDs) through the Display
Management Computers (DMCs).
NOTE :The DMCs deliver the information to the EFIS display units. The
warnings of the ECAM system and
those on the glareshield are generated
by the FWCs.
Autopilot guidance modes are selected on
the FCU and MCDU. Engagement is confirmed on the FMA. The autopilots utilize
ailerons, spoilers, and elevators to achieve
the desired flight profile. Rudder inputs,
yaw damping, and rudder trim are computed by the FACs and are automatic with
an autopilot engaged.

22-10
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The autopilot provides inputs to the nosewheel steering unit during the ROLLOUT
mode of an autoland approach. The airplane has full autoland capability even on
one engine.
Autopilot Engagement Criteria
The flight directors display FMGC and
FCU commands on both PFDs. They
come on automatically in the HDG/V/S
mode (conventional crossbar display)
when electrical power is applied to the aircraft electrical busses. A TRK/FPA mode
is also available to display airplane track
and vertical flight path angle information
in place of the standard cross bars. FD
pushbuttons located on the Flight Control
Unit allow withdrawal of the FD from the
PFDs.
There are three flight director bars:
- horizontal pitch bar,
- vertical roll bar,
- yaw bar.
The pitch bar does not appear if there is no
vertical active mode or in the roll out
phase of land mode. The roll bar does not
appear if there is no lateral mode active,
roll out mode and runway mode up to 30
ft. The yaw bar only appears in runway
mode up to 30 ft. radio altitude and during
align or roll out phase of land mode.
NOTE: If the aircraft is on the ground
and no AP/FD mode is engaged, FD
symbols are not displayed on the PFDs.
One autopilot can be engaged on the
ground if the engines are not running; it
will disengage when the first engine is
started. The airplane must be airborne for
at least 5 seconds before an autopilot can
be engaged in flight

JUN 97
A320 LIMITATION 1 AND 9 COURSE

AUTOPILOT/FLIGHT DIRECTOR
(AP/FD)
The autopilot (AP) and the flight director
(FD) functions are:
- stabilization of the aircraft around its
center of gravity when the AP/FD
system holds vertical speed or flight path
angle and heading or track,
- acquisition and hold of a flight path,
- guidance of the aircraft at takeoff by
holding runway axis and speed
(available in the FD as long as the
aircraft is on ground),
- automatic landing and go around.
The autopilot gives orders to control:
- the position of the control surfaces on
the three axes: pitch, roll and yaw,
- the position of the nose wheel.
These orders are taken into account by
these computers:
- FACs, ELACs, SECs and BSCU.
The flight director generates guidance
orders used in manual control. These
orders are displayed on the Primary Flight
Displays (PFDs) through the Display
Management Computers (DMCs).
NOTE :The DMCs deliver the information to the EFIS display units. The
warnings of the ECAM system and
those on the glareshield are generated
by the FWCs.
Autopilot guidance modes are selected on
the FCU and MCDU. Engagement is confirmed on the FMA. The autopilots utilize
ailerons, spoilers, and elevators to achieve
the desired flight profile. Rudder inputs,
yaw damping, and rudder trim are computed by the FACs and are automatic with
an autopilot engaged.

22-10

The autopilot provides inputs to the nosewheel steering unit during the ROLLOUT
mode of an autoland approach. The airplane has full autoland capability even on
one engine.
Autopilot Engagement Criteria
The flight directors display FMGC and
FCU commands on both PFDs. They
come on automatically in the HDG/V/S
mode (conventional crossbar display)
when electrical power is applied to the aircraft electrical busses. A TRK/FPA mode
is also available to display airplane track
and vertical flight path angle information
in place of the standard cross bars. FD
pushbuttons located on the Flight Control
Unit allow withdrawal of the FD from the
PFDs.
There are three flight director bars:
- horizontal pitch bar,
- vertical roll bar,
- yaw bar.
The pitch bar does not appear if there is no
vertical active mode or in the roll out
phase of land mode. The roll bar does not
appear if there is no lateral mode active,
roll out mode and runway mode up to 30
ft. The yaw bar only appears in runway
mode up to 30 ft. radio altitude and during
align or roll out phase of land mode.
NOTE: If the aircraft is on the ground
and no AP/FD mode is engaged, FD
symbols are not displayed on the PFDs.
One autopilot can be engaged on the
ground if the engines are not running; it
will disengage when the first engine is
started. The airplane must be airborne for
at least 5 seconds before an autopilot can
be engaged in flight

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Only one autopilot can be engaged in
flight, except when the ILS approach is
armed or engaged; the second autopilot
will remain engaged until the completion
of the go around phase. If two autopilots
are engaged, AP1 is active and AP 2 is in
standby. When the autopilot is engaged,
the FMGCs generate guidance commands
transmitted to the control surfaces by the
ELACs, the FACs, the SECs and the
BSCU. At the same time, load thresholds
on the side stick controllers and rudder
pedals are increased.
If an autopilot is engaged with at least one
FD ON, the autopilot will engage in the
active flight director modes. If an autopilot is engaged when both flight directors
are OFF, the autopilot will engage in
either HDG-V/S or TRK-FPA depending
on which flight director mode is selected
on the FCU.
Soft Altitude
When the autopilot is maintaining the
MCDU entered cruise altitude ("ALT
CRZ" displayed on the FMA), the A/THR
holds the target Mach, and the altitude
varies 50 feet to minimize thrust variations.

JUN 97
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Autopilot Disengagement Criteria
The autopilot will disengage if one of the
following occurs:
- Takeover switch is pressed,
- corresponding AP switch is pressed (AP
1 or AP 2),
- sidestick is moved beyond a
predetermined value,
- engagement of the other autopilot,
except when LOC-G/S modes are armed
or engaged, or ROLL OUT and GA
modes are engaged,
- both throttles set to TO/GA on the
ground (prevents takeoff with autopilot
engaged following a touch and go)
- upon reaching MDA with APPR
engaged and a non ILS approach
selected.
In normal law when:
- High speed protection is activated
- a protection is activated
- Bank angle exceeds 45,
- Rudder pedal deflection is greater than
10 out of trim.

22-11
A320 LIMITATION 1 AND 9 COURSE

Only one autopilot can be engaged in


flight, except when the ILS approach is
armed or engaged; the second autopilot
will remain engaged until the completion
of the go around phase. If two autopilots
are engaged, AP1 is active and AP 2 is in
standby. When the autopilot is engaged,
the FMGCs generate guidance commands
transmitted to the control surfaces by the
ELACs, the FACs, the SECs and the
BSCU. At the same time, load thresholds
on the side stick controllers and rudder
pedals are increased.
If an autopilot is engaged with at least one
FD ON, the autopilot will engage in the
active flight director modes. If an autopilot is engaged when both flight directors
are OFF, the autopilot will engage in
either HDG-V/S or TRK-FPA depending
on which flight director mode is selected
on the FCU.
Soft Altitude
When the autopilot is maintaining the
MCDU entered cruise altitude ("ALT
CRZ" displayed on the FMA), the A/THR
holds the target Mach, and the altitude
varies 50 feet to minimize thrust variations.

JUN 97

Autopilot Disengagement Criteria


The autopilot will disengage if one of the
following occurs:
- Takeover switch is pressed,
- corresponding AP switch is pressed (AP
1 or AP 2),
- sidestick is moved beyond a
predetermined value,
- engagement of the other autopilot,
except when LOC-G/S modes are armed
or engaged, or ROLL OUT and GA
modes are engaged,
- both throttles set to TO/GA on the
ground (prevents takeoff with autopilot
engaged following a touch and go)
- upon reaching MDA with APPR
engaged and a non ILS approach
selected.
In normal law when:
- High speed protection is activated
- a protection is activated
- Bank angle exceeds 45,
- Rudder pedal deflection is greater than
10 out of trim.

22-11

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The autopilot performs the modes given
below:
- cruise modes:
-Longitudinal Modes,
-Vertical Speed (V/S),
-Flight Path Angle (FPA),
-Altitude Hold (ALT),
-Altitude Acquire (ALT*),
-Open Climb (OP CLB),
-Climb (CLB),
-Open Descent (OP DES),
-Descent (DES),
-Expedite (EXP).
The FCU enables the engagement of the
AP and the selection of modes through
three control panels:
- the left and right side panels for the
selection of modes on Capt PFD, ND
and on F/O PFD, ND respectively, the
center panel for the engagement of AP
and A/THR and the selection of the AP/
FD modes.
The FCU also enables the selection of reference parameters:
- heading/track
- vertical speed/flight path angle
- speed/Mach
- altitude.
The operating mode of the AP is in MANUAL CONTROL when the references are
selected on the FCU. The AP is in AUTO
CONTROL when the flight management
system defines these references.
Auto Control/Manual Control
In auto control:
- the corresponding reference is shown by
a dashed line on the FCU (for altitude, a
value is always shown),
- an indicator light comes on near the
corresponding reference display on the
FCU.

22-12
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


To select a parameter in manual control
mode, you pull and turn the corresponding
selector knob on the FCU. To revert to the
auto control mode, you push the corresponding selector knob.
The AP/FD or the autothrust system
always maintain speed. Modification of
altitude requires two actions:
- select new altitude pull the altitude
selector knob (for immediate acquisition
of value),
- push the selector knob (for acquisition
according to flight plan).
Pulling a selector knob always leads to an
immediate acquisition and hold of the corresponding parameter.
The autothrust function performs these
modes:
- speed: acquisition and hold (SPD),
- Mach: acquisition and hold (MACH),
- thrust: acquisition and hold of thrust
limit (CLB or MCT or TO/GA),
- retard: application of minimum thrust
(IDLE) during flare.
The FMA on the upper section of the PFD
provides the pilot with status data related
to:
- engagement of the modes of the A/THR,
AP and FD systems,
- landing capabilities.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The autopilot performs the modes given


below:
- cruise modes:
-Longitudinal Modes,
-Vertical Speed (V/S),
-Flight Path Angle (FPA),
-Altitude Hold (ALT),
-Altitude Acquire (ALT*),
-Open Climb (OP CLB),
-Climb (CLB),
-Open Descent (OP DES),
-Descent (DES),
-Expedite (EXP).
The FCU enables the engagement of the
AP and the selection of modes through
three control panels:
- the left and right side panels for the
selection of modes on Capt PFD, ND
and on F/O PFD, ND respectively, the
center panel for the engagement of AP
and A/THR and the selection of the AP/
FD modes.
The FCU also enables the selection of reference parameters:
- heading/track
- vertical speed/flight path angle
- speed/Mach
- altitude.
The operating mode of the AP is in MANUAL CONTROL when the references are
selected on the FCU. The AP is in AUTO
CONTROL when the flight management
system defines these references.
Auto Control/Manual Control
In auto control:
- the corresponding reference is shown by
a dashed line on the FCU (for altitude, a
value is always shown),
- an indicator light comes on near the
corresponding reference display on the
FCU.

22-12

To select a parameter in manual control


mode, you pull and turn the corresponding
selector knob on the FCU. To revert to the
auto control mode, you push the corresponding selector knob.
The AP/FD or the autothrust system
always maintain speed. Modification of
altitude requires two actions:
- select new altitude pull the altitude
selector knob (for immediate acquisition
of value),
- push the selector knob (for acquisition
according to flight plan).
Pulling a selector knob always leads to an
immediate acquisition and hold of the corresponding parameter.
The autothrust function performs these
modes:
- speed: acquisition and hold (SPD),
- Mach: acquisition and hold (MACH),
- thrust: acquisition and hold of thrust
limit (CLB or MCT or TO/GA),
- retard: application of minimum thrust
(IDLE) during flare.
The FMA on the upper section of the PFD
provides the pilot with status data related
to:
- engagement of the modes of the A/THR,
AP and FD systems,
- landing capabilities.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

AFS/EFCS Interface
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

AFS/EFCS Interface
22-13
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-13

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Rudder Control

Rudder Control

22-14
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-14

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Pitch Control

Pitch Control
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-15
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-15

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Aileron Control

Aileron Control

22-16
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-16

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Spoiler Control

Spoiler Control

JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-17
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-17

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Nose Wheel Control

Nose Wheel Control

22-18
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-18

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

Flight Management Guidance Computer (FMGC) Power Supply

Flight Management Guidance Computer (FMGC) Power Supply


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

22-19
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-19

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Flight Control Unit (FCU) Power Supply

Flight Control Unit (FCU) Power Supply

22-20
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-20

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

Multipurpose Control Display Unit (MCDUs) & Data Loader Power Supply
JUN 97

AUTO FLIGHT

22-21
A320 LIMITATION 1 AND 9 COURSE

Multipurpose Control Display Unit (MCDUs) & Data Loader Power Supply
JUN 97

22-21

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT
DESCRIPTION & OPERATION

Autopilot Disconnect Circuit

Autopilot Disconnect Circuit

Autothrust Instinctive Disconnect Circuit

Autothrust Instinctive Disconnect Circuit

22-22
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-22

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT
DESCRIPTION & OPERATION

Sidestick lock Solenoid Circuit

Sidestick lock Solenoid Circuit

Rudder Artificial Feel Solenoid Circuit

Rudder Artificial Feel Solenoid Circuit

JUN 97
FOR TRAINING PURPOSES ONLY

22-23
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-23

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

INTENTIONALLY LEFT BLANK

INTENTIONALLY LEFT BLANK

22-24
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-24

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


ALTITUDE ALERT SYSTEM
An altitude alert system is provided to
alert the crew when approaching or
departing a selected altitude.
When within 750 feet of aselected altitude:
- the yellow box around the current
altitude display starts flashing.
When within 250 feet of a selected altitude:
- the yellow box stops flashing.
At a deviation of 250 feet from the
selected altitude:
- Master WARNING lights illuminate,
- -Caution beeper sounds,
- -yellow box around current altitude,
- window changes to flashing amber.

DESCRIPTION & OPERATION


Altitude alerting is automatically inhibited
in flight when any one of the following
occurs:
-landing gear down,
-slats are fully extended with the landing
gear handle selected down,
-G/S or FINAL APP modes are engaged
during approach,
-absence of aural and visual altitude alerting indicates an altitude alert system malfunction (no ECAM message).

ALTITUDE ALERT SYSTEM


An altitude alert system is provided to
alert the crew when approaching or
departing a selected altitude.
When within 750 feet of aselected altitude:
- the yellow box around the current
altitude display starts flashing.
When within 250 feet of a selected altitude:
- the yellow box stops flashing.
At a deviation of 250 feet from the
selected altitude:
- Master WARNING lights illuminate,
- -Caution beeper sounds,
- -yellow box around current altitude,
- window changes to flashing amber.

.Altitude Alert System


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

Altitude alerting is automatically inhibited


in flight when any one of the following
occurs:
-landing gear down,
-slats are fully extended with the landing
gear handle selected down,
-G/S or FINAL APP modes are engaged
during approach,
-absence of aural and visual altitude alerting indicates an altitude alert system malfunction (no ECAM message).

.Altitude Alert System


22-25

A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-25

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES

AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES

HDG/TRK Mode

HDG/TRK Mode

22-26
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-26

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

NAV Mode at Take-Off

NAV Mode at Take-Off


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-27
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-27

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

Engagement of NAV Mode (HDG TRK Selector Knob)

Engagement of NAV Mode (HDG TRK Selector Knob)

22-28
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-28

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

NAV Mode (DIRECT TO)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

NAV Mode (DIRECT TO)


22-29

A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-29

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

LOC Mode

22-30
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

LOC Mode

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-30

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

ALT ACQ Mode

ALT ACQ Mode


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

22-31
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-31

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

ALT ACQ Mode - Altitude Change During Arming Phase

ALT ACQ Mode - Altitude Change During Arming Phase

22-32
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-32

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

ALT ACQ Mode - Altitude Change During Capture Mode

ALT ACQ Mode - Altitude Change During Capture Mode


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

22-33
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-33

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

AP Engagement With FD in ALT Mode

22-34
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

AP Engagement With FD in ALT Mode

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-34

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

V/S FPA Mode Selection

V/S FPA Mode Selection


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-35
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-35

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

V/S Mode Engagement - V/S Selector Knob

V/S Mode Engagement - V/S Selector Knob

22-36
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-36

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Altitude Hold Through V/S FPA Mode

Altitude Hold Through V/S FPA Mode

JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-37
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-37

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

OPEN CLB Mode - ALT SEL > Current Altitude

22-38
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

OPEN CLB Mode - ALT SEL > Current Altitude

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-38

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

OPEN CLB - ALT SEL < Current Alltitude


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

OPEN CLB - ALT SEL < Current Alltitude


22-39

A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-39

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

OPEN CLB Mode - V/S Demand Above Performance Capability

22-40
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

OPEN CLB Mode - V/S Demand Above Performance Capability

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-40

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

OPEN DES Mode - ALT SEL < Current Altitude

OPEN DES Mode - ALT SEL < Current Altitude


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-41
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-41

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

EXP CLB - Aircraft Altitude < Selected Altitude

EXP CLB - Aircraft Altitude < Selected Altitude

22-42
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-42

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

EXP DES - Aircraft Altitude > Selected Altitude


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

EXP DES - Aircraft Altitude > Selected Altitude


22-43

A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-43

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

EXPED Mode - Disengagement By Selected Speed Selection

EXPED Mode - Disengagement By Selected Speed Selection

22-44
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-44

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

Managed Level Change - A/C Altitude < Selected Altitude

Managed Level Change - A/C Altitude < Selected Altitude


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

22-45
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-45

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

CLB Mode in Take-Off Phase

CLB Mode in Take-Off Phase

22-46
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-46

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

AUTOPILOT/FLIGHT DIRECTOR COMMON MODES

AUTOPILOT/FLIGHT DIRECTOR COMMON MODES

Take-Off With NAV Modes

Take-Off With NAV Modes


JUN 97
FOR TRAINING PURPOSES ONLY

22-47
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-47

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Take-Off With Heading Preset

Take-Off With Heading Preset

22-48
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-48

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

ILS Approach

ILS Approach
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-49
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-49

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

AREA NAV Approach

AREA NAV Approach

22-50
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-50

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

GO AROUND Mode

GO AROUND Mode
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-51
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-51

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


AUTOTHRUST
The autothrust (A/THR) system is part of
the auto flight system. The autothrust system ensures the functions below through
the control of the thrust:
- speed hold (pilot selection i.e. manual
control or FMS computed i.e. auto
control),
- Mach hold (pilot selection i.e. manual
control or FMS computed i.e. auto
control),
- thrust hold,
- thrust reduction during flareout
(RETARD),
- protection against excessive angle of
attack (ALPHA FLOOR function).
The AFS is designed so that the AP/FD
system and the A/THR function always
control speed. To do this, the modes of the
A/THR system are a function of the AP/
FD. If neither AP nor FD is engaged, the
A/THR will be active in SPD/MACH
mode only.
The A/THR is integrated in the Flight
Management and Guidance System
(FMGS). The Engine Interface Units
(EIUs) and the Electronic Engine Control
(EECs) ensure the link between this system and the engines.

22-52
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The use of digital engine control units
simplify the autothrust system through:
- the deletion of the autothrottle actuator
(use of a digital link between the FMGC
and the EECs),
- the deletion of the limit thrust
computation (already performed by the
EECs),
- the deletion of the limit thrust panel (the
EECs make this selection automatically
depending on the position of the throttle
control levers),
- the deletion of the TO/GA levers (the
engagement of these modes is made
through push action on the throttle
control levers).

JUN 97
A320 LIMITATION 1 AND 9 COURSE

AUTOTHRUST
The autothrust (A/THR) system is part of
the auto flight system. The autothrust system ensures the functions below through
the control of the thrust:
- speed hold (pilot selection i.e. manual
control or FMS computed i.e. auto
control),
- Mach hold (pilot selection i.e. manual
control or FMS computed i.e. auto
control),
- thrust hold,
- thrust reduction during flareout
(RETARD),
- protection against excessive angle of
attack (ALPHA FLOOR function).
The AFS is designed so that the AP/FD
system and the A/THR function always
control speed. To do this, the modes of the
A/THR system are a function of the AP/
FD. If neither AP nor FD is engaged, the
A/THR will be active in SPD/MACH
mode only.
The A/THR is integrated in the Flight
Management and Guidance System
(FMGS). The Engine Interface Units
(EIUs) and the Electronic Engine Control
(EECs) ensure the link between this system and the engines.

22-52

The use of digital engine control units


simplify the autothrust system through:
- the deletion of the autothrottle actuator
(use of a digital link between the FMGC
and the EECs),
- the deletion of the limit thrust
computation (already performed by the
EECs),
- the deletion of the limit thrust panel (the
EECs make this selection automatically
depending on the position of the throttle
control levers),
- the deletion of the TO/GA levers (the
engagement of these modes is made
through push action on the throttle
control levers).

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Autothrust Systsem Diagram


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

Autothrust Systsem Diagram


22-53

A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-53

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Thrust Setting
In Manual thrust control, the thrust is
dependent on the position of the throttle
control levers. The throttle control levers
move over a sector divided into three separate sections:
- rear section: application of reverse
thrust,
- center section: normal throttle control
levers displacement in flight from idle to
max. climb (CL) thrust. The forward
position of this section corresponds to
the selection of the CL thrust limit
(gate),
- forward section: it has two mechanical
devices which allow to select thrust limit
modes below MCT/FLX TO (gate) and
TO/GA (stop). Each EEC (one per
engine) associates a thrust (Nl/EPR
CMD) with the position of the
corresponding throttle control lever.
The selection of the limit thrust modes
(CL, MCT, FLX TO, TO/GA) is made
when the throttle control levers are placed
in one of the gates (or stops) below:
- CL (gate),
- MCT/FLX TO (gate),
- TO/GA (stop).
When the throttle control levers are
between two positions, the limit thrust
mode selected is the one which corresponds to the most advanced position.
On the ground, with engines stopped, the
computation of the limit thrust is initialized on the mode which corresponds to the
position of the throttle control levers. On
the ground, with engines running, the
computation of the limit thrust is made in
the TO/GA mode.

22-54
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The gates for the MCT/FLX TO modes
correspond to a same position. A specific
logic has been adopted for the selection of
these modes:
- On the ground, if a fictitious temperature
(FLX TO temperature) higher than the
TAT is entered on the MCDU
(TAKEOFF page), the limit thrust
computation is made in FLX TO mode.
The fictitious temperature is shown on
the ECAM display unit together with the
engine parameters as long as the FLX
TO mode is engaged. For safety reasons,
the fictitious temperature is frozen at
takeoff as soon as a throttle control lever
reaches the CL position,
- In flight the FLX TO to MCT switching
is made when the throttle control levers
are moved from the MCT/FLX TO
position to another position (TO/GA or
CL) and returned to the MCT/FLX TO
position.
In autothrust mode, the thrust is computed
by the autothrust (A/THR) system. When
the A/THR function is engaged, it can be
active or inactive.
If the A/THR is active, two scenarios are
possible. If alpha floor protection is inactive with the two throttle control levers
between IDLE and CL, the engines are
controlled by the A/THR function. The
EEC limits the control of each engine to a
max. rate depending on the position of the
throttle control lever.
NOTE: When the A/THR function is
engaged, the normal position of the
throttle control levers is the CL gate
(two engine operation) or the MCT gate
(in the event of an engine failure). The
throttle control levers are not moved
outside the climb gates unless the pilot
wishes to limit the max. thrust.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Thrust Setting
In Manual thrust control, the thrust is
dependent on the position of the throttle
control levers. The throttle control levers
move over a sector divided into three separate sections:
- rear section: application of reverse
thrust,
- center section: normal throttle control
levers displacement in flight from idle to
max. climb (CL) thrust. The forward
position of this section corresponds to
the selection of the CL thrust limit
(gate),
- forward section: it has two mechanical
devices which allow to select thrust limit
modes below MCT/FLX TO (gate) and
TO/GA (stop). Each EEC (one per
engine) associates a thrust (Nl/EPR
CMD) with the position of the
corresponding throttle control lever.
The selection of the limit thrust modes
(CL, MCT, FLX TO, TO/GA) is made
when the throttle control levers are placed
in one of the gates (or stops) below:
- CL (gate),
- MCT/FLX TO (gate),
- TO/GA (stop).
When the throttle control levers are
between two positions, the limit thrust
mode selected is the one which corresponds to the most advanced position.
On the ground, with engines stopped, the
computation of the limit thrust is initialized on the mode which corresponds to the
position of the throttle control levers. On
the ground, with engines running, the
computation of the limit thrust is made in
the TO/GA mode.

22-54

The gates for the MCT/FLX TO modes


correspond to a same position. A specific
logic has been adopted for the selection of
these modes:
- On the ground, if a fictitious temperature
(FLX TO temperature) higher than the
TAT is entered on the MCDU
(TAKEOFF page), the limit thrust
computation is made in FLX TO mode.
The fictitious temperature is shown on
the ECAM display unit together with the
engine parameters as long as the FLX
TO mode is engaged. For safety reasons,
the fictitious temperature is frozen at
takeoff as soon as a throttle control lever
reaches the CL position,
- In flight the FLX TO to MCT switching
is made when the throttle control levers
are moved from the MCT/FLX TO
position to another position (TO/GA or
CL) and returned to the MCT/FLX TO
position.
In autothrust mode, the thrust is computed
by the autothrust (A/THR) system. When
the A/THR function is engaged, it can be
active or inactive.
If the A/THR is active, two scenarios are
possible. If alpha floor protection is inactive with the two throttle control levers
between IDLE and CL, the engines are
controlled by the A/THR function. The
EEC limits the control of each engine to a
max. rate depending on the position of the
throttle control lever.
NOTE: When the A/THR function is
engaged, the normal position of the
throttle control levers is the CL gate
(two engine operation) or the MCT gate
(in the event of an engine failure). The
throttle control levers are not moved
outside the climb gates unless the pilot
wishes to limit the max. thrust.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Throttle Position Diagram

Throttle Position Diagram


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-55
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-55

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


If Alpha floor protection is active, the A/
THR controlled thrust is equal to the TO/
GA thrust for any control lever position.
For safety reasons, each EEC gives a low
limit to the controlled thrust, according to
the rate which corresponds to the position
of the throttle control lever.
The A/THR becomes inactive as soon as
one throttle control lever is placed outside
the IDLE/MCT zone. The two engines are
controlled by the position of the throttle
control levers. This condition will exist as
long as the Alpha floor protection is not
activated and if at least one throttle control
lever stays beyond the IDLE/MCT zone.
If there is a failure of the autothrust system, the thrust is frozen at the loss of the
autothrust control. Upon the disengagement of the A/THR function (which
occurs in its active phase), the thrust is
frozen for the engines on which the associated throttle control lever is in the CL or
MCT gate.

22-56
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


NOTE: If a throttle control lever is not
in one of the CL or MCT gates, there is
a return to the manual thrust control
on the corresponding engine.
The controlled thrust of each engine
becomes again dependent on the position
of the throttle control lever as soon as the
associated lever is outside the CL or MCT
gates.
If the autothrust system is intentionally
disengaged by crew action, the thrust will
smoothly recover to the actual position of
the thrust levers.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

If Alpha floor protection is active, the A/


THR controlled thrust is equal to the TO/
GA thrust for any control lever position.
For safety reasons, each EEC gives a low
limit to the controlled thrust, according to
the rate which corresponds to the position
of the throttle control lever.
The A/THR becomes inactive as soon as
one throttle control lever is placed outside
the IDLE/MCT zone. The two engines are
controlled by the position of the throttle
control levers. This condition will exist as
long as the Alpha floor protection is not
activated and if at least one throttle control
lever stays beyond the IDLE/MCT zone.
If there is a failure of the autothrust system, the thrust is frozen at the loss of the
autothrust control. Upon the disengagement of the A/THR function (which
occurs in its active phase), the thrust is
frozen for the engines on which the associated throttle control lever is in the CL or
MCT gate.

22-56

NOTE: If a throttle control lever is not


in one of the CL or MCT gates, there is
a return to the manual thrust control
on the corresponding engine.
The controlled thrust of each engine
becomes again dependent on the position
of the throttle control lever as soon as the
associated lever is outside the CL or MCT
gates.
If the autothrust system is intentionally
disengaged by crew action, the thrust will
smoothly recover to the actual position of
the thrust levers.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Autothrust Logic

Autothrust Logic
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-57
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-57

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Autothrust Engagement
The A/THR function can be engaged in
three different ways:
- when the A/THR pushbutton switch on
the FCU is pushed in, with aircraft on
the ground and engines stopped or in
flight at an altitude higher than 100 feet
(except in LAND TRACK phase),
- automatically further to the engagement
of the AP/FD TAKE OFF or GO
AROUND modes,
- automatically if the ALPHA FLOOR
condition detected by the FAC is present
and if the altitude is higher than 100 feet,
except during the first 15s after lift off.
If an alpha floor condition is activated and
the conditions that triggered the activation
have disappeared, the only way to return
to normal conditions again is to disengage
the autothrust function.
The autothrust function controls the
engines automatically in order to maintain
a given reference parameter for which the
Flight Management and Guidance Computer calculates the thrust target.
The source of the reference parameter is
either the Flight Control Unit (FCU), the
Electronic Engine Control (EEC) or the
Flight Management and Guidance Computer (FMGC) itself. The FMGCs (A/
T'HR 1 and A/THR 2 functions) calculate
a thrust target sent to the FCU. The thrust
target is an EPR. According to priority
rules, the FCU chooses the active autothrust function as the only source for both
engines.
The thrust target is sent through the
Engine Interface Units (EIUs), then to the
Electronic Engine Control (EECs) which
control the engines according to this thrust
target.

22-58
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


In order to operate and monitor the autothrust function, the FMGCs get information from various systems and sensors.
Autothrust Modes
The Autothrust function works according
to modes and their related reference
parameter. There are 2 possibilities for
this reference parameter:
- it can be a speed or a Mach number. The
source is either the FCU (value chosen
by the pilots) or the FMGC itself,
- it can be a thrust. The sources are either
the EECs (they calculate the thrust limit)
when the thrust limit is needed or the
FMGC itself.
The possible autothrust modes are:
- SPEED,
- MACH,
- THRUST,
- RETARD,
- and Alpha Floor Protection.
The choice of the mode is made by the
FMGCs:
- SPEED or MACH hold:
-selected on FCU or managed by the
FMGC. THRUST hold: thrust limit
computed by the EECs (according to
thrust lever position), idle thrust in
descent or optimum thrust computed
by FMGC,
- RETARD:
-thrust reduced to and maintained at
idle during flare,
- ALPHA FLOOR protection:
-TO/GA thrust setting to protect the
aircraft against excessive angle of
attack and windshear.
The autothrust modes depend on active
vertical mode of the autopilot or flight
director. When no vertical mode is
engaged, the autothrust operates in
SPEED/MACH mode.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Autothrust Engagement
The A/THR function can be engaged in
three different ways:
- when the A/THR pushbutton switch on
the FCU is pushed in, with aircraft on
the ground and engines stopped or in
flight at an altitude higher than 100 feet
(except in LAND TRACK phase),
- automatically further to the engagement
of the AP/FD TAKE OFF or GO
AROUND modes,
- automatically if the ALPHA FLOOR
condition detected by the FAC is present
and if the altitude is higher than 100 feet,
except during the first 15s after lift off.
If an alpha floor condition is activated and
the conditions that triggered the activation
have disappeared, the only way to return
to normal conditions again is to disengage
the autothrust function.
The autothrust function controls the
engines automatically in order to maintain
a given reference parameter for which the
Flight Management and Guidance Computer calculates the thrust target.
The source of the reference parameter is
either the Flight Control Unit (FCU), the
Electronic Engine Control (EEC) or the
Flight Management and Guidance Computer (FMGC) itself. The FMGCs (A/
T'HR 1 and A/THR 2 functions) calculate
a thrust target sent to the FCU. The thrust
target is an EPR. According to priority
rules, the FCU chooses the active autothrust function as the only source for both
engines.
The thrust target is sent through the
Engine Interface Units (EIUs), then to the
Electronic Engine Control (EECs) which
control the engines according to this thrust
target.

22-58

In order to operate and monitor the autothrust function, the FMGCs get information from various systems and sensors.
Autothrust Modes
The Autothrust function works according
to modes and their related reference
parameter. There are 2 possibilities for
this reference parameter:
- it can be a speed or a Mach number. The
source is either the FCU (value chosen
by the pilots) or the FMGC itself,
- it can be a thrust. The sources are either
the EECs (they calculate the thrust limit)
when the thrust limit is needed or the
FMGC itself.
The possible autothrust modes are:
- SPEED,
- MACH,
- THRUST,
- RETARD,
- and Alpha Floor Protection.
The choice of the mode is made by the
FMGCs:
- SPEED or MACH hold:
-selected on FCU or managed by the
FMGC. THRUST hold: thrust limit
computed by the EECs (according to
thrust lever position), idle thrust in
descent or optimum thrust computed
by FMGC,
- RETARD:
-thrust reduced to and maintained at
idle during flare,
- ALPHA FLOOR protection:
-TO/GA thrust setting to protect the
aircraft against excessive angle of
attack and windshear.
The autothrust modes depend on active
vertical mode of the autopilot or flight
director. When no vertical mode is
engaged, the autothrust operates in
SPEED/MACH mode.

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DESCRIPTION & OPERATION

Autothrust Modes

Autothrust Modes
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DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Alpha Floor Protection

Alpha Floor Protection

22-60
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22-60

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DESCRIPTION & OPERATION


During A/THR operation, different messages are displayed on the FMA. The
FMA is located on the upper section of the
Primary Flight Display (PFD). The right
column shows the engagement status. The
left column shows different A/THR modes

DESCRIPTION & OPERATION


and actions required. A/THR engagement
status message is displayed on the 3rd line
of the right column in one of the two colors:
- Cyan - Engaged, but inactive,
- White - Engaged and active.

During A/THR operation, different messages are displayed on the FMA. The
FMA is located on the upper section of the
Primary Flight Display (PFD). The right
column shows the engagement status. The
left column shows different A/THR modes

FOR TRAINING PURPOSES ONLY

and actions required. A/THR engagement


status message is displayed on the 3rd line
of the right column in one of the two colors:
- Cyan - Engaged, but inactive,
- White - Engaged and active.

A/THR Indications

A/THR Indications
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DESCRIPTION & OPERATION


FLIGHT AUGMENTATION
The Flight Augmentation Computer
(FAC) provides yaw damper, rudder trim,
rudder travel limiting and flight envelope
protection.
The rudder travel limiting function
ensures:
- the limitation of the rudder travel as a
function of a predetermined law,
- the return to low speed limitation in case
of loss of function as soon as the slats
are extended.
The rudder trim function ensures:
- in manual control:
-the accomplishment of the pilot trim
orders from the manual trim control
(control and reset),
- in automatic control:
-the accomplishment of the autopilot
orders (autotrim on the yaw axis),
-the generation and the
accomplishment of the engine failure
recovery function.
The yaw damper function ensures:
- in manual control, the accomplishment
of the yaw orders from the elevator
aileron computer (ELAC) stabilization
and manual turn coordination). It also
provides a yaw damping degraded law in
the event of ELAC failure (alternate
law),
- in automatic control, the
accomplishment of the autopilot orders
from the Flight Management and
Guidance Computer (FMGC) for:
-turn coordination.
-guidance (align and roll out).
- it also ensures in automatic flight:
-engine failure recovery,
-yaw stability.

22-62
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DESCRIPTION & OPERATION


The FAC generates, independently of the
engage status of the pushbutton switches,
different functions necessary to:
- control of the speed scale on the PFDs,
- the adaptation of gains for the FMGC
and ELAC,
- distribution of signals necessary to the
FMGC control laws,
- flight envelope protection in automatic
flight (speed limits for the FMGC, alpha
floor for the autothrust),
- display of the rudder trim order,
- windshear detection,
- low energy detection.
The flight augmentation system consists
of:
- two engagement pushbutton switches
common to the yaw damper and rudder
trim functions,
- two Flight Augmentation Computers
(FAC 1 and FAC 2),
- an electromechanical rudder travel
limitation unit with two motors,
- two position transducers integrated in
the unit.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

FLIGHT AUGMENTATION
The Flight Augmentation Computer
(FAC) provides yaw damper, rudder trim,
rudder travel limiting and flight envelope
protection.
The rudder travel limiting function
ensures:
- the limitation of the rudder travel as a
function of a predetermined law,
- the return to low speed limitation in case
of loss of function as soon as the slats
are extended.
The rudder trim function ensures:
- in manual control:
-the accomplishment of the pilot trim
orders from the manual trim control
(control and reset),
- in automatic control:
-the accomplishment of the autopilot
orders (autotrim on the yaw axis),
-the generation and the
accomplishment of the engine failure
recovery function.
The yaw damper function ensures:
- in manual control, the accomplishment
of the yaw orders from the elevator
aileron computer (ELAC) stabilization
and manual turn coordination). It also
provides a yaw damping degraded law in
the event of ELAC failure (alternate
law),
- in automatic control, the
accomplishment of the autopilot orders
from the Flight Management and
Guidance Computer (FMGC) for:
-turn coordination.
-guidance (align and roll out).
- it also ensures in automatic flight:
-engine failure recovery,
-yaw stability.

22-62

The FAC generates, independently of the


engage status of the pushbutton switches,
different functions necessary to:
- control of the speed scale on the PFDs,
- the adaptation of gains for the FMGC
and ELAC,
- distribution of signals necessary to the
FMGC control laws,
- flight envelope protection in automatic
flight (speed limits for the FMGC, alpha
floor for the autothrust),
- display of the rudder trim order,
- windshear detection,
- low energy detection.
The flight augmentation system consists
of:
- two engagement pushbutton switches
common to the yaw damper and rudder
trim functions,
- two Flight Augmentation Computers
(FAC 1 and FAC 2),
- an electromechanical rudder travel
limitation unit with two motors,
- two position transducers integrated in
the unit.

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Flight Augmentation Diagram

Flight Augmentation Diagram


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DESCRIPTION & OPERATION


Rudder Travel Limitation
This function provides the limitation of
the rudder travel by displacement of a stop
as a function of the speed.
The rudder travel limiting system operates
using changeover technique. When both
sides are engaged, side 1 has priority, side
2 is in standby. Side 2 is active when side
1 is disengaged (case of failure). The
motor of the standby side is not supplied.
Synchronization is achieved on the rudder
position prior to engagement. Amplitude
and speed limitations are introduced:
- the amplitude limitation is such that the
travel remains compatible with the limits
on the aircraft structure,
- the speed limitation prevents
overstressing of the limitation unit.
NOTE: Upon total loss of the rudder
travel limiting function, a control relay
enables the restoration of maximum
rudder deflection as soon as slats are
extended.
The 26 V/400Hz power is applied to the
primary windings of the position transducers directly from the busbars via the FAC
circuit breakers. The emergency control of
the motor operates on the same power
supply. The 28VDC power is applied to
the power electronic set from the FAC circuit breakers through a cutoff relay. This
relay is controlled by the monitoring logic
of the FAC.

22-64
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DESCRIPTION & OPERATION


The active system controls the limitation
unit through its motor. It limits the rudder
travel according to a corrected airspeed
(VC). This parameter which is delivered
by the ADIRS (Air Data/Inertial Reference System) is monitored by the FAC.
Each motor has its own electronic power
electronic set. FAC logic interrupts the
power of the power electronic set on the
side which is not active and thus deactivates the associated motor. Two position
transducers enable slaving and monitoring
of the channel.
Return to low speed mode enables full
rudder defelction. This mode is used in the
event of a FAC or of the power electronic
set failure. Normal operation of the rudder
travel limitation unit is not available. This
mode which is independent from the normal control, is only initiated at low speed
(in slats extended configuration). The
FAC internal logic controls a relay which
switches the limitation unit to a control
order called emergency control order
(independent 26V/400Hz power supply).

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Rudder Travel Limitation


This function provides the limitation of
the rudder travel by displacement of a stop
as a function of the speed.
The rudder travel limiting system operates
using changeover technique. When both
sides are engaged, side 1 has priority, side
2 is in standby. Side 2 is active when side
1 is disengaged (case of failure). The
motor of the standby side is not supplied.
Synchronization is achieved on the rudder
position prior to engagement. Amplitude
and speed limitations are introduced:
- the amplitude limitation is such that the
travel remains compatible with the limits
on the aircraft structure,
- the speed limitation prevents
overstressing of the limitation unit.
NOTE: Upon total loss of the rudder
travel limiting function, a control relay
enables the restoration of maximum
rudder deflection as soon as slats are
extended.
The 26 V/400Hz power is applied to the
primary windings of the position transducers directly from the busbars via the FAC
circuit breakers. The emergency control of
the motor operates on the same power
supply. The 28VDC power is applied to
the power electronic set from the FAC circuit breakers through a cutoff relay. This
relay is controlled by the monitoring logic
of the FAC.

22-64

The active system controls the limitation


unit through its motor. It limits the rudder
travel according to a corrected airspeed
(VC). This parameter which is delivered
by the ADIRS (Air Data/Inertial Reference System) is monitored by the FAC.
Each motor has its own electronic power
electronic set. FAC logic interrupts the
power of the power electronic set on the
side which is not active and thus deactivates the associated motor. Two position
transducers enable slaving and monitoring
of the channel.
Return to low speed mode enables full
rudder defelction. This mode is used in the
event of a FAC or of the power electronic
set failure. Normal operation of the rudder
travel limitation unit is not available. This
mode which is independent from the normal control, is only initiated at low speed
(in slats extended configuration). The
FAC internal logic controls a relay which
switches the limitation unit to a control
order called emergency control order
(independent 26V/400Hz power supply).

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DESCRIPTION & OPERATION

Rudder Travel Limitation Unit Diagram

Rudder Travel Limitation Unit Diagram


JUN 97
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DESCRIPTION & OPERATION


Rudder Trim
The rudder trim function provides manual
control by a rudder trim control switch
located on the center pedestal. In addition
the ELACs compute a command signal for
rudder deflection (normal yaw damping
law including recovery of engine failure)
performed by the trim subsystem in manual flight. Reset of the rudder trim position is possible using a pushbutton switch
located on the center pedestal.
Automatic control when the autopilot is
engaged provides the accomplishment of
yaw autopilot command and the recovery
of engine failure.
The system consists of:
- an electromechanical actuator which
comprises two three phase synchronous
motors connected to a reduction gear by
rigid linkage,
- two Flight Augmentation Computers
(FAC 1 and FAC 2),
- four transducer units (RVDT)
configured in such a way that a single
failure would not affect all the units at
the same time,
- two engage FLT CTL/FAC pushbutton
switches (with FAULT/OFF legend)
common to the yaw damper and to the
rudder trim (one per FAC),
- a rudder trim control switch located on
the RUD TRIM control panel on the
center pedestal for manual trim control,
- a RUD TRIM/RESET pushbutton
switch (momentary switch), on the RUD
TRIM control panel.
- A rudder trim indicator with liquid
crystal display located on the left of the
rudder trim control switch.

22-66
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DESCRIPTION & OPERATION


The system operates using changeover
technique. When the two channels are
engaged:
- channel 1 has priority,
- channel 2 is synchronized on the
position of the actuator through a
mechanical linkage.
The standby channel is not energized. The
control order is not interrupted. Each
channel is duplicated and monitored:
- the COMMAND side of the FAC slaves
the position of the system,
- the MONITOR side monitors the
system.
The rudder trim function ensures a
trimmed value of the rudder. This value is
reproduced at the rudder pedals.
Rudder trim is obtained either manually or
automatically. The value appears:
- on the rudder trim indicator,
- on the display unit of the ECAM system.
The resulting deflection is maintained
even in case of total loss of the function.
This permits a stabilized value in the event
of AP loss when an engine failure occurs.
When the changeover principle is
retained:
- The side 1 has priority through the side 1
signal,
- interruption of the actuator enable
signals on the standby channel,
- automatic engagement of the standby
channel upon loss or disengagement of
channel 1.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Rudder Trim
The rudder trim function provides manual
control by a rudder trim control switch
located on the center pedestal. In addition
the ELACs compute a command signal for
rudder deflection (normal yaw damping
law including recovery of engine failure)
performed by the trim subsystem in manual flight. Reset of the rudder trim position is possible using a pushbutton switch
located on the center pedestal.
Automatic control when the autopilot is
engaged provides the accomplishment of
yaw autopilot command and the recovery
of engine failure.
The system consists of:
- an electromechanical actuator which
comprises two three phase synchronous
motors connected to a reduction gear by
rigid linkage,
- two Flight Augmentation Computers
(FAC 1 and FAC 2),
- four transducer units (RVDT)
configured in such a way that a single
failure would not affect all the units at
the same time,
- two engage FLT CTL/FAC pushbutton
switches (with FAULT/OFF legend)
common to the yaw damper and to the
rudder trim (one per FAC),
- a rudder trim control switch located on
the RUD TRIM control panel on the
center pedestal for manual trim control,
- a RUD TRIM/RESET pushbutton
switch (momentary switch), on the RUD
TRIM control panel.
- A rudder trim indicator with liquid
crystal display located on the left of the
rudder trim control switch.

22-66

The system operates using changeover


technique. When the two channels are
engaged:
- channel 1 has priority,
- channel 2 is synchronized on the
position of the actuator through a
mechanical linkage.
The standby channel is not energized. The
control order is not interrupted. Each
channel is duplicated and monitored:
- the COMMAND side of the FAC slaves
the position of the system,
- the MONITOR side monitors the
system.
The rudder trim function ensures a
trimmed value of the rudder. This value is
reproduced at the rudder pedals.
Rudder trim is obtained either manually or
automatically. The value appears:
- on the rudder trim indicator,
- on the display unit of the ECAM system.
The resulting deflection is maintained
even in case of total loss of the function.
This permits a stabilized value in the event
of AP loss when an engine failure occurs.
When the changeover principle is
retained:
- The side 1 has priority through the side 1
signal,
- interruption of the actuator enable
signals on the standby channel,
- automatic engagement of the standby
channel upon loss or disengagement of
channel 1.

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DESCRIPTION & OPERATION

Rudder Trim Diagram

Rudder Trim Diagram


JUN 97
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A320 LIMITATION 1 AND 9 COURSE

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DESCRIPTION & OPERATION


Yaw Damper
The yaw damper function ensures:
- in manual control, the accomplishment
of the yaw orders from the elevator
aileron computer (ELAC) (stabilization
and manual turn coordination). It also
provides a yaw damping degraded law in
the event of ELAC failure (alternate
law),
- in automatic control, the
accomplishment of the autopilot orders
from the Flight Management and
Guidance Computer (FMGC) for turn
coordination and guidance (align and
roll out). It also ensures, in automatic
flight, assistance in engine failure
recovery and yaw stability.
The system consists of:
- two electrohydraulic servoactuators (1
per FAC) centered to the neutral position
by an external spring device. Each
servoactuator includes:
- a Linear Variable Differential
Transducer (LVDT),
- two Flight Augmentation Computers
(FAC 1 and FAC 2),
- two Rotary Variable Differential
Transducers (RVDT) located on the
output shaft common to both
servoactuators,
- two FLT CTL/FAC pushbutton switches
common to the RUD TRIM and RTL
functions (for FAC engagement).
The ELACs compute the corresponding
data and transmit them to the rudder surface by a servo loop of the yaw damper
(FAC). The yaw damper function provides manual yaw stabilization. Alternate
law for Dutch roll damping is used when
the ELAC no longer computes normal
yaw stabilization. The FAC provides
Dutch roll damping (including turn coor-

22-68
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


dination) when the autopilot is engaged
(in cruise only). It also provides engine
failure recovery when the autopilot is
engaged (the ELACs provide this function
in manual flight).
All the computations specific to this function (laws, logic and engagement) are
duplicated in each FAC.
The system operates using changeover
technique. When both yaw damper 1 and
yaw damper 2 are engaged, channel 1 has
priority. Channel 2 is synchronized on the
position of the other channel and its associated servoactuator is depressurized. This
depressurization is performed by two electrovalves. Each electrovalve drives a
bypass valve. Only one electrovalve is
required to depressurize the servoactuator.
A pressure switch monitors the status of
the electrovalves.
If the two servoactuators are not pressurized, the rudder is centered to the neutral
position (zero or the trimmed value).
The rudder receives the yaw damper
orders, but they are not sent to the rudder
pedals. The Green hydraulic system supplies the servoactuator No. 1 associated
with FAC 1. The Yellow hydraulic system
supplies the servoactuator No. 2 associated with FAC 2.
When the AP is disengaged, the yaw
damper function is linked to the ELAC. In
normal mode, on the roll axis:
- the ELAC generates a lateral deflection
law which integrates the control of the
rudder (stabilization and turn
coordination).
The yaw damper carries out this law and
indicates the correct achievement of this
function through a hardwired discrete.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Yaw Damper
The yaw damper function ensures:
- in manual control, the accomplishment
of the yaw orders from the elevator
aileron computer (ELAC) (stabilization
and manual turn coordination). It also
provides a yaw damping degraded law in
the event of ELAC failure (alternate
law),
- in automatic control, the
accomplishment of the autopilot orders
from the Flight Management and
Guidance Computer (FMGC) for turn
coordination and guidance (align and
roll out). It also ensures, in automatic
flight, assistance in engine failure
recovery and yaw stability.
The system consists of:
- two electrohydraulic servoactuators (1
per FAC) centered to the neutral position
by an external spring device. Each
servoactuator includes:
- a Linear Variable Differential
Transducer (LVDT),
- two Flight Augmentation Computers
(FAC 1 and FAC 2),
- two Rotary Variable Differential
Transducers (RVDT) located on the
output shaft common to both
servoactuators,
- two FLT CTL/FAC pushbutton switches
common to the RUD TRIM and RTL
functions (for FAC engagement).
The ELACs compute the corresponding
data and transmit them to the rudder surface by a servo loop of the yaw damper
(FAC). The yaw damper function provides manual yaw stabilization. Alternate
law for Dutch roll damping is used when
the ELAC no longer computes normal
yaw stabilization. The FAC provides
Dutch roll damping (including turn coor-

22-68

dination) when the autopilot is engaged


(in cruise only). It also provides engine
failure recovery when the autopilot is
engaged (the ELACs provide this function
in manual flight).
All the computations specific to this function (laws, logic and engagement) are
duplicated in each FAC.
The system operates using changeover
technique. When both yaw damper 1 and
yaw damper 2 are engaged, channel 1 has
priority. Channel 2 is synchronized on the
position of the other channel and its associated servoactuator is depressurized. This
depressurization is performed by two electrovalves. Each electrovalve drives a
bypass valve. Only one electrovalve is
required to depressurize the servoactuator.
A pressure switch monitors the status of
the electrovalves.
If the two servoactuators are not pressurized, the rudder is centered to the neutral
position (zero or the trimmed value).
The rudder receives the yaw damper
orders, but they are not sent to the rudder
pedals. The Green hydraulic system supplies the servoactuator No. 1 associated
with FAC 1. The Yellow hydraulic system
supplies the servoactuator No. 2 associated with FAC 2.
When the AP is disengaged, the yaw
damper function is linked to the ELAC. In
normal mode, on the roll axis:
- the ELAC generates a lateral deflection
law which integrates the control of the
rudder (stabilization and turn
coordination).
The yaw damper carries out this law and
indicates the correct achievement of this
function through a hardwired discrete.

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DESCRIPTION & OPERATION


If necessary, the ELAC will operate in
degraded law on the roll axis. The FAC
computes the yaw damper function and
generates a simplified law of Dutch roll
damping (alternate law).
This law, which has a fixed and limited
authority 5, only uses gains function of
the selected positions of the flaps and
slats.
As soon as the AP is engaged, the yaw

DESCRIPTION & OPERATION


damper operates in the mode given below:
- Dutch roll damping except in approach
phase,
- turn coordination to reduce the sideslip
in turn. These two orders are inhibited
during the landing phase and
accomplished directly in the AP
guidance orders,
- assistance in engine failure recovery
from a lateral acceleration signal through
a threshold,
- accomplishment of the guidance orders :
align and roll out.

If necessary, the ELAC will operate in


degraded law on the roll axis. The FAC
computes the yaw damper function and
generates a simplified law of Dutch roll
damping (alternate law).
This law, which has a fixed and limited
authority 5, only uses gains function of
the selected positions of the flaps and
slats.
As soon as the AP is engaged, the yaw

FOR TRAINING PURPOSES ONLY

damper operates in the mode given below:


- Dutch roll damping except in approach
phase,
- turn coordination to reduce the sideslip
in turn. These two orders are inhibited
during the landing phase and
accomplished directly in the AP
guidance orders,
- assistance in engine failure recovery
from a lateral acceleration signal through
a threshold,
- accomplishment of the guidance orders :
align and roll out.

Yaw Damper Diagram

Yaw Damper Diagram


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-69
A320 LIMITATION 1 AND 9 COURSE

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DESCRIPTION & OPERATION


FLIGHT ENVELOPE PROTECTION
The Flight Augmentation Computer
(FAC) fulfills several functions independently of the engagement status of the
FLT CTL/FAC pushbutton switches.
The FAC monitors the flight envelope and
computes the maneuvering speeds. This
function provides the Primary Flight Display (PFD) with the following data displayed on the speed scale:
- stall warning speed (VSW),
- lower selectable speed (VLS),
- maximum speed (V MAX),
- maximum operational speed (V MAX
OP) giving margin against buffeting,
- airspeed tendency (VC TREND),
- maneuvering speed (V MAN) function
of the flap and slat positions,
- minimum flap retraction speed (V3),
- minimum slat retraction speed (V4),
- predictive VFE at next flap/slat position
(V FEN,
- In addition, V MAX and VLS are used
in the FMGC for speed limitation of AP/
FD and A/THR functions. The FAC
computes the conditions of activation of
the alpha floor mode of the A/THR
functions (angle of attack protection in
case of windshear).
These functions are necessary for:
- control of the speed scale on the
Primary,
- Flight Displays (PFDs),
- adaptation of gains of the Flight
Management and Guidance Computer
(FMGC) and Elevator Aileron Computer
(ELAC),
- distribution of signals for the FMGC
control laws,
- protection of the flight envelope in
automatic flight (speed limits for the
FMGC, alphafloor for the autothrust),

22-70
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


- display of the flap/slat maneuver speed,
- windshear warning (pin program
activation),
- low energy warning,
- display of the positions of the control
surfaces.
The FAC computes:
- the weight and the center of gravity,
- the characteristic speed data,
- the aerodynamic flightpath angle and the
potential flightpath angle,
- the alphafloor protection,
- the position of the rudder trim for the
ECAM system.
The alpha floor protection is calculated in
the FAC. This function protects the aircraft against excessive angle of attack. To
do this, a comparison is made between the
aircraft angle of attack and predetermined
thresholds dependent on aircraft configuration.
Beyond the thresholds, the FAC transmits
a command signal to the autothrust which
will apply full thrust. This also protects
the aircraft against longitudinal wind variations (windshear) in approach by determining a wind acceleration (deduced from
the difference between ground acceleration and air acceleration).
At the second detected or undetected failure of the ADIRS, the alphafloor fuction is
lost.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

FLIGHT ENVELOPE PROTECTION


The Flight Augmentation Computer
(FAC) fulfills several functions independently of the engagement status of the
FLT CTL/FAC pushbutton switches.
The FAC monitors the flight envelope and
computes the maneuvering speeds. This
function provides the Primary Flight Display (PFD) with the following data displayed on the speed scale:
- stall warning speed (VSW),
- lower selectable speed (VLS),
- maximum speed (V MAX),
- maximum operational speed (V MAX
OP) giving margin against buffeting,
- airspeed tendency (VC TREND),
- maneuvering speed (V MAN) function
of the flap and slat positions,
- minimum flap retraction speed (V3),
- minimum slat retraction speed (V4),
- predictive VFE at next flap/slat position
(V FEN,
- In addition, V MAX and VLS are used
in the FMGC for speed limitation of AP/
FD and A/THR functions. The FAC
computes the conditions of activation of
the alpha floor mode of the A/THR
functions (angle of attack protection in
case of windshear).
These functions are necessary for:
- control of the speed scale on the
Primary,
- Flight Displays (PFDs),
- adaptation of gains of the Flight
Management and Guidance Computer
(FMGC) and Elevator Aileron Computer
(ELAC),
- distribution of signals for the FMGC
control laws,
- protection of the flight envelope in
automatic flight (speed limits for the
FMGC, alphafloor for the autothrust),

22-70

- display of the flap/slat maneuver speed,


- windshear warning (pin program
activation),
- low energy warning,
- display of the positions of the control
surfaces.
The FAC computes:
- the weight and the center of gravity,
- the characteristic speed data,
- the aerodynamic flightpath angle and the
potential flightpath angle,
- the alphafloor protection,
- the position of the rudder trim for the
ECAM system.
The alpha floor protection is calculated in
the FAC. This function protects the aircraft against excessive angle of attack. To
do this, a comparison is made between the
aircraft angle of attack and predetermined
thresholds dependent on aircraft configuration.
Beyond the thresholds, the FAC transmits
a command signal to the autothrust which
will apply full thrust. This also protects
the aircraft against longitudinal wind variations (windshear) in approach by determining a wind acceleration (deduced from
the difference between ground acceleration and air acceleration).
At the second detected or undetected failure of the ADIRS, the alphafloor fuction is
lost.

JUN 97

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The ELAC direct computation of the alpha
floor protection is taken into account
directly as soon as the first detection is
made either by the FAC or by the ELAC.
Windshear is a sudden change in wind
direction and/or speed over a relatively
short distance in the atmosphere. This can
have an effect on aircraft performance
during takeoff and landing phases.
In windshear conditions, the principle is to
reduce the detection threshold according
to the detected windshear in order to allow
the possibility of performing a go around
maneuver sooner.

AUTO FLIGHT
DESCRIPTION & OPERATION

The Low Energy Function is to prevent


the A/C from entering a low energy situation by alerting the pilot through an audio
warning:
- "SPEED.. SPEED.. SPEED".
The crew has to increase thrust and the
low energy warning disappears as soon as:
- thrust level is high enough or,
- alpha floor protection is triggered or,
- pitch go around mode is triggered.
Low energy warning is available in flaps
configuration 2, 3 and FULL and between
100 ft and 2000 ft. RA.

The ELAC direct computation of the alpha


floor protection is taken into account
directly as soon as the first detection is
made either by the FAC or by the ELAC.
Windshear is a sudden change in wind
direction and/or speed over a relatively
short distance in the atmosphere. This can
have an effect on aircraft performance
during takeoff and landing phases.
In windshear conditions, the principle is to
reduce the detection threshold according
to the detected windshear in order to allow
the possibility of performing a go around
maneuver sooner.

FOR TRAINING PURPOSES ONLY

The Low Energy Function is to prevent


the A/C from entering a low energy situation by alerting the pilot through an audio
warning:
- "SPEED.. SPEED.. SPEED".
The crew has to increase thrust and the
low energy warning disappears as soon as:
- thrust level is high enough or,
- alpha floor protection is triggered or,
- pitch go around mode is triggered.
Low energy warning is available in flaps
configuration 2, 3 and FULL and between
100 ft and 2000 ft. RA.

Flight Autmentation Computer (FAC) Envelope Protection Diagram

Flight Autmentation Computer (FAC) Envelope Protection Diagram


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

22-71
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-71

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DESCRIPTION & OPERATION


FAC Characteristic Speed Data
The characteristic speed data are presented on the PFDs through the Display
Management Computers (DMCs). In normal operation:
- FAC l transmits data to Captain's PFD,
- FAC 2 transmits data to First Officer's
PFD.
The transmitted data are validated from:
- The sign status matrices of the
transmitted labels.

22-72
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The different speed data is given below:
- VSW: stall warning speed,
- VALPHA PROT: speed corresponding
to angle of attack reached when ELAC
Alpha Protection is triggered,
- VALPHA LIM: minimum speed which
can be reached in ELAC Alpha
Protection,
- VLS: lower selectable speed for a given
configuration,
- VMAN (Green dot): maneuvering
speed. This speed represents the drift
down speed which corresponds to the
optimum speed (max. lift to drag ratio)
in the event of engine failure,
- V3 and V4: minimum flap and slat
retraction speed V3(F) = minimum flap
RETRACTION speed. V4(S) minimum
slat RETRACTION speed,
- VMAX: maximum allowable speed. It
determines a maximum value not to be
exceeded. It represents, depending on
the configuration, the smallest value of
the following:
-VFE = maximum flap and slat
extended speed,
-VLE = maximum landing gear,
extended speed in clean configuration,
- VMO/MMO = maximum operating limit
speed,
- VMAXOP: maximum selectable speed
- VC TREND: airspeed tendency. It
corresponds to the speed increment in
10s with the actual acceleration of the
aircraft,
- VFEN: in landing phase, it corresponds
to the VFE at next flap/slat position.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

FAC Characteristic Speed Data


The characteristic speed data are presented on the PFDs through the Display
Management Computers (DMCs). In normal operation:
- FAC l transmits data to Captain's PFD,
- FAC 2 transmits data to First Officer's
PFD.
The transmitted data are validated from:
- The sign status matrices of the
transmitted labels.

22-72

The different speed data is given below:


- VSW: stall warning speed,
- VALPHA PROT: speed corresponding
to angle of attack reached when ELAC
Alpha Protection is triggered,
- VALPHA LIM: minimum speed which
can be reached in ELAC Alpha
Protection,
- VLS: lower selectable speed for a given
configuration,
- VMAN (Green dot): maneuvering
speed. This speed represents the drift
down speed which corresponds to the
optimum speed (max. lift to drag ratio)
in the event of engine failure,
- V3 and V4: minimum flap and slat
retraction speed V3(F) = minimum flap
RETRACTION speed. V4(S) minimum
slat RETRACTION speed,
- VMAX: maximum allowable speed. It
determines a maximum value not to be
exceeded. It represents, depending on
the configuration, the smallest value of
the following:
-VFE = maximum flap and slat
extended speed,
-VLE = maximum landing gear,
extended speed in clean configuration,
- VMO/MMO = maximum operating limit
speed,
- VMAXOP: maximum selectable speed
- VC TREND: airspeed tendency. It
corresponds to the speed increment in
10s with the actual acceleration of the
aircraft,
- VFEN: in landing phase, it corresponds
to the VFE at next flap/slat position.

JUN 97

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AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

Flight Augmentation Computer (FAC) Characteristic Speed Data Diagram


JUN 97

AUTO FLIGHT

22-73
A320 LIMITATION 1 AND 9 COURSE

Flight Augmentation Computer (FAC) Characteristic Speed Data Diagram


JUN 97

22-73

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AIRCRAFT REFERENCE GUIDE

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY

FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY

Flight Augmentation System (FAC) 28 VDC Power Supply

Flight Augmentation System (FAC) 28 VDC Power Supply

22-74
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-74

JUN 97

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AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

Flight Augmentation System (FAC) 26VAC Power Supply

Flight Augmentation System (FAC) 26VAC Power Supply


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

22-75
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-75

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A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

AUTO FLIGHT
DESCRIPTION & OPERATION

Flight Augmentation System (FAC) Hydraulic Power Supply

Flight Augmentation System (FAC) Hydraulic Power Supply

22-76
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-76

JUN 97

UNITED AIRLINES

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A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


FLIGHT MANAGEMENT AND
GUIDANCE SYSTEM (FMGS)
The FMGS provides automatic navigation
and flight guidance, map displays, autothrottle management and thrust limits, and
performance optimization. It greatly
reduces flight deck workload and
increases efficiency by eliminating many
routine tasks and computations normally
performed by the crew. After entry of the
flight plan and other required performance
data, the FMGS will generate the optimum
flight profile from departure to arrival,
provide automatic aircraft guidance and
compute current and predicted progress
along the flight plan.
The major functions of the FMGS include:
- storage of navigation and performance
data. The navigation data base is updated
by Maintenance on a 28day cycle,
- data entry for alignment of the inertial
reference units (ADIRS),
- entry, storage, and modification of flight
plans, including company routes, SIDs,
STARS, instrument approaches, airways,
and pilot defined waypoints,
- performance optimization, including
fuel computations, cost index speed
computations, and optimum vertical
profiles,
- map displays, including routes, navaids,
waypoints, etc.,
- continuous calculation of the aircraft
position,
- automatic and manual navaid tuning,
- aransmission of pitch, yaw, roll, and
thrust commands to the autopilots, flight
directors, and autothrottle system.

JUN 97
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The FMGS includes the following units:
- 2 flight management and guidance
computers (FMGCs),
- 2 multifunction control and display units
(MCDUs),
- 1 flight control unit (FCU),
- 2 flight augmentation computers (FACs),
- 2 throttles.
Flight Management and Guidance
Computers (FMGC)
Each FMGC has three functions:
- Flight management (FM): This function
computes the airplane position, provides
map displays, selects and autotunes
navigation radios, and calculates
performance information,
- Flight guidance (FG): This function
provides commands to the autopilots,
flight directors, and autothrottles,
- Flight augmentation: This function
provides rudder and yaw damping
inputs, flight envelope and speed
computations, and windshear protection.
Each FMGC has its own data base, which
is comprised of two sections. The first section is not modifiable by the crew, and
contains both navigation and performance
data. The second section is devoted to
pilot entered data, and can include waypoints, navaids, or runways not contained
in the data base. These entries are automatically deleted at the termination of
each flight.
Crew inputs to the FMGCs are entered by
the following crew interfaces:
- Multifunction Control and DisplayUnit,
- Flight Control Unit,
- Throttles.

22-77
A320 LIMITATION 1 AND 9 COURSE

FLIGHT MANAGEMENT AND


GUIDANCE SYSTEM (FMGS)
The FMGS provides automatic navigation
and flight guidance, map displays, autothrottle management and thrust limits, and
performance optimization. It greatly
reduces flight deck workload and
increases efficiency by eliminating many
routine tasks and computations normally
performed by the crew. After entry of the
flight plan and other required performance
data, the FMGS will generate the optimum
flight profile from departure to arrival,
provide automatic aircraft guidance and
compute current and predicted progress
along the flight plan.
The major functions of the FMGS include:
- storage of navigation and performance
data. The navigation data base is updated
by Maintenance on a 28day cycle,
- data entry for alignment of the inertial
reference units (ADIRS),
- entry, storage, and modification of flight
plans, including company routes, SIDs,
STARS, instrument approaches, airways,
and pilot defined waypoints,
- performance optimization, including
fuel computations, cost index speed
computations, and optimum vertical
profiles,
- map displays, including routes, navaids,
waypoints, etc.,
- continuous calculation of the aircraft
position,
- automatic and manual navaid tuning,
- aransmission of pitch, yaw, roll, and
thrust commands to the autopilots, flight
directors, and autothrottle system.

JUN 97

The FMGS includes the following units:


- 2 flight management and guidance
computers (FMGCs),
- 2 multifunction control and display units
(MCDUs),
- 1 flight control unit (FCU),
- 2 flight augmentation computers (FACs),
- 2 throttles.
Flight Management and Guidance
Computers (FMGC)
Each FMGC has three functions:
- Flight management (FM): This function
computes the airplane position, provides
map displays, selects and autotunes
navigation radios, and calculates
performance information,
- Flight guidance (FG): This function
provides commands to the autopilots,
flight directors, and autothrottles,
- Flight augmentation: This function
provides rudder and yaw damping
inputs, flight envelope and speed
computations, and windshear protection.
Each FMGC has its own data base, which
is comprised of two sections. The first section is not modifiable by the crew, and
contains both navigation and performance
data. The second section is devoted to
pilot entered data, and can include waypoints, navaids, or runways not contained
in the data base. These entries are automatically deleted at the termination of
each flight.
Crew inputs to the FMGCs are entered by
the following crew interfaces:
- Multifunction Control and DisplayUnit,
- Flight Control Unit,
- Throttles.

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DESCRIPTION & OPERATION


The MCDU is considered the long-term
interface between the pilot and the FMGC.
Functions of the MCDU include selection
of specific pages for insertion and display
of navigation and performance information, and interface with other peripherals
including ACARS and AIDS (aircraft
integrated data system, for Maintenance
monitoring and reporting).
If data is entered on the MCDU that is
illogical or beyond the capabilities of the
airplane, the entry will either produce no
effect or will generate an advisory message.
The FCU, located on the glareshield, is the
short-term interface between the pilot and
the FMGC. It is used to modify any flight
parameter on a short-term basis, and is
also used to select operational modes for
the autopilots, flight directors, and autothrottles.
While the mode switches have light bars
to indicate that a specific mode has been
selected, the only confirmation of the
engaged mode is the appropriate annunciation on the FMA.
With an FD switch selected on, the position of the throttles actuates the flight
directors for takeoff and go around modes
and FMGS position updating to the takeoff runway.
FMGC Operation
Each FMGC is linked to its own (onside)
MCDU, radio master panel (RMP), and
electronic flight instruments (EFIS). There
are three possible modes of operation:
Dual, Independent, and Single.
The normal mode of operation is the dual
mode. Each FMGC makes its own computations of airspeed, airplane position, etc.,
and exchange data through a crosstalk bus.
One FMGC is the "master" and the other
is the "slave." Entries on either MCDU are

22-78
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


transmitted to both FMGCs. FMGC 1 is
the master (unless it has failed) when both
FD switches are selected off for autothrottle operation.
If a significant discrepancy exists, the
FMGCs degrade to the Independent
Mode. In the Independent Mode, both
FMGCs continue to operate; however,
there is no cross comparison or validation
of data. Each MCDU provides inputs only
to the onside FMGC, RMP, and EFIS.
Independent operation is indicated by the
"INDEPENDENT OPERATION" message in the MCDU scratchpad. Raw data
must be used to ensure navigation accuracy in the independent mode, since each
FMGC is computing airspeed, position,
etc., without comparison to the other
FMGC, and map displays may differ.
Single Mode is automatically selected if
one FMGC fails. Entries on either MCDU
are transferred to the operating FMGC.
The message information is exchanged
between both FMGCs for cross comparison and validation. The following conditions exist during the normal mode of
operation:
- If one AP switch is selected on, the
related FMGC is the master,
- If two AP switches are selected on,
FMGC 1 is the master,
If neither AP switch is selected on:
- FMGC 1 is the master when the
Captain's FD switch is selected on,
- FMGC 2 is the master when the First
Officer's FD switch is selected on and
the Captain's FD switch is selected off.
FMGC "OPP FMGC IN PROGRESS"
will appear in the MCDU scratchpad. In
the Single Mode, both NDs must be set to
the same mode and range or a message
"SET OFFSIDE RNG/MODE" message
will appear on the ND.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The MCDU is considered the long-term


interface between the pilot and the FMGC.
Functions of the MCDU include selection
of specific pages for insertion and display
of navigation and performance information, and interface with other peripherals
including ACARS and AIDS (aircraft
integrated data system, for Maintenance
monitoring and reporting).
If data is entered on the MCDU that is
illogical or beyond the capabilities of the
airplane, the entry will either produce no
effect or will generate an advisory message.
The FCU, located on the glareshield, is the
short-term interface between the pilot and
the FMGC. It is used to modify any flight
parameter on a short-term basis, and is
also used to select operational modes for
the autopilots, flight directors, and autothrottles.
While the mode switches have light bars
to indicate that a specific mode has been
selected, the only confirmation of the
engaged mode is the appropriate annunciation on the FMA.
With an FD switch selected on, the position of the throttles actuates the flight
directors for takeoff and go around modes
and FMGS position updating to the takeoff runway.
FMGC Operation
Each FMGC is linked to its own (onside)
MCDU, radio master panel (RMP), and
electronic flight instruments (EFIS). There
are three possible modes of operation:
Dual, Independent, and Single.
The normal mode of operation is the dual
mode. Each FMGC makes its own computations of airspeed, airplane position, etc.,
and exchange data through a crosstalk bus.
One FMGC is the "master" and the other
is the "slave." Entries on either MCDU are

22-78

transmitted to both FMGCs. FMGC 1 is


the master (unless it has failed) when both
FD switches are selected off for autothrottle operation.
If a significant discrepancy exists, the
FMGCs degrade to the Independent
Mode. In the Independent Mode, both
FMGCs continue to operate; however,
there is no cross comparison or validation
of data. Each MCDU provides inputs only
to the onside FMGC, RMP, and EFIS.
Independent operation is indicated by the
"INDEPENDENT OPERATION" message in the MCDU scratchpad. Raw data
must be used to ensure navigation accuracy in the independent mode, since each
FMGC is computing airspeed, position,
etc., without comparison to the other
FMGC, and map displays may differ.
Single Mode is automatically selected if
one FMGC fails. Entries on either MCDU
are transferred to the operating FMGC.
The message information is exchanged
between both FMGCs for cross comparison and validation. The following conditions exist during the normal mode of
operation:
- If one AP switch is selected on, the
related FMGC is the master,
- If two AP switches are selected on,
FMGC 1 is the master,
If neither AP switch is selected on:
- FMGC 1 is the master when the
Captain's FD switch is selected on,
- FMGC 2 is the master when the First
Officer's FD switch is selected on and
the Captain's FD switch is selected off.
FMGC "OPP FMGC IN PROGRESS"
will appear in the MCDU scratchpad. In
the Single Mode, both NDs must be set to
the same mode and range or a message
"SET OFFSIDE RNG/MODE" message
will appear on the ND.

JUN 97

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Flight Management System Architecture

Flight Management System Architecture


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-79
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-79

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AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

NOTE: The A319 is equipped with GPS receivers and the FMGS contains a worldwide navigation database.

NOTE: The A319 is equipped with GPS receivers and the FMGS contains a worldwide navigation database.

Flight Management NAV Architecture

Flight Management NAV Architecture

22-80
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-80

JUN 97

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UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Fight Management Ssystem RAD NAV Architecture

Fight Management Ssystem RAD NAv Architecture


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-81
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-81

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DESCRIPTION & OPERATION


FMGS Position Computation
Each FMGC receives position information
from all three IRS units and computes an
average position called the "MIX IRS"
position. If one IRS fails, each FMGC
uses only the onside IRS (if operable) or
IRS 3. The MIX IRS position is used as
the FMGC position until the throttles are
advanced during the takeoff roll.
At takeoff, the FMGC position is updated
to the runway threshold coordinates stored
in the data base for the departure runway
entered in the flight plan. If the wrong
runway was entered, a map shift will
occur shortly after takeoff as radio position updating "moves" the airplane toward
the known (radio) position.
In flight, each FMGC computes a radio
position using DME/DME, VOR/DME, or
ILS/DME (during approach only). The
FMGC position is based on the IRS MIX
position updated by the radio position. A
comparison between the MIX IRS position and the radio position is continuously
updated and called a "bias." If the radio
position is lost, the latest bias is memorized and FMGC position becomes the
MIX IRS position plus the bias. The bias
will remain constant until radio position
updating is restored.
NOTE: Aircraft with GPS installed will
use GPS data as a input for FMGC
position updating. The FMGC will only
use GPS data if the vailidy is high.

22-82
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The FM position is indicated to the pilots
by various MCDU pages. Position data
can be found on the POSITION MONITOR page which indicates:
- the two FM positions with their modes
of operation,
- the radio position,
- the mix IRS position,
- GPS position data,
- the status of each IR (NAV-ATT-ALIGN
INVALID).
The DATA INDEX page (MCDU DATA
key) allows access to the POSITION
MONITOR page. The accuracy of the
position computation is displayed on the
PROGRESS page (MCDU PROG key).
The accuracy can be HIGH or LOW. This
is computed by the FM part of the FMGC
according to the Esitmated Position Error
(EPE). Generally, the EPE is set after IR
alignment, updated at take-off on the runway threshold to 0.4 Nm. A comparison is
done between the current EPE (due to IR
drift and radio drift) and a target EPE.
HIGH or LOW will be indicated depending on the error.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

FMGS Position Computation


Each FMGC receives position information
from all three IRS units and computes an
average position called the "MIX IRS"
position. If one IRS fails, each FMGC
uses only the onside IRS (if operable) or
IRS 3. The MIX IRS position is used as
the FMGC position until the throttles are
advanced during the takeoff roll.
At takeoff, the FMGC position is updated
to the runway threshold coordinates stored
in the data base for the departure runway
entered in the flight plan. If the wrong
runway was entered, a map shift will
occur shortly after takeoff as radio position updating "moves" the airplane toward
the known (radio) position.
In flight, each FMGC computes a radio
position using DME/DME, VOR/DME, or
ILS/DME (during approach only). The
FMGC position is based on the IRS MIX
position updated by the radio position. A
comparison between the MIX IRS position and the radio position is continuously
updated and called a "bias." If the radio
position is lost, the latest bias is memorized and FMGC position becomes the
MIX IRS position plus the bias. The bias
will remain constant until radio position
updating is restored.
NOTE: Aircraft with GPS installed will
use GPS data as a input for FMGC
position updating. The FMGC will only
use GPS data if the vailidy is high.

22-82

The FM position is indicated to the pilots


by various MCDU pages. Position data
can be found on the POSITION MONITOR page which indicates:
- the two FM positions with their modes
of operation,
- the radio position,
- the mix IRS position,
- GPS position data,
- the status of each IR (NAV-ATT-ALIGN
INVALID).
The DATA INDEX page (MCDU DATA
key) allows access to the POSITION
MONITOR page. The accuracy of the
position computation is displayed on the
PROGRESS page (MCDU PROG key).
The accuracy can be HIGH or LOW. This
is computed by the FM part of the FMGC
according to the Esitmated Position Error
(EPE). Generally, the EPE is set after IR
alignment, updated at take-off on the runway threshold to 0.4 Nm. A comparison is
done between the current EPE (due to IR
drift and radio drift) and a target EPE.
HIGH or LOW will be indicated depending on the error.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

FMGC Postition Computation & Indication

FMGC Postition Computation & Indication


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-83
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-83

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Flight Plan Indication
The primary flight plan is initialized by
entering a company route or a city pair
from the INIT page A. The departure airport provides the position used to align the
IR. Company route or city pair, originated
by the navigation data base, provides the
leg stringing from departure airport to
arrival airport via waypoints. If there is no
preprogammed plan with a city pair, the
crew has to define enroute waypoints.

DESCRIPTION & OPERATION


There is also a alternate selection to the
primary flight plan. This provides for an
alternate flight plan from the primary destination to an alterante destination.
The primary flight plan, accessible by the
MCDU F-PLN key, is displayed in green
and the TO waypoint is displayed in
white. The same colors also apply to the
ND display.
When the flight plan is acitve, the line is
continous. If the flight plan is not active,
the line is dashed. The alternate flight plan
is shown if it is activated or slewed during
preflight in PLAN mode.

Flight Plan Indication


The primary flight plan is initialized by
entering a company route or a city pair
from the INIT page A. The departure airport provides the position used to align the
IR. Company route or city pair, originated
by the navigation data base, provides the
leg stringing from departure airport to
arrival airport via waypoints. If there is no
preprogammed plan with a city pair, the
crew has to define enroute waypoints.

MCDU & ND Flight Plan Inication

22-84
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

There is also a alternate selection to the


primary flight plan. This provides for an
alternate flight plan from the primary destination to an alterante destination.
The primary flight plan, accessible by the
MCDU F-PLN key, is displayed in green
and the TO waypoint is displayed in
white. The same colors also apply to the
ND display.
When the flight plan is acitve, the line is
continous. If the flight plan is not active,
the line is dashed. The alternate flight plan
is shown if it is activated or slewed during
preflight in PLAN mode.

MCDU & ND Flight Plan Inication

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-84

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


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 crew, 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, the
Flight Management (FM) part provides
the aircraft position and the follow up of
the flight plan.
Everything can be prepared prior to the
take off but can also be modified quickly
and easily during the flight operation. In
case of a 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 crew 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 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, but the manually entered data can
be erased.
Two cycle data bases can be inserted and
the selection is made automatically using
data from the aircraft clock or manually.

JUN 97
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The data base development has to satisfy
three specifications:
- Airline operational requirements,
- Airframe manufacturer requirements,
- Governmental regulation and
certification requirements.
The navigation data base covers:
- ENROUTE for navaids, waypoints,
holding pattern and airways,
- TERMINAL AREA for airports,
- TAILORED DATA at the request of
customers.
The data base is translated into binary format and recorded on a 3.5 inch disk and is
sent to each airline on day 21 of the current 28 day cycle. It may be loaded upon
delivery and the crew can still access the
current cycle data until the next cycle data
becomes effective. This is done on the
AIRCRAFT STATUS page of the
MCDU.
Lateral Flight Plan
The 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 steering order can be followed by the
crew or the autopilot with the NAV mode
selected.

22-85
A320 LIMITATION 1 AND 9 COURSE

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 crew, 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, the
Flight Management (FM) part provides
the aircraft position and the follow up of
the flight plan.
Everything can be prepared prior to the
take off but can also be modified quickly
and easily during the flight operation. In
case of a 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 crew 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 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, but the manually entered data can
be erased.
Two cycle data bases can be inserted and
the selection is made automatically using
data from the aircraft clock or manually.

JUN 97

The data base development has to satisfy


three specifications:
- Airline operational requirements,
- Airframe manufacturer requirements,
- Governmental regulation and
certification requirements.
The navigation data base covers:
- ENROUTE for navaids, waypoints,
holding pattern and airways,
- TERMINAL AREA for airports,
- TAILORED DATA at the request of
customers.
The data base is translated into binary format and recorded on a 3.5 inch disk and is
sent to each airline on day 21 of the current 28 day cycle. It may be loaded upon
delivery and the crew can still access the
current cycle data until the next cycle data
becomes effective. This is done on the
AIRCRAFT STATUS page of the
MCDU.
Lateral Flight Plan
The 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 steering order can be followed by the
crew or the autopilot with the NAV mode
selected.

22-85

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Vertical Flight Plan
The vertical flight plan provides an accurate flight path prediction which requires a
precise data of current and forecasted
wind, temperature and the 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 crew or the autopilot. Any
level change in the vertical profile is initiated after a push action on a level change
selector, except for departure when the
vertical profile is armed on ground and
will be automatically active after Take Off
phase.
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.

22-86
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


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
"parameters" in this particular part of the
FM function and direct the airline choice.
Depending on the crew 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
symbol is fixed and the chart moves.
ROSE-NAV mode allows 360 display
relative to the aircraft symbal. ARC mode
only shows a 180 arc in front of the aircraft.
In plan mode, the flight plan is shown with
NORTH at the top of the screen centered
on the TO waypoint. Depending on the
range range selection, the aircraft symbol
may not be in view. The flight plan can be
reviewed by scrolling through the flight
plan via the MCDU. The slew keys or
NEXT PAGE key will move the display
on the Navigation Display (ND) as the
flight plan is reviewed.
The Primary Flight Display (PFD) shows
the FM guidance indication following
engagement of the AP/FD and longitudinal modes.
MCDU Failure
If a multipurpose Control and Display
Unit (MCDU) failure occurs on side 1 or
2, and the FMGC is still functioning, the
EFIS indications will function noramlly.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Vertical Flight Plan


The vertical flight plan provides an accurate flight path prediction which requires a
precise data of current and forecasted
wind, temperature and the 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 crew or the autopilot. Any
level change in the vertical profile is initiated after a push action on a level change
selector, except for departure when the
vertical profile is armed on ground and
will be automatically active after Take Off
phase.
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.

22-86

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
"parameters" in this particular part of the
FM function and direct the airline choice.
Depending on the crew 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
symbol is fixed and the chart moves.
ROSE-NAV mode allows 360 display
relative to the aircraft symbal. ARC mode
only shows a 180 arc in front of the aircraft.
In plan mode, the flight plan is shown with
NORTH at the top of the screen centered
on the TO waypoint. Depending on the
range range selection, the aircraft symbol
may not be in view. The flight plan can be
reviewed by scrolling through the flight
plan via the MCDU. The slew keys or
NEXT PAGE key will move the display
on the Navigation Display (ND) as the
flight plan is reviewed.
The Primary Flight Display (PFD) shows
the FM guidance indication following
engagement of the AP/FD and longitudinal modes.
MCDU Failure
If a multipurpose Control and Display
Unit (MCDU) failure occurs on side 1 or
2, and the FMGC is still functioning, the
EFIS indications will function noramlly.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT
DESCRIPTION & OPERATION

FMGC Flight Flan Processing

FMGC Flight Flan Processing

MCDU Failure

MCDU Failure
22-87
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-87

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AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


DATABASE LOADING
Every 28 days, a new data base must be
uploaded to each FMGC. One FMGC
must be loaded with a data base loader.
There is a connector above the F/O overhead panel. The loading of the FMGC will
take about 20 minutes.
NOTE: It is imperative that maintenance manual procedures are followed
when loading the FMGCs. Failure to
adhere to maintenance manual references can damage the FMGCs.
Once one FMGC has been loaded, its new
data base can be transferred to the opposite FMGC. This is accomplished by uitlizing the MCDU.

DESCRIPTION & OPERATION


When the FMGC status page is accessed,
it will display an "ACTIVATE CROSSLOAD" prompt. This prompt will be displayed when the FMGCs detect different
data bases. Pushing this prompt causes the
field to swtich to "CONFIRM" crossload.
Pushing the prompt again enables the
crossloading and transfers the data base to
the receiving database.
NOTE: Always initialize the crossload
from the side that has the new data
base. This will prevent the new data
base from being overwritten with an
older data base from the opposite
FMGC.
The airplane status page on the MCDU
will display automatically on aircraft
power-up or can be manually selected
from the DATA INDEX page.
The active data base will be displayed in
large letters and the second data base will
be displayed in small letters.
NOTE: Cycling between the two data
bases will erase any current flight plan
that has been inserted into the MCDU.

DATABASE LOADING
Every 28 days, a new data base must be
uploaded to each FMGC. One FMGC
must be loaded with a data base loader.
There is a connector above the F/O overhead panel. The loading of the FMGC will
take about 20 minutes.
NOTE: It is imperative that maintenance manual procedures are followed
when loading the FMGCs. Failure to
adhere to maintenance manual references can damage the FMGCs.
Once one FMGC has been loaded, its new
data base can be transferred to the opposite FMGC. This is accomplished by uitlizing the MCDU.

FOR TRAINING PURPOSES ONLY

When the FMGC status page is accessed,


it will display an "ACTIVATE CROSSLOAD" prompt. This prompt will be displayed when the FMGCs detect different
data bases. Pushing this prompt causes the
field to swtich to "CONFIRM" crossload.
Pushing the prompt again enables the
crossloading and transfers the data base to
the receiving database.
NOTE: Always initialize the crossload
from the side that has the new data
base. This will prevent the new data
base from being overwritten with an
older data base from the opposite
FMGC.
The airplane status page on the MCDU
will display automatically on aircraft
power-up or can be manually selected
from the DATA INDEX page.
The active data base will be displayed in
large letters and the second data base will
be displayed in small letters.
NOTE: Cycling between the two data
bases will erase any current flight plan
that has been inserted into the MCDU.

Data Base Loading

Data Base Loading

22-88

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-88

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT
DESCRIPTION & OPERATION

Data Loader

Data Loader

PERF FACTOR
+ 1.5

ACTIVATE

PERF FACTOR
+ 1.5

PERF FACTOR
+ 1.5

PERF FACTOR
+ 1.5

MCDUSTS

FMGC Status Page

FMGC Status Page

FOR TRAINING PURPOSES ONLY

CONFIRM
*CROSSLOAD
03

CROSSLOAD 03

MCDUSTS

JUN 97

23DEC - 22JAN

23DEC - 22JAN

23DEC - 22JAN

CONFIRM
*CROSSLOAD
03

CROSSLOAD 03

SECOND DATA BASE

SECOND DATA BASE

SECOND DATA BASE

23DEC - 22JAN

ACTIVATE

ENG
V2527 - A5
ACTIVE DATA BASE
28NOV - 23DEC UA 2921001

ENG
V2527 - A5
ACTIVE DATA BASE
28NOV - 23DEC UA 2921001

ENG
V2527 - A5
ACTIVE DATA BASE
28NOV - 23DEC UA 2921001

SECOND DATA BASE

A320-232

A320-232

A320-232

A320-232
ENG
V2527 - A5
ACTIVE DATA BASE
28NOV - 23DEC UA 2921001

22-89
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-89

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AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


LANDING CAPABILITIES
Each FMGC computes its own automatic
landing category according to the availability of the various sensors and functions.
LAND 2 category:
- at least 1 AP engaged with the LAND
mode armed or LAND TRACK mode
active,
- at least 1 FWC valid,
- 2 PFDs valid
- 2 ILS receivers valid.
- LAND 3 FAIL PASSIVE category:
- LAND 2 conditions,
- at least one A/THR function engaged,
- 2 radio-altimeters valid.
LAND 3 FAIL OPERATIONAL category:
- 2 APs engaged with the LAND mode
armed or the LAND TRACK mode
active,
- at least one A/THR function engaged,
- 2 FWCs valid,
- FMGCs must be supplied by two
separate electrical power supply
systems,
- 2 PFDs valid,
- 2 ELACs valid,
- 2 ILS receivers valid,
- 2 radio-altimeters valid,
- 3 IRS valid,
- 3 ADCs valid,
- BSCU valid,
- 2 FACs valid,
- No IRS or ADC failures detected by
FAC 1 or 2,
- 2 yaw dampers engaged,
- 2 rudder trims engaged.

22-90
FOR TRAINING PURPOSES ONLY

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Each FMGC computes the landing capability of the system made up of the two
FMGCs:
- when the AP and FD are disengaged for
one FMGC, the lading capability
corresponds to the category of the only
FMGC likely provide automatic landing,
- when the AP or FD is engaged for the
two FMGCs, the landing capability
corresponds to the lowest category
coming from the 2 FMGCs.
Regardless of the flight phase, each
FMGC computes the following three
items of information according to the
validity of sensors and the AP availability:
- LAND 2 INOP,
- LAND 3 FAIL PASSIVE INOP,
- LAND 3 FAIL OPERATIONAL INOP.
On the ECAM, loss of availability of the
various landing categories is displayed
according to logic that primarily takes into
account loss of validity of the lowest landing category provided by the two FMGCs.
The landing capability is sent to the EFIS.
LAND 3 FAIL OPERATIONAL capability is obtained when the two FMGCs have
the LAND 3 FAIL operational capabilty.
In this configuration, the objective is to
continue automatic landing in spite of the
simple failures that might affect the various systems used during this phase.
NOTE: Below 100 ft. (radio altimeter),
LAND 3 FAIL PASSIVE and LAND 3
FAIL OPERATIONAL categories are
memorized until the LAND TRACK
mode is disengaged or the 2 APs are disengaged. A failure occuring below 100
ft. will not cause any capability downgrading.
The CAT 1, CAT 2, CAT 3 SINGLE and
CAT 3 DUAL messages are displayed on
the FMA according to the landing capabilities sent by the FMGCs.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

LANDING CAPABILITIES
Each FMGC computes its own automatic
landing category according to the availability of the various sensors and functions.
LAND 2 category:
- at least 1 AP engaged with the LAND
mode armed or LAND TRACK mode
active,
- at least 1 FWC valid,
- 2 PFDs valid
- 2 ILS receivers valid.
- LAND 3 FAIL PASSIVE category:
- LAND 2 conditions,
- at least one A/THR function engaged,
- 2 radio-altimeters valid.
LAND 3 FAIL OPERATIONAL category:
- 2 APs engaged with the LAND mode
armed or the LAND TRACK mode
active,
- at least one A/THR function engaged,
- 2 FWCs valid,
- FMGCs must be supplied by two
separate electrical power supply
systems,
- 2 PFDs valid,
- 2 ELACs valid,
- 2 ILS receivers valid,
- 2 radio-altimeters valid,
- 3 IRS valid,
- 3 ADCs valid,
- BSCU valid,
- 2 FACs valid,
- No IRS or ADC failures detected by
FAC 1 or 2,
- 2 yaw dampers engaged,
- 2 rudder trims engaged.

22-90

Each FMGC computes the landing capability of the system made up of the two
FMGCs:
- when the AP and FD are disengaged for
one FMGC, the lading capability
corresponds to the category of the only
FMGC likely provide automatic landing,
- when the AP or FD is engaged for the
two FMGCs, the landing capability
corresponds to the lowest category
coming from the 2 FMGCs.
Regardless of the flight phase, each
FMGC computes the following three
items of information according to the
validity of sensors and the AP availability:
- LAND 2 INOP,
- LAND 3 FAIL PASSIVE INOP,
- LAND 3 FAIL OPERATIONAL INOP.
On the ECAM, loss of availability of the
various landing categories is displayed
according to logic that primarily takes into
account loss of validity of the lowest landing category provided by the two FMGCs.
The landing capability is sent to the EFIS.
LAND 3 FAIL OPERATIONAL capability is obtained when the two FMGCs have
the LAND 3 FAIL operational capabilty.
In this configuration, the objective is to
continue automatic landing in spite of the
simple failures that might affect the various systems used during this phase.
NOTE: Below 100 ft. (radio altimeter),
LAND 3 FAIL PASSIVE and LAND 3
FAIL OPERATIONAL categories are
memorized until the LAND TRACK
mode is disengaged or the 2 APs are disengaged. A failure occuring below 100
ft. will not cause any capability downgrading.
The CAT 1, CAT 2, CAT 3 SINGLE and
CAT 3 DUAL messages are displayed on
the FMA according to the landing capabilities sent by the FMGCs.

JUN 97

UNITED AIRLINES

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AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


When the LAND mode is armed with
radio height below 700 feet or LAND
TRACK mode or RUNWAY mode, the
FMGC sends an ILS TUNE INHIBIT signal which allows the value and validity of
the selected frequency to be frozen in the
ILS receivers and the runway heading to
be memorized in the FMGC.
Removal of FD Bars
The pitch FD bar is removed when:
- the ROLL OUT mode is active and no
longitudinal mode is active,
- the roll FD bar is removed when the
ROLL OUT mode is active and no
lateral mode is active,
- the yawFED bar is removed as long as
the ROLL OUT or ALIGN mode is not
active.

DESCRIPTION & OPERATION


Autoflight Warnings
An excessive deviation warning is activated if the position of the aircraft with
respect to the ILS beam exceeds:
-75 microamperes for the GLIDE axis
(above 100 ft. RA),
-20 microamperes for the LOC axis
(above 15 ft. RA. This warning makes the
LOC and GLIDE scales flash on the PED.
The AUTOLAND warning covers several
warnings:
-excessive deviations,
-loss of both APs.

When the LAND mode is armed with


radio height below 700 feet or LAND
TRACK mode or RUNWAY mode, the
FMGC sends an ILS TUNE INHIBIT signal which allows the value and validity of
the selected frequency to be frozen in the
ILS receivers and the runway heading to
be memorized in the FMGC.
Removal of FD Bars
The pitch FD bar is removed when:
- the ROLL OUT mode is active and no
longitudinal mode is active,
- the roll FD bar is removed when the
ROLL OUT mode is active and no
lateral mode is active,
- the yawFED bar is removed as long as
the ROLL OUT or ALIGN mode is not
active.

FOR TRAINING PURPOSES ONLY

Autoflight Warnings
An excessive deviation warning is activated if the position of the aircraft with
respect to the ILS beam exceeds:
-75 microamperes for the GLIDE axis
(above 100 ft. RA),
-20 microamperes for the LOC axis
(above 15 ft. RA. This warning makes the
LOC and GLIDE scales flash on the PED.
The AUTOLAND warning covers several
warnings:
-excessive deviations,
-loss of both APs.

FMGC Landing Capability Diagram

FMGC Landing Capability Diagram

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-91
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-91

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AUTO FLIGHT

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


AFS MAINTENANCE SYSTEM
The Auto Flight System is a type 1 system
capable of two-way communication with
the Centralized Fault Display Interface
Unit.
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 BITEs located in the various
AFS computers.
Access to the fault data is done through
the MCDU via the CFDIU. Like other
systems, the CFDIU works in NORMAL
MODE and MENU MODE.
Fault Isolation Detection System (FIDS)
FIDS is a card physically located in each
FAC. Both FACs are interchangeable, but
only FAC 1 FIDS is active due to pin programming.

DESCRIPTION & OPERATION


The FIDS is used as a SYSTEM BITE to
centalize maintenance information. FIDS
is linked in acquisition and reception to
the Centralized Fault Display Interface
Unit (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.
NOTE: If FIDS fails, the BITEs continue to work, the results can be read in
the shop or after FAC 1 has been
changed.

AFS MAINTENANCE SYSTEM


The Auto Flight System is a type 1 system
capable of two-way communication with
the Centralized Fault Display Interface
Unit.
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 BITEs located in the various
AFS computers.
Access to the fault data is done through
the MCDU via the CFDIU. Like other
systems, the CFDIU works in NORMAL
MODE and MENU MODE.
Fault Isolation Detection System (FIDS)
FIDS is a card physically located in each
FAC. Both FACs are interchangeable, but
only FAC 1 FIDS is active due to pin programming.

FOR TRAINING PURPOSES ONLY

The FIDS is used as a SYSTEM BITE to


centalize maintenance information. FIDS
is linked in acquisition and reception to
the Centralized Fault Display Interface
Unit (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.
NOTE: If FIDS fails, the BITEs continue to work, the results can be read in
the shop or after FAC 1 has been
changed.

AFS Maintenance Architecture

AFS Maintenance Architecture

22-92

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-92

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AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

FLIGHT CONTROL UNIT (FCU)


Location: Glareshield

FLIGHT CONTROL UNIT (FCU)


Location: Glareshield

JUN 97
FOR TRAINING PURPOSES ONLY

SPD/MACH Window
Displays dashes when the speed/Mach is managed.
Displays selected speed from the FCU or preselected speed from the MCDU.

SPD/MACH Window
Displays dashes when the speed/Mach is managed.
Displays selected speed from the FCU or preselected speed from the MCDU.

Managed Speed Light


Illuminates to indicate an FMGS managed speed
is being flown.

Managed Speed Light


Illuminates to indicate an FMGS managed speed
is being flown.

Speed/Mach Knob
When rotated, changes the value displayed in the
SPD/MACH window.

Speed/Mach Knob
When rotated, changes the value displayed in the
SPD/MACH window.

When pulled, the selected speed displayed in the


SPD/MACH window engages.

When pulled, the selected speed displayed in the


SPD/MACH window engages.

When pushed, FMGS managed speed engages, the


managed speed light illuminates, and dashes appear
in the SPD/MACH window.

When pushed, FMGS managed speed engages, the


managed speed light illuminates, and dashes appear
in the SPD/MACH window.

NOTE: If the knob is not pulled within a


predetermined time to engage selected
speed, the selection is lost and dashes are
re-displayed.

NOTE: If the knob is not pulled within a


predetermined time to engage selected
speed, the selection is lost and dashes are
re-displayed.

SPD/MACH Switch
When pushed, changes the value in the SPD/MACH
window from airspeed to Mach, and vice versa.

SPD/MACH Switch
When pushed, changes the value in the SPD/MACH
window from airspeed to Mach, and vice versa.

22-93
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-93

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AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

FLIGHT CONTROL UNIT (FCU) Cont.


Location: Glareshield

FLIGHT CONTROL UNIT (FCU) Cont.


Location: Glareshield

HDG/TRK Window
Displays dashes when
LNAV is engaged.
Displays selected heading/track when LNAV is
not engaged.

LAT Light
Illuminates to indicate managed
lateral mode is either armed or
engaged.
Flight Director Display
Mode
Indicates that the flight
director is in either HDG
V/S or TRK FPA display
mode.

HDG/TRK Window
Displays dashes when
LNAV is engaged.
Displays selected heading/track when LNAV is
not engaged.

A319/A320
AIRCRAFT REFERENCE GUIDE

LAT Light
Illuminates to indicate managed
lateral mode is either armed or
engaged.
Flight Director Display
Mode
Indicates that the flight
director is in either HDG
V/S or TRK FPA display
mode.

Heading/Track Knob
When rotated, changes the value displayed in the HDG/TRK window.

Heading/Track Knob
When rotated, changes the value displayed in the HDG/TRK window.

When pulled, the selected heading/track displayed in the HDG/TRK window


engages. If a heading is selected prior to pulling the knob (HDG not annunciated
on the FMA), the airplane turns in the shortest direction to the selected heading. If
a heading is selected after pulling the knob, the airplane turns to the new heading
in the direction the knob is turned. If the knob is pulled during a turn (HDG not
annunciated on the FMA), the airplane rolls out on the existing heading.

When pulled, the selected heading/track displayed in the HDG/TRK window


engages. If a heading is selected prior to pulling the knob (HDG not annunciated
on the FMA), the airplane turns in the shortest direction to the selected heading. If
a heading is selected after pulling the knob, the airplane turns to the new heading
in the direction the knob is turned. If the knob is pulled during a turn (HDG not
annunciated on the FMA), the airplane rolls out on the existing heading.

When pushed, LNAV engages, the LAT light illuminates, and dashes appear in
the HDG/TRK window.

When pushed, LNAV engages, the LAT light illuminates, and dashes appear in
the HDG/TRK window.

NOTE: Except during the takeoff and approach phases, if the knob is not
pulled within a predetermined time to engage selected heading/track, the
selection is lost and dashes are redisplayed.

NOTE: Except during the takeoff and approach phases, if the knob is not
pulled within a predetermined time to engage selected heading/track, the
selection is lost and dashes are redisplayed.

22-94
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-94

JUN 97

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AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

FLIGHT CONTROL UNIT (FCU) Cont.


Location: Glareshield

FLIGHT CONTROL UNIT (FCU) Cont.


Location: Glareshield

ALT Window
Displays altitude selected with the altitude knob. The window never displays
dashes, even when VNAV is engaged.

LVL/CH Light
Illuminates to indicate
managed vertical mode is
either armed or engaged.

HDG V/S TRK FPA Switch


(Flight Director Mode Switch)
When pushed, changes between heading/
vertical speed and track/flight path angle
display modes of both flight directors.
When HDG V/S mode is selected,
"HDG" appears above the HDG/TRK
window and "V/S" appears above the
V/S FPA window. Flight director command bars can be displayed on the PFD.
When TRK FPA mode is selected,
"TRK" appears above the HDG/TRK
window and "FPA" appears above the
V/S FPA window. Flight path vector/
flight path director can be displayed on
the PFD.
JUN 97
FOR TRAINING PURPOSES ONLY

LVL/CH Light
Illuminates to indicate
managed vertical mode is
either armed or engaged.

AP Switches
Engage/disengage
selected
autopilot. Illuminate green
when the autopilot is engaged.

AP Switches
Engage/disengage
selected
autopilot. Illuminate green
when the autopilot is engaged.

A/THR Switch
Arms or deactivates autothrottle
system. Illuminates green if the
autothrottle is armed or engaged.

ALT Window
Displays altitude selected with the altitude knob. The window never displays
dashes, even when VNAV is engaged.

A319/A320
AIRCRAFT REFERENCE GUIDE

METRIC ALT Switch


When pushed, the FCU
altitude is displayed in
meters on ECAM.
Altitude Knob
Changes the altitude displayed in the
ALT window. The inner knob rotates
to change the altitude value. The outer
knob provides selection of 100 or 1000
foot increments.
When pulled, the open climb or open
descent engages.
When pushed, VNAV engages, and the
LVL/CH light illuminates.
NOTE: In open climb or open descent,
VNAV constraints are ignored; however, constraints contained in the UAL
data base (i.e., 250 knots at 10,000 feet)
are met if managed speed is engaged.

22-95
A320 LIMITATION 1 AND 9 COURSE

A/THR Switch
Arms or deactivates autothrottle
system. Illuminates green if the
autothrottle is armed or engaged.
HDG V/S TRK FPA Switch
(Flight Director Mode Switch)
When pushed, changes between heading/
vertical speed and track/flight path angle
display modes of both flight directors.
When HDG V/S mode is selected,
"HDG" appears above the HDG/TRK
window and "V/S" appears above the
V/S FPA window. Flight director command bars can be displayed on the PFD.
When TRK FPA mode is selected,
"TRK" appears above the HDG/TRK
window and "FPA" appears above the
V/S FPA window. Flight path vector/
flight path director can be displayed on
the PFD.

JUN 97

METRIC ALT Switch


When pushed, the FCU
altitude is displayed in
meters on ECAM.
Altitude Knob
Changes the altitude displayed in the
ALT window. The inner knob rotates
to change the altitude value. The outer
knob provides selection of 100 or 1000
foot increments.
When pulled, the open climb or open
descent engages.
When pushed, VNAV engages, and the
LVL/CH light illuminates.
NOTE: In open climb or open descent,
VNAV constraints are ignored; however, constraints contained in the UAL
data base (i.e., 250 knots at 10,000 feet)
are met if managed speed is engaged.

22-95

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

FLIGHT CONTROL UNIT (FCU) Cont.


Location: Glareshield

FLIGHT CONTROL UNIT (FCU) Cont.


Location: Glareshield

V/S/FPA Window
Displays the vertical speed or flight path angle selected
using the vertical speed/flight path angle knob.
The applicable mode is controlled with the HDG-V/S
TRKFPA switch.

V/S/FPA Window
Displays the vertical speed or flight path angle selected
using the vertical speed/flight path angle knob.
The applicable mode is controlled with the HDG-V/S
TRKFPA switch.

Vertical Speed/Flight Path Angle Knob


When rotated, selects the vertical speed or flight path
angle displayed in the V/S / FPA window. The vertical
speed range is from minus (-) 6000 fpm to plus (+) 6000
fpm. The FPA range is from minus (-) 9.9 to plus (+)
9.9.

Vertical Speed/Flight Path Angle Knob


When rotated, selects the vertical speed or flight path
angle displayed in the V/S / FPA window. The vertical
speed range is from minus (-) 6000 fpm to plus (+) 6000
fpm. The FPA range is from minus (-) 9.9 to plus (+)
9.9.

When the knob is pulled, vertical speed engages. When


the knob is pushed, the airplane immediately levels off.

When the knob is pulled, vertical speed engages. When


the knob is pushed, the airplane immediately levels off.

LOC Switch
Arms, engages, or disengages the LOC mode.
It takes a minimum of 3 seconds after arming
for the LOC to engage in the capture mode.

LOC Switch
Arms, engages, or disengages the LOC mode.
It takes a minimum of 3 seconds after arming
for the LOC to engage in the capture mode.

EXPED Switch
Engages the EXPED mode to reach the altitude set in the altitude window
with maximum vertical gradient. Airspeed is green dot during a climb, and
340 KIAS during a descent. The expedite mode can only be disengaged by
the engagement of another mode.

EXPED Switch
Engages the EXPED mode to reach the altitude set in the altitude window
with maximum vertical gradient. Airspeed is green dot during a climb, and
340 KIAS during a descent. The expedite mode can only be disengaged by
the engagement of another mode.

NOTE: EXP CLB is not recommended above FL50, the Mach corresponding to
green dot is too low.

22-96
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

NOTE: EXP CLB is not recommended above FL50, the Mach corresponding to
green dot is too low.

22-96

JUN 97

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AUTO FLIGHT

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AIRCRAFT REFERENCE GUIDE

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

FLIGHT CONTROL UNIT (FCU) Cont.


Location: Glareshield

FLIGHT CONTROL UNIT (FCU) Cont.


Location: Glareshield

APPR Switch
Arms, engages, or disengages the following modes:
- LOC and G/S modes if an ILS approach has been selected from the MCDU data
base (it takes an minimum of 3 seconds after arming for the LOC and/or G/S to
engage in the capture mode)
- APP NAV, FINAL, and FINAL APP modes if a nonprecision approach has been
selected from the MCDU data base

APPR Switch
Arms, engages, or disengages the following modes:
- LOC and G/S modes if an ILS approach has been selected from the MCDU data
base (it takes an minimum of 3 seconds after arming for the LOC and/or G/S to
engage in the capture mode)
- APP NAV, FINAL, and FINAL APP modes if a nonprecision approach has been
selected from the MCDU data base

NOTE: If a VOR or NDB approach has been selected in the data base, the
LOC and APPR switches will not arm for localizer or glide slope capture, even
if the ILS frequency is manually tuned in the FMGC. An ILS approach must
be selected in the data base.

NOTE: If a VOR or NDB approach has been selected in the data base, the
LOC and APPR switches will not arm for localizer or glide slope capture, even
if the ILS frequency is manually tuned in the FMGC. An ILS approach must
be selected in the data base.

NOTE: The ILS APR mode should not be engaged above 8200 ft. AGL. Radio
altimeter signals are not available above this altitude and with the APPR
switch armed, the autopilot disengages at glideslope capture and the flight
directors revert to HDG-V/S or TRK-FPA mode.

NOTE: The ILS APR mode should not be engaged above 8200 ft. AGL. Radio
altimeter signals are not available above this altitude and with the APPR
switch armed, the autopilot disengages at glideslope capture and the flight
directors revert to HDG-V/S or TRK-FPA mode.

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

22-97
A320 LIMITATION 1 AND 9 COURSE

22-97

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AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

EFIS CONTROL PANEL


Location: Glareshield

EFIS CONTROL PANEL


Location: Glareshield

FD Switch
When pressed, the respective
flight director command bars
or flight path vector/flight
path director is displayed on
the associated PFD and the
switch illuminates.

FD Switch
When pressed, the respective
flight director command bars
or flight path vector/flight
path director is displayed on
the associated PFD and the
switch illuminates.

NOTE: All Primary Flight Display (PFD) and


Naviagation Display (ND) indications are located in
Chapter 34 controls and indications.

NOTE: All Primary Flight Display (PFD) and


Naviagation Display (ND) indications are located in
Chapter 34 controls and indications.

22-98
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-98

JUN 97

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AUTO FLIGHT
CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

THROTTLES
Location: Pedestal

THROTTLES
Location: Pedestal

Reverse Levers
Select reverse thrust by overriding
the stop fitted at the forward idle
position. The stop is reset when
the throttle is selected back to forward thrust.

Throttles
Transmit signals to the FADEC,
which computes and displays the
thrust rating limit and EPR. They
can only be moved manually over
a sector divided into four operating segments. There are five positions defined by detents or stops.

TO

TO

GA

GA

FLX
MCT

FLX
MCT

45

CL

A
/
T
H
R

40
35
30
25

CL

A
/
T
H
R

20
15
10

R
E
V
FULL

5
0

R
E
V
FULL

Reverse Levers
Select reverse thrust by overriding
the stop fitted at the forward idle
position. The stop is reset when
the throttle is selected back to forward thrust.

Throttles
Transmit signals to the FADEC,
which computes and displays the
thrust rating limit and EPR. They
can only be moved manually over
a sector divided into four operating segments. There are five positions defined by detents or stops.

When the idle stop is cleared by


pulling the reverse levers up,
reverse idle is selected.

When the idle stop is cleared by


pulling the reverse levers up,
reverse idle is selected.

NOTE: When the throttles are


moved to the TOGA or Flex
Take-off position, auto throttle
engages, but is not active.

NOTE: When the throttles are


moved to the TOGA or Flex
Take-off position, auto throttle
engages, but is not active.

Autothrottle Disconnect
Swithes
When pushed, disconnects the autothrottle
system.

FOR TRAINING PURPOSES ONLY

22-99
A320 LIMITATION 1 AND 9 COURSE

TO

TO

GA

GA

FLX
MCT

FLX
MCT

45

CL

A
/
T
H
R

40
35
30
25

CL

A
/
T
H
R

20
15
10

R
E
V
FULL

5
0

R
E
V
FULL

Autothrottle Disconnect
Swithes
When pushed, disconnects the autothrottle
system.
Caution If the disconnect switch is
pushed for more than 15 seconds,
the A/THR system is permanently
disconnected for the remainder of
the flight. All A/THR functions
including alpha floor are lost, and
recovery is only possible at the next
FMGC power-up.

Caution If the disconnect switch is


pushed for more than 15 seconds,
the A/THR system is permanently
disconnected for the remainder of
the flight. All A/THR functions
including alpha floor are lost, and
recovery is only possible at the next
FMGC power-up.

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97

22-99

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AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

ECAM INDICATIONS
Location:Upper ECAM

ECAM INDICATIONS
Location:Upper ECAM

1.4
1.2
1.6

1.503

FLX

35C

1.223

F.F.
3400

Thrust Limit Mode


Displays selected status. In flight (or on
the ground with engines stopped), the
selected mode corresponds to the detent of
the most advancd throttle.

On the ground with engines running, the


limit corresponds to the TO/GA limit,
regardless of throttle position. If FLEX
thrust is selected in this situation, FLX
EPR is displayed when the throttles are
positioned between IDLE and FLX/MCT.

On the ground with engines running, the


limit corresponds to the TO/GA limit,
regardless of throttle position. If FLEX
thrust is selected in this situation, FLX
EPR is displayed when the throttles are
positioned between IDLE and FLX/MCT.

EPR Rating Limit


In flight, displays value computed by the
FADEC receiving the highest actual EPR.
On the ground, the value is computed by
the FADEC receiving the most advanced
throttle position.

EPR Rating Limit


In flight, displays value computed by the
FADEC receiving the highest actual EPR.
On the ground, the value is computed by
the FADEC receiving the most advanced
throttle position.

3300

440
FLAP

Flexible Takeoff Tempature


Displays flexible takeoff temperature
selected through the MCDUs when FLX
mode selected.

10

1.4
1.2
1.6

F.F.
3400

LBS/H

3300

FOB: 29000 LBS

FLAP

Flexible Takeoff Tempature


Displays flexible takeoff temperature
selected through the MCDUs when FLX
mode selected.

10

95.1

35C

440

95.1

1.503

FLX

1.223

LBS/H

FOB: 29000 LBS

Thrust Limit Mode


Displays selected status. In flight (or on
the ground with engines stopped), the
selected mode corresponds to the detent of
the most advancd throttle.

99.9+

99.9+

LDG LT

LDG LT

UPRECAM

UPRECAM

22-100
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-100

JUN 97

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AUTOLAND WARNING
Location: Glareshield

AUTOLAND WARNING
Location: Glareshield

AUTO LAND Warning Light


Illuminates below 200 feet RA in the LAND mode when any one of the following
occurs:
- Both autopilots are off
- Excessive localizer deviation (1/4 dot above 15 feet RA) or glide slope deviation
(1 dot above 100 feet RA) (The localizer and glide slope scales flash on the PFD)
- Loss of localizer signal above 15 feet RA, or loss of glide slope signal above 100
feet RA (The FD bars flash on the PFD; however, the LAND mode does not
disengage.

AUTO LAND Warning Light


Illuminates below 200 feet RA in the LAND mode when any one of the following
occurs:
- Both autopilots are off
- Excessive localizer deviation (1/4 dot above 15 feet RA) or glide slope deviation
(1 dot above 100 feet RA) (The localizer and glide slope scales flash on the PFD)
- Loss of localizer signal above 15 feet RA, or loss of glide slope signal above 100
feet RA (The FD bars flash on the PFD; however, the LAND mode does not
disengage.

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

22-101
A320 LIMITATION 1 AND 9 COURSE

22-101

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)


Location: Control Pedestal

MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)


Location: Control Pedestal

Page Title
Identifies the page in view.
Line Select Keys
Identified as 1L-6L and 1R- 6R,
provide access to the onside data
for the left and right data fields.
The keys transfer data from the
scratch pad to the line next to
key if acceptable to FMGC. If a
caret () appears next to the key,
selecting the key accesses
another MCDU page.
Scratch Pad
Displays typed alphanumeric
characters and FMGC generated
messages (up to 22 characters).
The two MCDU scratch pads
operate independently for data
entry. Scratch pad entries cannot be made when an FMGC
generated message already
appears.
FAIL Annunciator
Illuminates when the MCDU has
stopped operating properly. The
display screen blanks, and "FMC
FAIL" appears.
FMGC Annunciator
Illuminates when the FMGC is
not linked to the MCDU and the
FMGC requests the display.
Return to the FMGC via the
MCDU MENU key.
Alphanumeric Keys
Enable entry of letters and numbers into the scratch pad.
The slash key (/) is used to separate pairs of entries in
the same data field (e.g., wind direction/ speed: 270/
110). The trailing entry of a pair must be preceded by a
slash if it is entered alone, except for frequencies and
identifiers on the RAD NAV page.

Page Title
Identifies the page in view.
Line Select Keys
Identified as 1L-6L and 1R- 6R,
provide access to the onside data
for the left and right data fields.
The keys transfer data from the
scratch pad to the line next to
key if acceptable to FMGC. If a
caret () appears next to the key,
selecting the key accesses
another MCDU page.
Scratch Pad
Displays typed alphanumeric
characters and FMGC generated
messages (up to 22 characters).
The two MCDU scratch pads
operate independently for data
entry. Scratch pad entries cannot be made when an FMGC
generated message already
appears.
FAIL Annunciator
Illuminates when the MCDU has
stopped operating properly. The
display screen blanks, and "FMC
FAIL" appears.
FMGC Annunciator
Illuminates when the FMGC is
not linked to the MCDU and the
FMGC requests the display.
Return to the FMGC via the
MCDU MENU key.
Alphanumeric Keys
Enable entry of letters and numbers into the scratch pad.
The slash key (/) is used to separate pairs of entries in
the same data field (e.g., wind direction/ speed: 270/
110). The trailing entry of a pair must be preceded by a
slash if it is entered alone, except for frequencies and
identifiers on the RAD NAV page.

22-102
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-102

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) Cont.


Location: Control Pedestal

MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) Cont.


Location: Control Pedestal

Additional Page Arrow


When displayed, indicates that additional pages of related information are
available. Use the NEXT PAGE key.

Additional Page Arrow


When displayed, indicates that additional pages of related information are
available. Use the NEXT PAGE key.

OVFY Key
When pushed, a "D" appears in the scratch pad.
Line selecting the waypoint to be overflown
causes the D to appear next to that waypoint
designator in the FPLN, and the lateral flight
plan is modified so that the airplane directly
overflies the waypoint. The overfly function provides for flight directly over a waypoint while
maintaining LNAV.

JUN 97
FOR TRAINING PURPOSES ONLY

Function and Mode Keys


When pushed, displays
selected page.
BRT Knob
Controls intensity of MCDU display.
MCDU MENU Annunciator
Illuminates when a system linked
to the MCDU requests the display. The system can be changed
with the MCDU MENU key.
CLR Key
When pushed, clears messages
and data from the scratch pad or
an individual data field. If alphanumeric characters have been
entered into the scratch pad, a
single, short press of the key
erases the last character entered.
A longer press of the key erases
the entire scratch pad.
When the key is pushed and the
scratch pad is empty, "CLR"
appears in the scratch pad. If a
line select key is then pressed,
the adjacent data field is cleared,
or will change to a defaulted or
FMGC calculated value. If the
data field to be cleared is a leg in
the flight plan, the leg will be
deleted from the flight plan, and
a discontinuity is created in most
cases. Pilot entered data in a field
that is normally blank cannot be
cleared with this key. "CLR" can
be removed from the scratch pad
by pushing the key a second
time, or by entering an alphanumeric character.

22-103
A320 LIMITATION 1 AND 9 COURSE

OVFY Key
When pushed, a "D" appears in the scratch pad.
Line selecting the waypoint to be overflown
causes the D to appear next to that waypoint
designator in the FPLN, and the lateral flight
plan is modified so that the airplane directly
overflies the waypoint. The overfly function provides for flight directly over a waypoint while
maintaining LNAV.

JUN 97

Function and Mode Keys


When pushed, displays
selected page.
BRT Knob
Controls intensity of MCDU display.
MCDU MENU Annunciator
Illuminates when a system linked
to the MCDU requests the display. The system can be changed
with the MCDU MENU key.
CLR Key
When pushed, clears messages
and data from the scratch pad or
an individual data field. If alphanumeric characters have been
entered into the scratch pad, a
single, short press of the key
erases the last character entered.
A longer press of the key erases
the entire scratch pad.
When the key is pushed and the
scratch pad is empty, "CLR"
appears in the scratch pad. If a
line select key is then pressed,
the adjacent data field is cleared,
or will change to a defaulted or
FMGC calculated value. If the
data field to be cleared is a leg in
the flight plan, the leg will be
deleted from the flight plan, and
a discontinuity is created in most
cases. Pilot entered data in a field
that is normally blank cannot be
cleared with this key. "CLR" can
be removed from the scratch pad
by pushing the key a second
time, or by entering an alphanumeric character.

22-103

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU FUNCTION & MODE KEYS


Location: MCDU

MCDU FUNCTION & MODE KEYS


Location: MCDU

22-104
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-104

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU FUNCTION & MODE KEYS Cont.


Location: MCDU

MCDU FUNCTION & MODE KEYS Cont.


Location: MCDU

JUN 97
FOR TRAINING PURPOSES ONLY

22-105
A320 LIMITATION 1 AND 9 COURSE

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

22-105

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU PAGE FORMAT


Location: MCDU

MCDU PAGE FORMAT


Location: MCDU

22-106
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-106

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU PAGE FORMAT Cont.


Location: MCDU

MCDU PAGE FORMAT Cont.


Location: MCDU

JUN 97
FOR TRAINING PURPOSES ONLY

22-107
A320 LIMITATION 1 AND 9 COURSE

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

22-107

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU PAGE FORMAT Cont.


Location: MCDU

MCDU PAGE FORMAT Cont.


Location: MCDU

22-108
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-108

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU MESSAGE LIST


Location: Scratchpad of MCDU

MCDU MESSAGE LIST


Location: Scratchpad of MCDU

Message

AC POSITION INVALID

ALIGN IRS

ALT F-PLN DELETED


AWY/WPT MISMATCH

CABIN RATE EXCEEDED

CHECK A/C POSITION

CHECK APPR GUIDANCE


(* EFIS PFD)
CHECK DATA
BASE CYCLE
CHECK GW

CHECK QFE

CLK IS TAKEOFF TIME

JUN 97
FOR TRAINING PURPOSES ONLY

Meaning
Invalid airplane position, If the message has
been cleared and access to the HOLD or DIR TO
page is attempted with invalid airplane position,
the message reappears.
Requires a return to the INIT A page. Displayed
when "ALIGN IRS" prompt has not been
selected.
Alternate F-PLN has been automatically deleted
when the F-PLN memory has been exceeded.
A VIA/GO TO on the LAT REV page is
attempted and the revised (or GO TO) point is
not on the entered airway.
The computed airplane descent prediction
exceeds the cabins ability to repressurize at the
selected rate when within 200 nm of the
destination.
Radio position differs from IRS position by more
than 12 nm while DME/DME or VOR/DME
inertial position mode remains valid.
A non-ILS approcah is part of the F-PLN and an
ILS is manually-tuned on the RAD NAV page.
APP NAV and FINAL APP guidance modes are
available.
The current date does not match the effective
date date in the active data base, and a FROM/
TO pair CO RTE entry is made.
FMS and FAC-computed gross weights differ by
more than 5 tons.
At transition to QFE, a difference of more than
100 feet is detected between QFE and the
altitude predicted using the QNH set in the PERF
page and the data base airport elevation.
An estimated takeoff time (ETT) constraint
(UTC constraint at departure airport) is entered
and the clock time becomes equal to the ETT
constraint.

22-109
A320 LIMITATION 1 AND 9 COURSE

Message

AC POSITION INVALID

ALIGN IRS

ALT F-PLN DELETED


AWY/WPT MISMATCH

CABIN RATE EXCEEDED

CHECK A/C POSITION

CHECK APPR GUIDANCE


(* EFIS PFD)
CHECK DATA
BASE CYCLE
CHECK GW

CHECK QFE

CLK IS TAKEOFF TIME

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

Meaning
Invalid airplane position, If the message has
been cleared and access to the HOLD or DIR TO
page is attempted with invalid airplane position,
the message reappears.
Requires a return to the INIT A page. Displayed
when "ALIGN IRS" prompt has not been
selected.
Alternate F-PLN has been automatically deleted
when the F-PLN memory has been exceeded.
A VIA/GO TO on the LAT REV page is
attempted and the revised (or GO TO) point is
not on the entered airway.
The computed airplane descent prediction
exceeds the cabins ability to repressurize at the
selected rate when within 200 nm of the
destination.
Radio position differs from IRS position by more
than 12 nm while DME/DME or VOR/DME
inertial position mode remains valid.
A non-ILS approcah is part of the F-PLN and an
ILS is manually-tuned on the RAD NAV page.
APP NAV and FINAL APP guidance modes are
available.
The current date does not match the effective
date date in the active data base, and a FROM/
TO pair CO RTE entry is made.
FMS and FAC-computed gross weights differ by
more than 5 tons.
At transition to QFE, a difference of more than
100 feet is detected between QFE and the
altitude predicted using the QNH set in the PERF
page and the data base airport elevation.
An estimated takeoff time (ETT) constraint
(UTC constraint at departure airport) is entered
and the clock time becomes equal to the ETT
constraint.

22-109

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

Message
CRZ FL ABOVE
MAX FL
CSTR DEL ABOVE
CRZ FL
DECELERATE
(* EFIS PFD)
DEFAULT STATE
ASSUMED
DELETING OFFSET
XXXX IS DESELECTED
DEST/ALTN MISMATCH

DIR TO IN PROCESS

ENTER DEST DATA

DISCONT AHEAD

ENTRY OUT OF RANGE


F-PLN ELEMMENT
RETAINED
F-PLN FULL
FMS1/FMS2
A/C STS DIFF

22-110
FOR TRAINING PURPOSES ONLY

Meaning
The entered cruise altitude is above the
computed maximum altitude.
F-PLN altitude constraint has been deleted by
the insertion of a cruise FL or step-down altitude
which is at or below the F-PLN constraint.
The airplane is in the cruise or climb phase
beyond the top of descent and in managed speed.
All intialization data is cleared after a long term
power interruption. Generally, appears only
when powering-up a new MCDU.
An offset is automatically deleted.
The entry of a de-selected navaid is attempted on
the RAD NAV or PROG page.
Attempt is made to enter an alternate CO RTE
that does not have the same origin as the primary
destination.
Accessing the VERT REV or LAT REV on one
MCDU with the DIR TO page displayed on the
other MCDU.
Wind, QNH, temperature at destination have not
been entered, and the airplane is 180 nm from
the destination.
Appears 30 seconds prior to a lateral
discontinuity when in the NAV mode, or a
modification is made less than 30 seconds prior
to the discontinuity.
Attempted data entry is out of the range specified
for the selected field.
Attempt is made to delete stored navaids,
waypoints, or runways contained in any F-PLN,
or those being tuned.
The memory required is more than is available.
The message precedes a transition to the
independent mode. Also appears at power-up if a
disparity appears in FMS data.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Message
CRZ FL ABOVE
MAX FL
CSTR DEL ABOVE
CRZ FL
DECELERATE
(* EFIS PFD)
DEFAULT STATE
ASSUMED
DELETING OFFSET
XXXX IS DESELECTED
DEST/ALTN MISMATCH

DIR TO IN PROCESS

ENTER DEST DATA

DISCONT AHEAD

ENTRY OUT OF RANGE


F-PLN ELEMMENT
RETAINED
F-PLN FULL
FMS1/FMS2
A/C STS DIFF

22-110

A319/A320
AIRCRAFT REFERENCE GUIDE

Meaning
The entered cruise altitude is above the
computed maximum altitude.
F-PLN altitude constraint has been deleted by
the insertion of a cruise FL or step-down altitude
which is at or below the F-PLN constraint.
The airplane is in the cruise or climb phase
beyond the top of descent and in managed speed.
All intialization data is cleared after a long term
power interruption. Generally, appears only
when powering-up a new MCDU.
An offset is automatically deleted.
The entry of a de-selected navaid is attempted on
the RAD NAV or PROG page.
Attempt is made to enter an alternate CO RTE
that does not have the same origin as the primary
destination.
Accessing the VERT REV or LAT REV on one
MCDU with the DIR TO page displayed on the
other MCDU.
Wind, QNH, temperature at destination have not
been entered, and the airplane is 180 nm from
the destination.
Appears 30 seconds prior to a lateral
discontinuity when in the NAV mode, or a
modification is made less than 30 seconds prior
to the discontinuity.
Attempted data entry is out of the range specified
for the selected field.
Attempt is made to delete stored navaids,
waypoints, or runways contained in any F-PLN,
or those being tuned.
The memory required is more than is available.
The message precedes a transition to the
independent mode. Also appears at power-up if a
disparity appears in FMS data.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

Message
FMS1/FMS2 GW DIFF
FMS1/FMS2 POS DIFF
FMS1/FMS2
SPD TGT DIFF
FORMAT ERROR
INDEPENDENT
OPERATION
INITIALIZE WEIGHTS

IRS ONLY NAVIGATION

LIST OF 10 IN USE
LIST OF 20 IN USE
NAV ACCUR DOWNGRAD
(*EFIS)
NAV ACCUR UPGRAD
(*EFIS)
NEW ACC ALT - HHHH
NEW CRZ ALT - HHHH
NEW THR RED
ALT -HHHH
NON UNIQUE
ROUTE IDENT
NOT ALLOWED

JUN 97
FOR TRAINING PURPOSES ONLY

Meaning
On-side and off-side airplane weight differs by
4410 pounds or more.
On-side and off-side airplane positions differ by
5 nm or more.
On-side and off-side target speeds differ by 5
KIAS or more.
The data entry does not meet the specified entry
format for a given field.
Both FMGCs are operating independently of
each other.
ZFW or block fuel (FOB) are undefined after
engine start.
The airplane is not in the approach or terminal
area and:
- The airplane has been in the IRS mode for
more than 10 minutes, or
- The airplane is in the IRS mode and starts the
descent phase.
An attempt has been made to enter more than 10
stored runways into the data base.
An attempt has been made to create a waypoint
when 20 are already in use.
Navigation accuracy has been downgraded from
HIGH to LOW.
Navigation accuracy has been upgraded from
LOW to HIGH.
The acceleration altitude is re-assigned.
The cruise altitude is re-defined.
The thrust reduction altitude is re-assigned.

Message
FMS1/FMS2 GW DIFF
FMS1/FMS2 POS DIFF
FMS1/FMS2
SPD TGT DIFF
FORMAT ERROR
INDEPENDENT
OPERATION
INITIALIZE WEIGHTS

IRS ONLY NAVIGATION

LIST OF 10 IN USE
LIST OF 20 IN USE
NAV ACCUR DOWNGRAD
(*EFIS)
NAV ACCUR UPGRAD
(*EFIS)
NEW ACC ALT - HHHH
NEW CRZ ALT - HHHH
NEW THR RED
ALT -HHHH

An attempt was made to enter a CO RTE


identifier on the NEW ROUTE page that is
identical to an existing CO RTE identifier.
Data entry is not allowed in the selected field, or
a line select key action is not allowed.

22-111
A320 LIMITATION 1 AND 9 COURSE

NON UNIQUE
ROUTE IDENT
NOT ALLOWED

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

Meaning
On-side and off-side airplane weight differs by
4410 pounds or more.
On-side and off-side airplane positions differ by
5 nm or more.
On-side and off-side target speeds differ by 5
KIAS or more.
The data entry does not meet the specified entry
format for a given field.
Both FMGCs are operating independently of
each other.
ZFW or block fuel (FOB) are undefined after
engine start.
The airplane is not in the approach or terminal
area and:
- The airplane has been in the IRS mode for
more than 10 minutes, or
- The airplane is in the IRS mode and starts the
descent phase.
An attempt has been made to enter more than 10
stored runways into the data base.
An attempt has been made to create a waypoint
when 20 are already in use.
Navigation accuracy has been downgraded from
HIGH to LOW.
Navigation accuracy has been upgraded from
LOW to HIGH.
The acceleration altitude is re-assigned.
The cruise altitude is re-defined.
The thrust reduction altitude is re-assigned.
An attempt was made to enter a CO RTE
identifier on the NEW ROUTE page that is
identical to an existing CO RTE identifier.
Data entry is not allowed in the selected field, or
a line select key action is not allowed.

22-111

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

Message
NOT ALLOWED IN NAV
NOT IN DATA BASE
ONLY SPEED ENTRY
ALLOWED
OPP FMGC IN PROGRESS
PAGE UPDATE
IN PROGRESS
PLEASE WAIT
PRESS MCDU MENU KEY

RESET IRS TO NAV

REVISIONS NOT STORED

RWY/ILS MISMATCH

SEC F-PLN DELETED

22-112
FOR TRAINING PURPOSES ONLY

Meaning
An attempt to modify the "TO" waypoint is
made while in the NAV mode.
The entered CO RTE identification, FROM/TO
pair, or place does not exist in the current data
base.
A Mach entry is attempted for a preselected
speed value on the CLIMB page.
Single FMGC mode automatically selected due
to on-side FMGC failure. Entries on either
MCDU are transferred to the operating FMGC.
A line select key is pressed on the F-PLN page
while predictions are being updated.
Re-synchronization between both FMGCs is in
progress.
The SUBSYSTEM page is displayed and the
system which was selected does not respond.
An INIT position is present or has changed since
IRS alignment, but none of the IRUs are in the
ALIGN mode.
A pilot-defined route or CO RTE (active or
secondary F-PLN) is stored and indicates that the
following elements are not retained:
- Pilot-entered holds
- Offsets
- Modifications to terminal area procedures
- Pilot-entered constraints
- FMS-created waypoints.
CLB, CRZ, DES, APPR, or GO-AROUND
phase and the ILS frequency entered on the RAD
NAV page does not match the associated ILS
frequency at the destination runway, or
Preflight or takeoff phase and the ILS
frequencies entered on the RAD NAV page does
not match the associated ILS frequency.
The secondary F-PLN is automatically deleted
when the memory is exceeded.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Message
NOT ALLOWED IN NAV
NOT IN DATA BASE
ONLY SPEED ENTRY
ALLOWED
OPP FMGC IN PROGRESS
PAGE UPDATE
IN PROGRESS
PLEASE WAIT
PRESS MCDU MENU KEY

RESET IRS TO NAV

REVISIONS NOT STORED

RWY/ILS MISMATCH

SEC F-PLN DELETED

22-112

A319/A320
AIRCRAFT REFERENCE GUIDE

Meaning
An attempt to modify the "TO" waypoint is
made while in the NAV mode.
The entered CO RTE identification, FROM/TO
pair, or place does not exist in the current data
base.
A Mach entry is attempted for a preselected
speed value on the CLIMB page.
Single FMGC mode automatically selected due
to on-side FMGC failure. Entries on either
MCDU are transferred to the operating FMGC.
A line select key is pressed on the F-PLN page
while predictions are being updated.
Re-synchronization between both FMGCs is in
progress.
The SUBSYSTEM page is displayed and the
system which was selected does not respond.
An INIT position is present or has changed since
IRS alignment, but none of the IRUs are in the
ALIGN mode.
A pilot-defined route or CO RTE (active or
secondary F-PLN) is stored and indicates that the
following elements are not retained:
- Pilot-entered holds
- Offsets
- Modifications to terminal area procedures
- Pilot-entered constraints
- FMS-created waypoints.
CLB, CRZ, DES, APPR, or GO-AROUND
phase and the ILS frequency entered on the RAD
NAV page does not match the associated ILS
frequency at the destination runway, or
Preflight or takeoff phase and the ILS
frequencies entered on the RAD NAV page does
not match the associated ILS frequency.
The secondary F-PLN is automatically deleted
when the memory is exceeded.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

Message
SELECT DESIRED
SYSTEM

SENSOR IS INVALID

SET SPEED AUTO


(*EFIS PFD)

SET HOLD AUTO


(*EFIS PFD)

SET VFTO
Vertical Felocity Takeoff
(*EFIS PFD)

SPECIF NDB UNAVAIL


SPECIF VOR-D UNAVAIL
(*EFIS PFD)
SPD LIM EXCEEDED

STEP ABOVE MAX FL


STEP DEFINED WPT01

JUN 97
FOR TRAINING PURPOSES ONLY

Meaning

Message
SELECT DESIRED
SYSTEM

The MCDU MENU page is displayed.


Generated when:
- FF or FQ, or FF + FQ, or FQ + FF is selected
on the FUEL PRED page and the sensor(s) is
invalid, or
- FOB is entered alone and the FF sensor is
invalid.
The airplane is in selected speed and a
preselected speed does not exist for the next
flight phase.
The airplane is in selected speed, a hold is
inserted in the F-PLN, the airplane is within 30
seconds of the deceleration point, and the
selected speed differs by more than 5 knots from
the hold speed.
Message generated during engine out mode
using selected speed when:
- FCU selected speed is greater than or equal to
green dot + 10 knots and ALT* or ALT are not
active, or
- FCU selected speed is less than or equal to
green dot - 10 knots.
The desired NDB to be auto-tuned has been
deselected.
The desired VOR, VOR-DME, or VORTAC to
be auto-tuned has been deselected.
The airplane is more than 300 feet below the
speed limit altitude and exceeds the speed limit
by more than 10 knots.
- A step altitude has been entered that is above
the predicted maximum altitude.
A step exists and the STEP PRED page is
accessed at a different point than where the
existing step is defined.

22-113
A320 LIMITATION 1 AND 9 COURSE

SENSOR IS INVALID

SET SPEED AUTO


(*EFIS PFD)

SET HOLD AUTO


(*EFIS PFD)

SET VFTO
Vertical Felocity Takeoff
(*EFIS PFD)

SPECIF NDB UNAVAIL


SPECIF VOR-D UNAVAIL
(*EFIS PFD)
SPD LIM EXCEEDED

STEP ABOVE MAX FL


STEP DEFINED WPT01

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

Meaning
The MCDU MENU page is displayed.
Generated when:
- FF or FQ, or FF + FQ, or FQ + FF is selected
on the FUEL PRED page and the sensor(s) is
invalid, or
- FOB is entered alone and the FF sensor is
invalid.
The airplane is in selected speed and a
preselected speed does not exist for the next
flight phase.
The airplane is in selected speed, a hold is
inserted in the F-PLN, the airplane is within 30
seconds of the deceleration point, and the
selected speed differs by more than 5 knots from
the hold speed.
Message generated during engine out mode
using selected speed when:
- FCU selected speed is greater than or equal to
green dot + 10 knots and ALT* or ALT are not
active, or
- FCU selected speed is less than or equal to
green dot - 10 knots.
The desired NDB to be auto-tuned has been
deselected.
The desired VOR, VOR-DME, or VORTAC to
be auto-tuned has been deselected.
The airplane is more than 300 feet below the
speed limit altitude and exceeds the speed limit
by more than 10 knots.
- A step altitude has been entered that is above
the predicted maximum altitude.
A step exists and the STEP PRED page is
accessed at a different point than where the
existing step is defined.

22-113

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

MCDU MESSAGE LIST Cont.


Location: Scratchpad of MCDU

Message

Meaning
A step is deleted due to an engine out, insertion
of another step, or a prediction determination
STEP DELETED
that the step cannot be flown (too near the top of
descent).
STORED ROUTE FULL
Three pilot-defined routes already exist.
SPEED ERROR AT WPT 01 In LNAV, a peed constraint is predicted to be
(WPT = 5 character
missed by more than 10 knots. The message is
constraint waypoint)
cleared when prediction is within 5 knots.
Displayed when any line select key (except
ERASE or INSERT) is selected or when flight
TMPY F-PLN EXISTS
planning is attempted on the secondary flight
plan while a temporary F-PLN is displayed.
The airplane must leave the hold immediately to
TIME TO EXIT
satisfy fuel reserve requirements (i.e., EXTRA
fuel is zero).
Displayed in cruise when within 150 nm of
TOO STEEP PATH-AHEAD destination or in descent/approach phase in the
NAV mode and the descent profile is too steep.
VOR cannot be auto-tuned because of a manual
TUNE BBB FFF.FF
VOR selection.
System initailization fails due to an incompatible
UNKNOWN PROGRAM PIN or undefined airplane program pin combination
with the FMGC software.
A F-PLN exists and a ZFW or GW is entered
USING COST INDEX-NNN prior to defining a cost index (CI). The FMGC
defaults to the last flights cost index.
The airplane is in DES mode, too steep of profile
VERT DISCON AHEAD
exists on the next leg, and the airplane is less
than 30 seconds from the discontinuity.
WAIT FOR SYSTEM
The SUBSYSTEM WAIT page is displayed.
RESPONSE

22-114
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

A319/A320
AIRCRAFT REFERENCE GUIDE

Message

Meaning
A step is deleted due to an engine out, insertion
of another step, or a prediction determination
STEP DELETED
that the step cannot be flown (too near the top of
descent).
STORED ROUTE FULL
Three pilot-defined routes already exist.
SPEED ERROR AT WPT 01 In LNAV, a peed constraint is predicted to be
(WPT = 5 character
missed by more than 10 knots. The message is
constraint waypoint)
cleared when prediction is within 5 knots.
Displayed when any line select key (except
ERASE or INSERT) is selected or when flight
TMPY F-PLN EXISTS
planning is attempted on the secondary flight
plan while a temporary F-PLN is displayed.
The airplane must leave the hold immediately to
TIME TO EXIT
satisfy fuel reserve requirements (i.e., EXTRA
fuel is zero).
Displayed in cruise when within 150 nm of
TOO STEEP PATH-AHEAD destination or in descent/approach phase in the
NAV mode and the descent profile is too steep.
VOR cannot be auto-tuned because of a manual
TUNE BBB FFF.FF
VOR selection.
System initailization fails due to an incompatible
UNKNOWN PROGRAM PIN or undefined airplane program pin combination
with the FMGC software.
A F-PLN exists and a ZFW or GW is entered
USING COST INDEX-NNN prior to defining a cost index (CI). The FMGC
defaults to the last flights cost index.
The airplane is in DES mode, too steep of profile
VERT DISCON AHEAD
exists on the next leg, and the airplane is less
than 30 seconds from the discontinuity.
WAIT FOR SYSTEM
The SUBSYSTEM WAIT page is displayed.
RESPONSE

22-114

JUN 97

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

FLIGHT MODE ANNUNCIATOR (FMA)


INDICATIONS
Location: Primary Flight Displays (PFDs)

FLIGHT MODE ANNUNCIATOR (FMA)


INDICATIONS
Location: Primary Flight Displays (PFDs)

Flight Mode Annunciations

Flight Mode Annunciations

JUN 97
FOR TRAINING PURPOSES ONLY

22-115
A320 LIMITATION 1 AND 9 COURSE

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

22-115

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A319/A320
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AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

PFD FLIGHT MODE ANNUNCIATIONS


Location: Captain and First PFDs and NDs.

PFD FLIGHT MODE ANNUNCIATIONS


Location: Captain and First PFDs and NDs.

First Line
Second
Line
Third Line

Column 1
Autothrottle
Operation

Column 2
AP/FD
Vertical
Modes

Column 3
AP/FD
Lateral
Modes

Column 4
Approach
Capabilities
DH or MDA

Column 5
AP, FD,
A/THR
Status

SPEED

ALT*
G/S

HDG
LOC

CAT 3
SINGLE
DH 100

AP1
1 FD2
A/THR

Line

(W)

MAN
42

(W) FLX

First Line

Engaged or
Captured
Modes

(B)

MAN (W)
MCT (W)
MAN (W)
THR (W)
THR MCT (G)
THR CLB (G)
THR LVR (G)
THR IDLE (G)
A.FLOOR (G)
TOGA LK (G)
SPEED (G)
MACH (G)

Armed
Modes

Special
Messages

RWY (G)
HDG (G)
TRACK (G)
LOC* (G)
LOC (G)
NAV (G)
RWY TRK (G)
GA TRK (G)
APP NAV (G)

CAT 1 (W)
CAT 2 (W)
CAT 3 (W)

FOR TRAINING PURPOSES ONLY

Column 5
AP, FD,
A/THR
Status

SPEED

ALT*
G/S

HDG
LOC

CAT 3
SINGLE
DH 100

AP1
1 FD2
A/THR

(W)

MAN
42

(W) FLX

First Line

NAV (B)
LOC (B)
APP NAV (B)

SINGLE (W)
DUAL (W)

DH XXX (B)
NO DH
(W) MDAXXXX (B)
(W)

1FD2 (W)
1FD- (W)
-FD2 (W)
2FD- (W)
-FD1 (W)
1FD1 (W)
2FD2 (W)
**
A/THR (B)
A/THR (B)

(B)

MAN (W)
MCT (W)
MAN (W)
THR (W)
THR MCT (G)
THR CLB (G)
THR LVR (G)
THR IDLE (G)
A.FLOOR (G)
TOGA LK (G)
SPEED (G)
MACH (G)

Armed
Modes

Third Line

SRS (G)
ALT CRZ (G)
ALT(*) (G)
ALT CST(*) (G)
ALT CST (M)
(G) V/S-500 (B)
(G) FPA-3.0 (B)
EXP CLB (G)
EXP DES (G)
G/S* (G)
G/S (G)
OP CLB (G)
OP DES (G)
CLB (G)
DES (G)

LVR ASYM (A)


LVR CLB (W)
LVR MCT (W)
THR LK (A)

RWY (G)
HDG (G)
TRACK (G)
LOC* (G)
LOC (G)
NAV (G)
RWY TRK (G)
GA TRK (G)
APP NAV (G)

CAT 1 (W)
CAT 2 (W)
CAT 3 (W)

AP1 +2 (W)
AP1 (W)
AP2 (W)

SINGLE (W)
DUAL (W)

1FD2 (W)
1FD- (W)
-FD2 (W)
2FD- (W)
-FD1 (W)
1FD1 (W)
2FD2 (W)
**

FINAL APP (G)


FLARE (G)
ROLL OUT (G)
LAND (G)
ALT (B)
ALT (M)
CLB (B)
DES (B)
FINAL (B)
G/S (B)

Second
Line

Special
Messages

NAV (B)
LOC (B)
APP NAV (B)

MORE DRAG (W)


SET GREEN DOT SPD (W)
SET MANAGED SPD (W)
SET HOLD SPD (W)
USE MAN PITCH TRIM (A)
MAN PITCH TRIM ONLY (R)
CHECK APP SEL (W)
DECELERATE (W)
VERT DISCON AHEAD (A)
MACH SEL: .XX (B)
SPEED SEL: XXX (B)

(W)

DH XXX (B)
NO DH

A/THR (B)
A/THR (B)

(W) MDAXXXX (B)

White box highlights each new annunciation for 10 seconds.

White box highlights each new annunciation for 10 seconds.

22-116

Column 4
Approach
Capabilities
DH or MDA

Displayed Annunciations and Messages (color)

AP1 +2 (W)
AP1 (W)
AP2 (W)

Engaged or
Captured
Modes

MORE DRAG (W)


SET GREEN DOT SPD (W)
SET MANAGED SPD (W)
SET HOLD SPD (W)
USE MAN PITCH TRIM (A)
MAN PITCH TRIM ONLY (R)
CHECK APP SEL (W)
DECELERATE (W)
VERT DISCON AHEAD (A)
MACH SEL: .XX (B)
SPEED SEL: XXX (B)

LVR ASYM (A)


LVR CLB (W)
LVR MCT (W)
THR LK (A)

Column 3
AP/FD
Lateral
Modes

MAN (W)
TOGA (W)

FINAL APP (G)


FLARE (G)
ROLL OUT (G)
LAND (G)
ALT (B)
ALT (M)
CLB (B)
DES (B)
FINAL (B)
G/S (B)

Second
Line

Third Line

SRS (G)
ALT CRZ (G)
ALT(*) (G)
ALT CST(*) (G)
ALT CST (M)
(G) V/S-500 (B)
(G) FPA-3.0 (B)
EXP CLB (G)
EXP DES (G)
G/S* (G)
G/S (G)
OP CLB (G)
OP DES (G)
CLB (G)
DES (G)

Column 2
AP/FD
Vertical
Modes

Line

Displayed Annunciations and Messages (color)


MAN (W)
TOGA (W)

First Line
Second
Line
Third Line

Column 1
Autothrottle
Operation

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-116

JUN 97

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

Autothrottle Annunciations (FMA Column 1)


First Line
Annunciator Color
Meaning
Autothrottle is armed with at least one throttle in the TO/GA
MAN
White
detent.
TOGA
Autothrottle is armed with at least one throttle in the FLX
MAN
White/
detent and FLX TO temp set at 42. The other throttle is at or
FLX 42
Blue
below the FLX detent. Temperature displayed blue.
Autothrottle is engaged with the most forward throttle in the
MAN
White
MCT detent.
MCT
Autothrottle is armed with the most forward throttle above the
MAN
White/
CL detent (2 engine) or above MCT (1 engine) and not in
THR
Amber
detent.
box
Autothrottle is engaged with at least one operative throttle in
THR CLB Green
the CL detent.
Autothrottle is engaged and the most forward throttle is in the
THR MCT Green
MCT detent (single engine).
THR IDLE Green Autothrottle is engaged and commands idle thrust.

Autothrottle Annunciations (FMA Column 1)


First Line
Annunciator Color
Meaning
Autothrottle is armed with at least one throttle in the TO/GA
MAN
White
detent.
TOGA
Autothrottle is armed with at least one throttle in the FLX
MAN
White/
detent and FLX TO temp set at 42. The other throttle is at or
FLX 42
Blue
below the FLX detent. Temperature displayed blue.
Autothrottle is engaged with the most forward throttle in the
MAN
White
MCT detent.
MCT
Autothrottle is armed with the most forward throttle above the
MAN
White/
CL detent (2 engine) or above MCT (1 engine) and not in
THR
Amber
detent.
box
Autothrottle is engaged with at least one operative throttle in
THR CLB Green
the CL detent.
Autothrottle is engaged and the most forward throttle is in the
THR MCT Green
MCT detent (single engine).
THR IDLE Green Autothrottle is engaged and commands idle thrust.

THR LVR
SPEED/
MACH

Green

Autothrottle is engaged with both throttles below CL or one


throttle below MCT (single engine).

THR LVR
SPEED/
MACH

Green SPD/MACH mode is engaged.

Green

Autothrottle is engaged with both throttles below CL or one


throttle below MCT (single engine).

Green SPD/MACH mode is engaged.

Autothrottle is engaged and commands TO/GA thrust while


alpha floor conditions are met.
Autothrottle is engaged and TO/GA thrust is frozen (alpha
TOGA LK Green
floor conditions are no longer met).
MAN TOGA, MAN FLEX, MAN MCT, and MAN THR appear on the first and second
lines.
Third line
LVR CLB
White Prompts setting of throttles to CL detent.
(flashing)
LVR MCT
White Prompts setting of the live throttle to MCT detent.
(flashing)
LVR ASYM Amber Autothrottle engaged with throttles not in same detent.
Thrust is frozen when the autothrottles system is disengaged
THR LK
Amber
due to a failure of the autothrottle systems.
(flashing)
LVR CLB, LVR MCT, and THR LK are associated with an amber CAUTION every five
seconds until action taken.

Autothrottle is engaged and commands TO/GA thrust while


alpha floor conditions are met.
Autothrottle is engaged and TO/GA thrust is frozen (alpha
TOGA LK Green
floor conditions are no longer met).
MAN TOGA, MAN FLEX, MAN MCT, and MAN THR appear on the first and second
lines.
Third line
LVR CLB
White Prompts setting of throttles to CL detent.
(flashing)
LVR MCT
White Prompts setting of the live throttle to MCT detent.
(flashing)
LVR ASYM Amber Autothrottle engaged with throttles not in same detent.
Thrust is frozen when the autothrottles system is disengaged
THR LK
Amber
due to a failure of the autothrottle systems.
(flashing)
LVR CLB, LVR MCT, and THR LK are associated with an amber CAUTION every five
seconds until action taken.

JUN 97

JUN 97

A. FLOOR Green

FOR TRAINING PURPOSES ONLY

22-117
A320 LIMITATION 1 AND 9 COURSE

A. FLOOR Green

22-117

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

Autopilot / Flight Director Vertical Modes (FMA Column 2)

Autopilot / Flight Director Vertical Modes (FMA Column 2)

First Line (Engaged Vertical Modes)


Annunciator Color
Meaning
(Managed) Takeoff or go-around mode is engaged. With SRS
(speed reference mode), F/Ds command V2 + 10 with both
SRS
Green
engines, or V2 or airplane speed (whichever is higher) with 1
engine.
(Managed) FCU altitude set to MCDU-entered cruise altitude.
ALT CRZ Green A/THR holds target Mach. Altitude varies 50 feet to
minimize thrust variation.
ALT*
ALT CAPTURE mode is engaged. ALT* displays in case of
Green FCU selected altitude capture. ALT CST* displays in case of
or
ALT CST
ALT CSTR capture.
ALT
ALT CAPTURE mode is engaged. ALT displays when the
or
Green FCU selected altitude held. ALT CST displays when an ALTALT CST
CSTR is held.
Green/ Vertical speed mode is engaged to maintain the vertical speed
V/S XXXX Blue selected on the FCU.
(Managed) VNAV climb mode engaged. VNAV altitude
CLB
Green constraints or FCU altitude will be met.
(Managed) VNAV descent mode engaged. VNAV altitude
DES
Green constraints or FCU altitude will be met.
Open climb mode is engaged. Managed or selected speed.
OP CLB
Green VNAV altitude constraints are ignored.
Open descent mode is engaged. Managed or selected speed.
OP DES
Green VNAV altitude constraints are ignored.
Expedite climb is engaged. Must be managed speed. Climb
EXP CLB Green speed is green dot.
Expedite descent is engaged. Must be managed speed. Speed is
EXP DES Green 340/.80.
G/S
Green (Managed) Glide slope mode is engaged.
(Managed) Glide slope mode is captured. FCU altitudes are
G/S*
Green ignored.
Green/ Flight path angle mode is engaged to maintain FCU-selected
FPA XXX Blue FPA.

First Line (Engaged Vertical Modes)


Annunciator Color
Meaning
(Managed) Takeoff or go-around mode is engaged. With SRS
(speed reference mode), F/Ds command V2 + 10 with both
SRS
Green
engines, or V2 or airplane speed (whichever is higher) with 1
engine.
(Managed) FCU altitude set to MCDU-entered cruise altitude.
ALT CRZ Green A/THR holds target Mach. Altitude varies 50 feet to
minimize thrust variation.
ALT*
ALT CAPTURE mode is engaged. ALT* displays in case of
Green FCU selected altitude capture. ALT CST* displays in case of
or
ALT CST
ALT CSTR capture.
ALT
ALT CAPTURE mode is engaged. ALT displays when the
or
Green FCU selected altitude held. ALT CST displays when an ALTALT CST
CSTR is held.
Green/ Vertical speed mode is engaged to maintain the vertical speed
V/S XXXX Blue selected on the FCU.
(Managed) VNAV climb mode engaged. VNAV altitude
CLB
Green constraints or FCU altitude will be met.
(Managed) VNAV descent mode engaged. VNAV altitude
DES
Green constraints or FCU altitude will be met.
Open climb mode is engaged. Managed or selected speed.
OP CLB
Green VNAV altitude constraints are ignored.
Open descent mode is engaged. Managed or selected speed.
OP DES
Green VNAV altitude constraints are ignored.
Expedite climb is engaged. Must be managed speed. Climb
EXP CLB Green speed is green dot.
Expedite descent is engaged. Must be managed speed. Speed is
EXP DES Green 340/.80.
G/S
Green (Managed) Glide slope mode is engaged.
(Managed) Glide slope mode is captured. FCU altitudes are
G/S*
Green ignored.
Green/ Flight path angle mode is engaged to maintain FCU-selected
FPA XXX Blue FPA.

22-118

22-118

FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

JUN 97

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

Autopilot / Flight Director Vertical Modes (Continued)

Autopilot / Flight Director Vertical Modes (Continued)

Second line (Armed Vertical Modes)


Annunciator Color
Meaning
CLB
Blue VNAV climb mode is armed.
Blue Altitude mode is armed. Blue when the target altitude is the
ALT
or
FCU-selected altitude. Magenta when the target altitude is a
Magenta VNAV altitude constraint.
DES
Blue VNAV descent mode is armed.
G/S
Blue Glide slope mode is armed.
FINAL
Blue Final descent mode is armed.

Second line (Armed Vertical Modes)


Annunciator Color
Meaning
CLB
Blue VNAV climb mode is armed.
Blue Altitude mode is armed. Blue when the target altitude is the
ALT
or
FCU-selected altitude. Magenta when the target altitude is a
Magenta VNAV altitude constraint.
DES
Blue VNAV descent mode is armed.
G/S
Blue Glide slope mode is armed.
FINAL
Blue Final descent mode is armed.

Third Line (FMA columns 1 and 2)


SPEED
Blue Indicated a preset speed associated with the cruise, climb or
SEL:XXX
descent phase.
MACH
Blue Indicates a preset Mach associated with the cruise, climb or
SEL:.XX
descent phase.

Third Line (FMA columns 1 and 2)


SPEED
Blue Indicated a preset speed associated with the cruise, climb or
SEL:XXX
descent phase.
MACH
Blue Indicates a preset Mach associated with the cruise, climb or
SEL:.XX
descent phase.

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

22-119
A320 LIMITATION 1 AND 9 COURSE

22-119

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

Autopilot / Flight Director Lateral Modes (FMA Column 3)

Autopilot / Flight Director Lateral Modes (FMA Column 3)

First Line (Engaged Lateral Modes)


Annunciator Color
Meaning
Runway mode is engaged on the ground. Provides lateral
RWY
Green guidance during takeoff roll and initial climb (to 30 feet RA) if
localizer signal is available.
Runway track mode is engaged. Provides lateral guidance on
RWY TRK Green the extended runway centerline (above 30 feet RA), based on
the track memorized during takeoff roll.
Go around track mode is engaged. Provides lateral guidance
GA TRK Green along the track existing at the time the go around was initiated.
LOC*
Green Localizer mode is captured.
LOC
Green Localizer mode is engaged.
HDG
Green Heading mode is engaged.
TRACK
Green Track mode is engaged. TRK/FPA must be selected.
APP NAV Green LNAV is engaged during a non-ILS approach.
LNAV is engaged to guide the airplane along the FM lateral
NAV
Green flight plan.

First Line (Engaged Lateral Modes)


Annunciator Color
Meaning
Runway mode is engaged on the ground. Provides lateral
RWY
Green guidance during takeoff roll and initial climb (to 30 feet RA) if
localizer signal is available.
Runway track mode is engaged. Provides lateral guidance on
RWY TRK Green the extended runway centerline (above 30 feet RA), based on
the track memorized during takeoff roll.
Go around track mode is engaged. Provides lateral guidance
GA TRK Green along the track existing at the time the go around was initiated.
LOC*
Green Localizer mode is captured.
LOC
Green Localizer mode is engaged.
HDG
Green Heading mode is engaged.
TRACK
Green Track mode is engaged. TRK/FPA must be selected.
APP NAV Green LNAV is engaged during a non-ILS approach.
LNAV is engaged to guide the airplane along the FM lateral
NAV
Green flight plan.

Autopilot / Flight Director Lateral and Vertical Combined Modes


(FMA Columns 2 and 3)
Annunciator Color
Meaning
LAND
Green Land mode is engaged below 400 feet RA.
FLARE
Green Flare mode is engaged at approximately 40 feet RA.
ROLL OUT Green Roll out mode is engaged at touchdown.
APP NAV and FINAL modes are engaged during a non-ILS
FINAL APP Green approach.

Autopilot / Flight Director Lateral and Vertical Combined Modes


(FMA Columns 2 and 3)
Annunciator Color
Meaning
LAND
Green Land mode is engaged below 400 feet RA.
FLARE
Green Flare mode is engaged at approximately 40 feet RA.
ROLL OUT Green Roll out mode is engaged at touchdown.
APP NAV and FINAL modes are engaged during a non-ILS
FINAL APP Green approach.

Second Line (Armed Lateral Modes)


LOC
Blue Localizer mode is armed.
APP NAV
Blue LNAV is armed for a non-ILS approach.
NAV
Blue LNAV is armed.

Second Line (Armed Lateral Modes)


LOC
Blue Localizer mode is armed.
APP NAV
Blue LNAV is armed for a non-ILS approach.
NAV
Blue LNAV is armed.

22-120
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-120

JUN 97

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CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

Approach Capabilities (FMA Column 4)

Approach Capabilities (FMA Column 4)

First and Second Lines


Annunciator Color
CAT 1
White
CAT 2
White
CAT 3
White
SINGLE
CAT 3
White
DUAL

First and Second Lines


Annunciator Color
CAT 1
White
CAT 2
White
CAT 3
White
SINGLE
CAT 3
White
DUAL

Meaning
Category 1 capability is available. No autoland.
Category 1 autoland is available, but may be unreliable.
Category 2 autoland is available.
Category 3 autoland is available.

Minimum descent altitude (MSL) as inserted by the pilot on


White PERF APPR page. Used for any approach with barometric
MDA XXX Blue
altimeter minimums.

NO DH

Category 2 autoland is available.


Category 3 autoland is available.

Third Line

Third Line

DH XXX

Meaning
Category 1 capability is available. No autoland.
Category 1 autoland is available, but may be unreliable.

White/ Radio altitude as inserted by the pilot on PERF APPR page.


Blue NO DH appears when NO is inserted on PERF APPR page.
White

Minimum descent altitude (MSL) as inserted by the pilot on


White PERF APPR page. Used for any approach with barometric
MDA XXX Blue
altimeter minimums.
DH XXX
NO DH

White/ Radio altitude as inserted by the pilot on PERF APPR page.


Blue NO DH appears when NO is inserted on PERF APPR page.
White

Autopilot / Autothrottle Engagement Status (FMA Column 5)


First Line
Annunciator Color
Meaning
AP 1+2
White Autopilots 1 and 2 are engaged.
AP 1
White Autopilot 1 is engaged.
AP 2
White Autopilot 2 is engaged.

Autopilot / Autothrottle Engagement Status (FMA Column 5)


First Line
Annunciator Color
Meaning
AP 1+2
White Autopilots 1 and 2 are engaged.
AP 1
White Autopilot 1 is engaged.
AP 2
White Autopilot 2 is engaged.

Second Line
1FD2
1FD-FD2
2FD-

Second Line
1FD2
1FD-FD2
2FD-

-FD1
1FD1
2FD2
Third Line
A/THR
A/THR

White
White
White
White

Both FDs are engaged.


FD 1 is engaged; FD 2 is off.
FD 2 is engaged; FD 1 is off.
FD 2 is engaged; FD 1 is inoperative. F/O has FD selected off.
FD 1 is engaged; FD 2 is inoperative. Captain has FD selected
White off.
White FD 1 is engaged; FD 2 is inoperative.
White FD 2 is engaged; FD 1 is inoperative.

FOR TRAINING PURPOSES ONLY

1FD1
2FD2
Third Line
A/THR
A/THR

White Autothrottle is engaged.


Blue Autothrottle is armed and not engaged.

JUN 97

-FD1

22-121
A320 LIMITATION 1 AND 9 COURSE

JUN 97

White
White
White
White

Both FDs are engaged.


FD 1 is engaged; FD 2 is off.
FD 2 is engaged; FD 1 is off.
FD 2 is engaged; FD 1 is inoperative. F/O has FD selected off.
FD 1 is engaged; FD 2 is inoperative. Captain has FD selected
White off.
White FD 1 is engaged; FD 2 is inoperative.
White FD 2 is engaged; FD 1 is inoperative.

White Autothrottle is engaged.


Blue Autothrottle is armed and not engaged.

22-121

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

A319/A320
AIRCRAFT REFERENCE GUIDE

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

Special Messages (FMA Column 2 and 3)

Special Messages (FMA Column 2 and 3)

Third Line
Messages are displayed according to the following priority:
- Flight control Messages
- Vertical flight management messages
- EFIS reconfiguration messages

Third Line
Messages are displayed according to the following priority:
- Flight control Messages
- Vertical flight management messages
- EFIS reconfiguration messages

Annunciator Color
Meaning
USE MAN
Pitch controls are in direct law.
PITCH TRIM Amber
MAN PITCH
Manual back-up. The left and right elevators are unavailable,
Red and manual pitch trim must be used.
TRIM ONLY
The airplane is in cruise at less than 100 nm from the top of
CHECK
White descent and a non-ILS approach has been selected; however,
APP SEL
an ILS frequency is tuned on the RAD NAV page.
SET
MANAGED Amber The airplane is in selected speed and a preselected speed does
not exist for the next flight phase.
SPD
SET
The airplane is in engine out mode using selected speed when:
GREEN
FCU selected speed is greater than or equal to green dot + 10
DOT SPEED White knots and ALT* or ALT are not active, or FCU selected speed
is less than or equal to green dot - 10 knots.
The airplane is in selected speed, a hold is inserted in the FSET HOLD
PLN, the airplane is within 30 seconds of the deceleration
White point, and the selected speed differs by more than 5 knots from
SPD
the hold speed.
DECELERATE White Descent was not initiated at top of descent point.
Descent mode is engaged, idle is selected, and: either the
airplane is above the vertical profile and the intercept point of
MORE DRAG Amber the profile is less than 2 nm form the next ALT CSTR or the
airplane is in auto speed control and enters an airbrake
decelerating segment.
Descent mode is engaged, too steep of a profile exists on the
VERT DISCON White next leg, and the airplane is less than 30 seconds from the
AHEAD
discontinuity.

Annunciator Color
Meaning
USE MAN
Pitch controls are in direct law.
PITCH TRIM Amber
MAN PITCH
Manual back-up. The left and right elevators are unavailable,
Red and manual pitch trim must be used.
TRIM ONLY
The airplane is in cruise at less than 100 nm from the top of
CHECK
White descent and a non-ILS approach has been selected; however,
APP SEL
an ILS frequency is tuned on the RAD NAV page.
SET
MANAGED Amber The airplane is in selected speed and a preselected speed does
not exist for the next flight phase.
SPD
SET
The airplane is in engine out mode using selected speed when:
GREEN
FCU selected speed is greater than or equal to green dot + 10
DOT SPEED White knots and ALT* or ALT are not active, or FCU selected speed
is less than or equal to green dot - 10 knots.
The airplane is in selected speed, a hold is inserted in the FSET HOLD
PLN, the airplane is within 30 seconds of the deceleration
White point, and the selected speed differs by more than 5 knots from
SPD
the hold speed.
DECELERATE White Descent was not initiated at top of descent point.
Descent mode is engaged, idle is selected, and: either the
airplane is above the vertical profile and the intercept point of
MORE DRAG Amber the profile is less than 2 nm form the next ALT CSTR or the
airplane is in auto speed control and enters an airbrake
decelerating segment.
Descent mode is engaged, too steep of a profile exists on the
VERT DISCON White next leg, and the airplane is less than 30 seconds from the
AHEAD
discontinuity.

22-122

22-122

FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

CFDS - AFS System/Report Test

CFDS - AFS System/Report Test

MCDU MENU
< FMGC
< AIDS

SYSTEM REPORT / TEST

< FMGC
< AIDS

INST >
L/G >
NAV >

< ELEC
< FIRE PROT
< RETURN

< CFDS

MCDU MENU

F / CLT >
FUEL >
ICE&RAIN >

< AIRCOND
< AFS
< COM

< LAST LEGS REPORT


< LAST LEGS ECAM REPORT
< PREVIOUS LEGS REPORT
< AVIONICS STATUS
< SYSTEM REPORT/TEST
POST FLIGHT REP PRINT >

FOR TRAINING PURPOSES ONLY

INST >
L/G >
NAV >

SELECT DESIRED SYSTEM

AFS

CFDS MENU

MAIN MENU

< LAST LEG REPORT


< PREVIOUS LEGS REPORT

< LAST LEGS REPORT


< LAST LEGS ECAM REPORT
< PREVIOUS LEGS REPORT

< TROUBLE SHOOTING DATA


< GROUND SCAN LRU IDENT >
LAND TEST >
< AFS TEST

< AVIONICS STATUS


< SYSTEM REPORT/TEST
POST FLIGHT REP PRINT >

< RETURN WINDSHEAR TEST >

AFS
MAIN MENU

< LAST LEG REPORT


< PREVIOUS LEGS REPORT
< TROUBLE SHOOTING DATA
< GROUND SCAN LRU IDENT >
LAND TEST >
< AFS TEST
< RETURN WINDSHEAR TEST >

22MCDU01

22MCDU01

JUN 97

F / CLT >
FUEL >
ICE&RAIN >

< ELEC
< FIRE PROT
< RETURN

< CFDS

SELECT DESIRED SYSTEM

CFDS MENU

SYSTEM REPORT / TEST


< AIRCOND
< AFS
< COM

22-123
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-123

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AFS Last Leg Report

AFS Last Leg Report

22-124
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-124

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AFS Previous Leg Report/Trouble Shooting Data

AFS Previous Leg Report/Trouble Shooting Data

JUN 97
FOR TRAINING PURPOSES ONLY

22-125
A320 LIMITATION 1 AND 9 COURSE

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

22-125

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AFS Ground Scan

AFS Ground Scan

22-126
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-126

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AFS Windshear Test

AFS Windshear Test

JUN 97
FOR TRAINING PURPOSES ONLY

22-127
A320 LIMITATION 1 AND 9 COURSE

JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

22-127

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AFS Maintenance Procedure

AFS Maintenance Procedure

22-128
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-128

A319/A320
AIRCRAFT REFERENCE GUIDE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AFS Test

AFS Test

LEG
-00

DATE
JUL/16

FAC1: WAIT
FAC2: WAIT
FMGC1: WAIT
FMGC2: WAIT

< RETURN WINDSHEAR TEST >

< RETURN

PRINT >

AFS / TEST REPORT

AFS / TEST REPORT

TROUBLE SHOOTING DATA


LEG
DATE
UTC
-00
JUL/16
21H15
ISSUED BY : FMGC1
MON
--------RESULT OF ANALYSIS-------EVENT COM
MON
C/M
1
0000
0011
0000
---------------SNAPSHOT-----------------W1 W2
W3
W4
W5
0671 1067 EA47 FEFC 0003
< RETURN
PRINT >

LEG
-00

AFS TEST IS RUNNING


DATE
UTC
YYY/XX
XXHXX

FAC1: WAIT
FAC2: WAIT
FMGC1: WAIT
FMGC2: WAIT

< ISSUED BY ; FMGC1 MON


PRINT >

AFS / TEST REPORT

TROUBLE SHOOTING DATA


LEG
DATE
UTC
-00
JUL/16
21H15
ISSUED BY : FMGC1
MON
--------RESULT OF ANALYSIS-------EVENT COM
MON
C/M
1
0000
0011
0000
---------------SNAPSHOT-----------------W1 W2
W3
W4
W5
0671 1067 EA47 FEFC 0003
< RETURN
PRINT >

AFS / TEST REPORT

AFS / TEST REPORT

LEG
-00

AFS TEST COMPLETED


DATE
UTC
YYY/XX
XXHXX

< FAC1: WAIT

< FAC1: WAIT


< FAC2: WAIT

< FAC2: WAIT

< FMGC1: PRESS LINE KEY

< FMGC1: PRESS LINE KEY

< FMGC2: WAIT

< FMGC2: WAIT

22MCDU02

22MCDU02

FOR TRAINING PURPOSES ONLY

UTC
21H15

(AFTER 40 SECONDS)

AFS TEST COMPLETED


DATE
UTC
YYY/XX
XXHXX

JUN 97

DATE
JUL/16

< ISSUED BY ; FMGC1 MON

(AFTER 40 SECONDS)

LEG
-00

LEG
-00

< RETURN

< RETURN WINDSHEAR TEST >

AFS / TEST REPORT

< LAST LEG REPORT


< PREVIOUS LEGS REPORT

ATA : 22-83-34
FMGC

ATA : 22-83-34
FMGC

AFS TEST IS RUNNING


DATE
UTC
YYY/XX
XXHXX

MAIN MENU

UTC
21H15

< TROUBLE SHOOTING DATA


< GROUND SCAN LRU IDENT >
LAND TEST >
< AFS TEST

< TROUBLE SHOOTING DATA


< GROUND SCAN LRU IDENT >
LAND TEST >
< AFS TEST

LEG
-00

AFS / TEST REPORT

AFS

AFS / TEST REPORT

AFS
MAIN MENU

< LAST LEG REPORT


< PREVIOUS LEGS REPORT

22-129
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-129

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AFS Land Test

AFS Land Test

AFS/LAND TEST - 3

AFS
MAIN MENU

< LAST LEG REPORT


< PREVIOUS LEGS REPORT
< TROUBLE SHOOTING DATA
< GROUND SCAN LRU IDENT >
LAND TEST >
< AFS TEST
< RETURN WINDSHEAR TEST >

AFS/LAND TEST - 3

AFS

--------ACTION ON BOTH RMPS------ON-NAV SWITCH------OFF


--------ACTION ON 2ND MCDU-------PRESS RAD-NAV MODE KEY
ILS-FREQ/CRS DIISPLAYED?
IF NOT ENTER 109.9
PRESS ILS/FREQ LINE KEY
ENTER 060
PRESS ILS.CRS LINE KEY
--------ACTION ON 1ST MCDU-------PRESS NEXT PAGE
< END OF TEST
*

MAIN MENU

< LAST LEG REPORT


< PREVIOUS LEGS REPORT
< TROUBLE SHOOTING DATA
< GROUND SCAN LRU IDENT >
LAND TEST >
< AFS TEST
< RETURN WINDSHEAR TEST >

NEXT
PAGE

NEXT
PAGE

AFS/LAND TEST - 4

AFS/LAND TEST - 1

-------------------ACTION-------------------BOTH ENGINES STOPPED


ALL BREAKERS------ON
FAC 1 ENGAGED
AP 1 - AP 2-------------OFF
FADEC (1, 2) GND PWR ON
CAUTION: RESET FADEC (1, 2)
GND PWR AFTER LAND TEST
PRESS NEXT PAGE
< END OF TEST
*

-----------CHECK ON ECAM------------NO AUTO FLT INOP SYS


DISPLAYED
< YES
PRESS
NO >

-------------------ACTION-------------------BOTH ENGINES STOPPED


ALL BREAKERS------ON
FAC 1 ENGAGED
AP 1 - AP 2-------------OFF
FADEC (1, 2) GND PWR ON
CAUTION: RESET FADEC (1, 2)
GND PWR AFTER LAND TEST
PRESS NEXT PAGE
< END OF TEST
*

AFS/LAND TEST - 2

-------------------ACTION-------------------ADIRS (1, 2, 3) -----NAV


AND ALIGN
3 HYDRAULICS----ON
ELAC (1, 2)----- ----ENGAGED
FAC 2-----------------ENGAGED
FD 1 - FD 2----------OFF

22MCDU03

NEXT
PAGE

22-130
FOR TRAINING PURPOSES ONLY

-------------------ACTION-------------------SELECT STATUS PAGE


ON ECAM
-----------CHECK ON ECAM------------NO AUTO FLT INOP SYS
DISPLAYED
< YES
PRESS
NO >
< END OF TEST

NEXT
PAGE

NEXT
PAGE

PRESS NEXT PAGE


< END OF TEST

AFS/LAND TEST - 4

AFS/LAND TEST - 1

-------------------ACTION-------------------SELECT STATUS PAGE


ON ECAM

< END OF TEST

--------ACTION ON BOTH RMPS------ON-NAV SWITCH------OFF


--------ACTION ON 2ND MCDU-------PRESS RAD-NAV MODE KEY
ILS-FREQ/CRS DIISPLAYED?
IF NOT ENTER 109.9
PRESS ILS/FREQ LINE KEY
ENTER 060
PRESS ILS.CRS LINE KEY
--------ACTION ON 1ST MCDU-------PRESS NEXT PAGE
< END OF TEST
*

AFS/LAND TEST - 2

AFS/LAND TEST - 5
-------------ACTION ON FCU------------ENGAGED FD ON BOTH SIDES
A/THR-APPR-AP1-AP2------------ON
-----------CHECK ON PFD1/2----------NO AUTO FLT INOP SYS
SPEED| LAND | CAT3 | AP1+2
|
| DUAL | FD (1/2)
| A/THR
|
|
NO >
< YES
PRESS
< END OF TEST

-------------------ACTION-------------------ADIRS (1, 2, 3) -----NAV


AND ALIGN
3 HYDRAULICS----ON
ELAC (1, 2)----- ----ENGAGED
FAC 2-----------------ENGAGED
FD 1 - FD 2----------OFF

PRESS NEXT PAGE


< END OF TEST

NEXT
PAGE

22MCDU03

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-130

NEXT
PAGE

AFS/LAND TEST - 5
-------------ACTION ON FCU------------ENGAGED FD ON BOTH SIDES
A/THR-APPR-AP1-AP2------------ON
-----------CHECK ON PFD1/2----------NO AUTO FLT INOP SYS
SPEED| LAND | CAT3 | AP1+2
|
| DUAL | FD (1/2)
| A/THR
|
|
NO >
< YES
PRESS
< END OF TEST

NEXT
PAGE

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

CONTROLS & INDICATIONS

CONTROLS & INDICATIONS

AFS Land Test Cont.

AFS Land Test Cont.

AFS/LAND TEST - 8

AFS/LAND TEST - 6

< YES

PRESS

< END OF TEST

NO >

< YES

NO >

PRESS

LAND TEST OK

< YES

< END OF TEST

-------------------ACTION--------------------

-------------------ACTION-------------------DISENGAGE FAC1 - ELAC1


--------------AUDIO CHECK-------------TRIPLE CLICK
-----------CHECK ON PFD1/2----------|
| CAT2 |
|
| SINGLE |

AP1-AP2-------------ON
PRESS TAKE OVER
--------------AUDIO CHECK------------CAVALRY CHARGE
------------------CHECK-------------------AUTO LAND
MASTER WARNING

AFS/LAND TEST - 8

AFS/LAND TEST - 6

-------------------ACTION--------------------

-------------------ACTION-------------------DISENGAGE FAC1 - ELAC1


--------------AUDIO CHECK-------------TRIPLE CLICK
-----------CHECK ON PFD1/2----------|
| CAT2 |
|
| SINGLE |

PRESS

< END OF TEST

NO >

AP1-AP2-------------ON
PRESS TAKE OVER
--------------AUDIO CHECK------------CAVALRY CHARGE
------------------CHECK-------------------AUTO LAND
MASTER WARNING

< YES

AFS LAND TEST REPORT

AFS/LAND TEST - 7

< END OF TEST

< ISSUED BY ; FMGC1 MON


< RETURN

< END OF TEST

DATE
JUL/16

UTC
21H15

ATA : 22-83-34
FMGC

AFS LAND TEST REPORT

AFS/LAND TEST - 7

-------------------ACTION-------------------ENGD ELAC1-WAIT NO FAULT


PRESS INST DISC. A/THR
DISENGAGE ELAC2
-----------CHECK ON PFD1/2----------|
| CAT2
|
|
|
|
|
|
|
NO >
< YES
PRESS

LEG
-00

PRINT >

LEG
-00

AFS/LAND TEST - 8

< END OF TEST

< ISSUED BY ; FMGC1 MON


< RETURN

AFS/LAND TEST - 8
-------------------ACTION-------------------AP1-AP2-------------ON
PRESS TAKE OVER
--------------AUDIO CHECK------------CAVALRY CHARGE
------------------CHECK-------------------AUTO LAND
MASTER WARNING
NO >
< YES
PRESS

TROUBLE SHOOTING DATA


LEG
DATE
UTC
-00
JUL/16
21H15
ISSUED BY : FMGC1
MON
--------RESULT OF ANALYSIS-------EVENT COM
MON
C/M
1
0000
0011
0000
---------------SNAPSHOT-----------------W1 W2
W3
W4
W5
0671 1067 EA47 FEFC 0003
< RETURN
PRINT >

< END OF TEST

FOR TRAINING PURPOSES ONLY

PRINT >

AFS LAND TEST REPORT

TROUBLE SHOOTING DATA


LEG
DATE
UTC
-00
JUL/16
21H15
ISSUED BY : FMGC1
MON
--------RESULT OF ANALYSIS-------EVENT COM
MON
C/M
1
0000
0011
0000
---------------SNAPSHOT-----------------W1 W2
W3
W4
W5
0671 1067 EA47 FEFC 0003
< RETURN
PRINT >

22MCDU04

22MCDU04

JUN 97

UTC
21H15

RETRUN TO PHASE AT WHICH


"NO" KEY WAS SELECTED

AFS LAND TEST REPORT

DATE
JUL/16

ATA : 22-83-34
FMGC

RETRUN TO PHASE AT WHICH


"NO" KEY WAS SELECTED

-------------------ACTION-------------------AP1-AP2-------------ON
PRESS TAKE OVER
--------------AUDIO CHECK------------CAVALRY CHARGE
------------------CHECK-------------------AUTO LAND
MASTER WARNING
NO >
< YES
PRESS

-------------------ACTION-------------------ENGD ELAC1-WAIT NO FAULT


PRESS INST DISC. A/THR
DISENGAGE ELAC2
-----------CHECK ON PFD1/2----------|
| CAT2
|
|
|
|
|
|
|
NO >
< YES
PRESS

NO >

PRESS
LAND TEST OK

< END OF TEST

22-131
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-131

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

AFS Component Layout (Sheet 1)

22-132
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

AFS Component Layout (Sheet 1)

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-132

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

AFS Component Layout (Sheet 2)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

AFS Component Layout (Sheet 2)


22-133

A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-133

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

AFS Computers

22-134
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

AFS Computers

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-134

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

AUTO FLIGHT

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Flight Augmentation Computer (FAC)

Flight Augmentation Computer (FAC)


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

22-135
A320 LIMITATION 1 AND 9 COURSE

JUN 97

22-135

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

AUTO FLIGHT

/A321

AIRCRAFT REFERENCE GUIDE

COMPONENT LOCATIONS

COMPONENT LOCATIONS

Flight Management Guidance Compter (FMGC)

Flight Management Guidance Compter (FMGC)

22-136
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

AUTO FLIGHT

JUN 97
A320 LIMITATION 1 AND 9 COURSE

22-136

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

TABLE OF CONTENTS

TABLE OF CONTENTS

DESCRIPTION & OPERATION


GENERAL.................................................................................................... 1
RADIO COMMUNICATIONS .................................................................3
Radio Management Panel .....................................................................4
Audio System - AMU and ACPs .........................................................9
VHF System ..........................................................................................14
HF System .............................................................................................16
SELCAL ...............................................................................................16
Static Discharging .................................................................................18
INTERPHONE SYSTEM ..........................................................................18
Flight Interphone ...................................................................................18
Service Interphone ................................................................................20
Cabin Interphone ...................................................................................22
CALL SYSTEM ..........................................................................................24
Ground Crew Call .................................................................................24
Cabin Call System .................................................................................25
ACARS .........................................................................................................26
COCKPIT VOICE RECORDER ..............................................................30
Cockpit Voice Recorder - Schematic ....................................................31
CIDS .....................................................................................................32
CIDS Philosophy ..................................................................................32
CIDS Directors ......................................................................................34
CIDS Director Power Supply ................................................................36
CIDS Director Interfaces ......................................................................37
Type A Decoder Encoder Units (DEUs) .............................................40
Type B Decoder Encoder Units (DEUs) .............................................42
DEU Mounts .........................................................................................44
Attendant Panels (FAP and AAP) .........................................................46
Programming and Test Panel (PTP) .....................................................49
FAP/AAP/PTP Interfaces .....................................................................51
Attendant Indication Panels (AIPs) .....................................................54
Area Call Panels ....................................................................................55
Passenger Address (PA) System ...........................................................56
Evacuation Signaling ............................................................................58
Passenger Lighted Signs .......................................................................59
PASSENGER ENTERTAINMENT ..........................................................60
Boarding Music .....................................................................................60
Passenger Entertainment Music System ...............................................61
Passenger Entertainment Video System ...............................................64
Passenger Air to Ground Telephone System ........................................67

DESCRIPTION & OPERATION


GENERAL.................................................................................................... 1
RADIO COMMUNICATIONS .................................................................3
Radio Management Panel .....................................................................4
Audio System - AMU and ACPs .........................................................9
VHF System ..........................................................................................14
HF System .............................................................................................16
SELCAL ................................................................................................16
Static Discharging .................................................................................18
INTERPHONE SYSTEM ..........................................................................18
Flight Interphone ...................................................................................18
Service Interphone ................................................................................20
Cabin Interphone ...................................................................................22
CALL SYSTEM ..........................................................................................24
Ground Crew Call .................................................................................24
Cabin Call System .................................................................................25
ACARS .........................................................................................................26
COCKPIT VOICE RECORDER ..............................................................30
Cockpit Voice Recorder - Schematic ....................................................31
CIDS ......................................................................................................32
CIDS Philosophy ...................................................................................32
CIDS Directors ......................................................................................34
CIDS Director Power Supply ................................................................36
CIDS Director Interfaces ......................................................................37
Type A Decoder Encoder Units (DEUs) .............................................40
Type B Decoder Encoder Units (DEUs) .............................................42
DEU Mounts .........................................................................................44
Attendant Panels (FAP and AAP) .........................................................46
Programming and Test Panel (PTP) ......................................................49
FAP/AAP/PTP Interfaces .....................................................................51
Attendant Indication Panels (AIPs) .....................................................54
Area Call Panels ....................................................................................55
Passenger Address (PA) System ...........................................................56
Evacuation Signaling ............................................................................58
Passenger Lighted Signs .......................................................................59
PASSENGER ENTERTAINMENT ..........................................................60
Boarding Music .....................................................................................60
Passenger Entertainment Music System ...............................................61
Passenger Entertainment Video System ...............................................64
Passenger Air to Ground Telephone System ........................................67

JUN 97
FOR TRAINING PURPOSES ONLY

23-i
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-i

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AIRCRAFT REFERENCE GUIDE

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A319/A320
AIRCRAFT REFERENCE GUIDE

TABLE OF CONTENTS

TABLE OF CONTENTS

CONTROLS & INDICATIONS


RADIO MANAGEMENT PANEL ........................................................... 68
AUDIO CONTROL PANEL ..................................................................... 70
SIDESTICK TRANSMIT SWITCH ........................................................ 72
LOUDSPEAKER VOLUME CONTROL ............................................... 73
AUDIO SWITCHING CONTROL ........................................................... 73
FLIGHT INTERPHONE SYSTEM ......................................................... 74
SERVICE INTERPHONE SYSTEM ....................................................... 75
SERVICE INTERPHONE JACKS .......................................................... 75
ATTENDANT HANDSET AND KEYBOARD ....................................... 76
CALLS PANEL .......................................................................................... 77
FLIGHT DECK HANDSET ...................................................................... 78
ACARS DATA PRINTER ......................................................................... 79
COCKPIT VOICE RECORDER ............................................................. 80
EMERGENCY EVACUATION SYSTEM .............................................. 81
EVACUATION ALARM PANEL ............................................................ 82
EVACUATION ALARM PANEL ............................................................ 82
PASSENGER ENTERTAINMENT PANEL ........................................... 83
VIDEO SYSTEM CONTROL UNIT ....................................................... 84
VIDEO CASSETTE PLAYER .................................................................. 85
DTMF MICROPHONE ............................................................................. 86
CFDS - COM System Test & Report Pages ............................................. 87
CFDS - AMU Last Leg Report ................................................................. 88
CFDS - AMU Previous Legs Report ......................................................... 89
CFDS - AMU LRU Identification ............................................................. 90
CFDS - AMU Test ...................................................................................... 91
CFDS - RMP Last Leg Report .................................................................. 92
CFDS - RMP Previous Legs Report ......................................................... 93
CFDS - RMP LRU Identification .............................................................. 94
CFDS - RMP Troubleshooting Data ......................................................... 95
CFDS - RMP Test ....................................................................................... 96
CFDS - CIDS: Last Leg Report - Troubleshooting Data ........................ 97
CFDS -CIDS Class 3 Results ..................................................................... 98
CFDS - CIDS Test ...................................................................................... 99
CFDS - VHF Last Leg Report ................................................................... 100
CFDS - VHF Previous Legs Report ........................................................... 101
CFDS - VHF LRU Identifications ............................................................. 102
CFDS - VHF Test ........................................................................................ 103

CONTROLS & INDICATIONS


RADIO MANAGEMENT PANEL ...........................................................68
AUDIO CONTROL PANEL ..................................................................... 70
SIDESTICK TRANSMIT SWITCH ........................................................ 72
LOUDSPEAKER VOLUME CONTROL ................................................ 73
AUDIO SWITCHING CONTROL ...........................................................73
FLIGHT INTERPHONE SYSTEM ......................................................... 74
SERVICE INTERPHONE SYSTEM ....................................................... 75
SERVICE INTERPHONE JACKS .......................................................... 75
ATTENDANT HANDSET AND KEYBOARD ....................................... 76
CALLS PANEL .......................................................................................... 77
FLIGHT DECK HANDSET ......................................................................78
ACARS DATA PRINTER ......................................................................... 79
COCKPIT VOICE RECORDER .............................................................. 80
EMERGENCY EVACUATION SYSTEM .............................................. 81
EVACUATION ALARM PANEL ............................................................ 82
EVACUATION ALARM PANEL ............................................................ 82
PASSENGER ENTERTAINMENT PANEL ........................................... 83
VIDEO SYSTEM CONTROL UNIT ....................................................... 84
VIDEO CASSETTE PLAYER .................................................................. 85
DTMF MICROPHONE ............................................................................. 86
CFDS - COM System Test & Report Pages ............................................. 87
CFDS - AMU Last Leg Report ................................................................. 88
CFDS - AMU Previous Legs Report ......................................................... 89
CFDS - AMU LRU Identification ............................................................. 90
CFDS - AMU Test ....................................................................................... 91
CFDS - RMP Last Leg Report .................................................................. 92
CFDS - RMP Previous Legs Report ......................................................... 93
CFDS - RMP LRU Identification .............................................................. 94
CFDS - RMP Troubleshooting Data ......................................................... 95
CFDS - RMP Test ....................................................................................... 96
CFDS - CIDS: Last Leg Report - Troubleshooting Data ........................ 97
CFDS -CIDS Class 3 Results ..................................................................... 98
CFDS - CIDS Test ....................................................................................... 99
CFDS - VHF Last Leg Report ................................................................... 100
CFDS - VHF Previous Legs Report ...........................................................101
CFDS - VHF LRU Identifications ............................................................. 102
CFDS - VHF Test ........................................................................................103

23-ii

23-ii

FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

JUN 97

UNITED AIRLINES

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A318/

COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

TABLE OF CONTENTS

TABLE OF CONTENTS

COMPONENT LOCATION
Radio Management Panel .............................................................................104
Audio Management Components .................................................................105
VHF System ..................................................................................................107
HF System ....................................................................................................108
Service Interphone System ...........................................................................109
Ground Crew Call System ............................................................................111
ACARS Components ....................................................................................112
ACARS Management Unit ...........................................................................113
Cockpit Voice Recorder ...............................................................................114
DEU A, DEU Mount, and CIDS Directors ...................................................115
DEU B, DEU Mount, and CIDS Directors ...................................................116
Forward Attendent Station and Flight Deck Handset. ..................................117
Attendant Handsets, Call Panels, and Attendant Indication Panels ..............118
Evacuation Panel - Flight Deck, FAP and AAP Panels ...............................119
Passenger Lighted Signs ...............................................................................120
Passenger Entertainment Music System .......................................................121
Passenger Entertainment Video System .......................................................123

COMPONENT LOCATION
Radio Management Panel ............................................................................. 104
Audio Management Components ................................................................. 105
VHF System ................................................................................................. 107
HF System .................................................................................................... 108
Service Interphone System ........................................................................... 109
Ground Crew Call System ............................................................................ 111
ACARS Components .................................................................................... 112
ACARS Management Unit ........................................................................... 113
Cockpit Voice Recorder ............................................................................... 114
DEU A, DEU Mount, and CIDS Directors .................................................. 115
DEU B, DEU Mount, and CIDS Directors ................................................... 116
Forward Attendent Station and Flight Deck Handset. .................................. 117
Attendant Handsets, Call Panels, and Attendant Indication Panels ............. 118
Evacuation Panel - Flight Deck, FAP and AAP Panels .............................. 119
Passenger Lighted Signs ............................................................................... 120
Passenger Entertainment Music System ....................................................... 121
Passenger Entertainment Video System ....................................................... 123

JUN 97

JUN 97

FOR TRAINING PURPOSES ONLY

23-iii
A320 LIMITATION 1 AND 9 COURSE

23-iii

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


GENERAL
The aircraft has 3 VHF radios installed
and provisions for two HF radios; however, the associated HF transceivers are
not currently installed. All communications radios are controlled from any one of
3 Radio Management Panels (RMPs).
Two RMPs are located on the control
pedestal and a third is located on the overhead panel. The 3 identical RMPs provide control of all VHF and HF
communication systems. RMPs 1 and 2
provide back-up to the Flight Management
and Guidance Computers (FMGCs) for
navigation radio tuning. RMPs 1 and 2
are connected directly to all VHF and HF
transceivers; RMP 3 is connected through
RMPs 1 and 2. If RMP 1 or 2 is turned
off, RMP 3 is connected directly to the
respective transceiver. If two panels fail,
the remaining one can control all VHF and
HF transceivers. In the emergency electrical configuration, only RMP 1 is functional.

DESCRIPTION & OPERATION


Each Audio Control Panel (ACP) is
located by its respective RMP. The panels
provide the transmission and reception of
all communication, navigation, interphone
(flight, service,and cabin), and PA systems. The transmission keys also have
CALL lights that illuminate with SELCAL on the VHF and HF radios, ACARS
call on the number 3 VHF, and Flight
Attendant or ground crew call on the
flight, service, and cabin interphone.
A flight interphone system provides communication between flight deck crew
members and between the flight deck and
a ground crew member via a jack at the
external power panel (108VU) located at
the nose gear.
A service interphone system provides
communication between the flight deck
and maintenance personnel through a
series of jacks located on the exterior of
the aircraft.

GENERAL
The aircraft has 3 VHF radios installed
and provisions for two HF radios; however, the associated HF transceivers are
not currently installed. All communications radios are controlled from any one of
3 Radio Management Panels (RMPs).
Two RMPs are located on the control
pedestal and a third is located on the overhead panel. The 3 identical RMPs provide control of all VHF and HF
communication systems. RMPs 1 and 2
provide back-up to the Flight Management
and Guidance Computers (FMGCs) for
navigation radio tuning. RMPs 1 and 2
are connected directly to all VHF and HF
transceivers; RMP 3 is connected through
RMPs 1 and 2. If RMP 1 or 2 is turned
off, RMP 3 is connected directly to the
respective transceiver. If two panels fail,
the remaining one can control all VHF and
HF transceivers. In the emergency electrical configuration, only RMP 1 is functional.

Communications General
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

Each Audio Control Panel (ACP) is


located by its respective RMP. The panels
provide the transmission and reception of
all communication, navigation, interphone
(flight, service,and cabin), and PA systems. The transmission keys also have
CALL lights that illuminate with SELCAL on the VHF and HF radios, ACARS
call on the number 3 VHF, and Flight
Attendant or ground crew call on the
flight, service, and cabin interphone.
A flight interphone system provides communication between flight deck crew
members and between the flight deck and
a ground crew member via a jack at the
external power panel (108VU) located at
the nose gear.
A service interphone system provides
communication between the flight deck
and maintenance personnel through a
series of jacks located on the exterior of
the aircraft.

Communications General
23-1

A320 LIMITATION 1 AND 9 COURSE

JUN 97

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DESCRIPTION & OPERATION


The cabin interphone system provides
communication between the flight deck
and Flight Attendant stations, as well as
communication between the Flight Attendant stations and ground crew members
via jacks installed at various locations.
The Cabin Inter-Communication Data
System (CIDS) provides signal transmission, control, and processing for the following cabin functions:
- cabin and service interphone,
- Passenger Address,
- passenger lighted signs,
- reading lights,
- cabin illumination,
- emergency evacuation signaling,
- lavatory smoke indication,
- passenger entertainment music and
video.
The controls and indicators for CIDS are
located on the forward Flight Attendant
Panel.
The Passenger Address system provides
cabin announcement capability from the
flight deck and Flight Attendant stations.
Volume output is automatically increased
when an engine is operating. Flight deck
access to the PA system is via the ACPs
or the handset.
The Passenger Entertainment System
(PES) includes both audio and video systems. The audio system is controlled from
a panel located near the forward Flight
Attendant's Panel. The video system is
controlled from a panel located at the top
of the closet in the first class cabin.
The Aircraft Communication Addressing
and Reporting System (ACARS) enables
the exchange of digital information
between the aircraft and a ground station

23-2
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The Cockpit Voice Recorder is located in
the aft section of the airplane, and is
equipped with an underwater locating beacon. The system records direct conversations between crew members (through a
flight deck area microphone and boom
microphones), as well as all aural flight
deck warnings and communications transmitted and received over the radio and
intercom.
Passenger Address system
announcements are also recorded as long
as one PA reception knob is selected on.
The last 30 minutes of recording are
retained.
On the ground, flight information and
operational data are furnished automatically for 5 minute's after electrical power
is supplied to the airplane, or when at least
one engine is running. It operates continuously in flight, whether or not the engines
are running. The system stops automatically 5 minutes after the last engine is shut
down. The recorder can be manually
energized by using the GND CTL switch
on the overhead panel. A Digital Flight
Data Recorder (DFDR) switch, located on
the control pedestal, is used to place an
event mark on the recorder tape.
An Air Link or DTMF microphone is
installed at the First Officer's hand mike
position and is plugged into the PA jack.
This is an amplified, electric condenser
microphone designed to produce clear,
articulate voice transmissions. A built-in
Dual Tone Multi-Frequency (DTMF) keypad is incorporated for dialing groundbased Radio Dial-up Interface (RDI) systems (including SAMC). It can also be
used for PA transmissions.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The cabin interphone system provides


communication between the flight deck
and Flight Attendant stations, as well as
communication between the Flight Attendant stations and ground crew members
via jacks installed at various locations.
The Cabin Inter-Communication Data
System (CIDS) provides signal transmission, control, and processing for the following cabin functions:
- cabin and service interphone,
- Passenger Address,
- passenger lighted signs,
- reading lights,
- cabin illumination,
- emergency evacuation signaling,
- lavatory smoke indication,
- passenger entertainment music and
video.
The controls and indicators for CIDS are
located on the forward Flight Attendant
Panel.
The Passenger Address system provides
cabin announcement capability from the
flight deck and Flight Attendant stations.
Volume output is automatically increased
when an engine is operating. Flight deck
access to the PA system is via the ACPs
or the handset.
The Passenger Entertainment System
(PES) includes both audio and video systems. The audio system is controlled from
a panel located near the forward Flight
Attendant's Panel. The video system is
controlled from a panel located at the top
of the closet in the first class cabin.
The Aircraft Communication Addressing
and Reporting System (ACARS) enables
the exchange of digital information
between the aircraft and a ground station

23-2

The Cockpit Voice Recorder is located in


the aft section of the airplane, and is
equipped with an underwater locating beacon. The system records direct conversations between crew members (through a
flight deck area microphone and boom
microphones), as well as all aural flight
deck warnings and communications transmitted and received over the radio and
intercom.
Passenger Address system
announcements are also recorded as long
as one PA reception knob is selected on.
The last 30 minutes of recording are
retained.
On the ground, flight information and
operational data are furnished automatically for 5 minute's after electrical power
is supplied to the airplane, or when at least
one engine is running. It operates continuously in flight, whether or not the engines
are running. The system stops automatically 5 minutes after the last engine is shut
down. The recorder can be manually
energized by using the GND CTL switch
on the overhead panel. A Digital Flight
Data Recorder (DFDR) switch, located on
the control pedestal, is used to place an
event mark on the recorder tape.
An Air Link or DTMF microphone is
installed at the First Officer's hand mike
position and is plugged into the PA jack.
This is an amplified, electric condenser
microphone designed to produce clear,
articulate voice transmissions. A built-in
Dual Tone Multi-Frequency (DTMF) keypad is incorporated for dialing groundbased Radio Dial-up Interface (RDI) systems (including SAMC). It can also be
used for PA transmissions.

JUN 97

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COMMUNICATIONS

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


RADIO COMMUNICATIONS
Communication and navigation systems
are connected to the Audio Management
Unit (AMU) for analog inputs and to the
Radio Management Panel (RMP) for frequency selection.
The 3 radio management panels (RMPs)
centralize radio communication frequency control.
They can also serve as backups for the
Flight Management and Guidance Computers (FMGC) for radio navigation frequency control (VOR, DME, ILS, ADF).
The aircraft is equipped with 3 RMPs
which are identical and interchangeable.
The ACPs supply the means of transmission and reception of the audio signals to
the various radio communication and
radio navigation facilities installed on the
aircraft. The ACPs also supply the means
to display the various calls (SELCAL,
ground crew call and calls from the Flight
Attendants).
The ACPs serve only for control and indication.

JUN 97
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The Audio Management Unit (AMU)
ensures the interface between the user
(jack panel and ACP) and the various
radio communication and radio navigation
systems.
It also serves to record communications
(FAA recording) and is equipped with a
test circuit (BITE). This test circuit
enables the AMU to be connected to the
Centralized Fault Display and Interface
Unit (CFDIU).
The AMU ensures the following functions:
- transmission,
- reception
- SELCAL and display of ground crew
and Cabin Attendant calls
- flight interphone,
- emergency function for the Captain and
First Officer stations.
The SELective CALling System (SELCAL) provides visual and aural indication
of calls received from ground stations.

23-3
A320 LIMITATION 1 AND 9 COURSE

RADIO COMMUNICATIONS
Communication and navigation systems
are connected to the Audio Management
Unit (AMU) for analog inputs and to the
Radio Management Panel (RMP) for frequency selection.
The 3 radio management panels (RMPs)
centralize radio communication frequency control.
They can also serve as backups for the
Flight Management and Guidance Computers (FMGC) for radio navigation frequency control (VOR, DME, ILS, ADF).
The aircraft is equipped with 3 RMPs
which are identical and interchangeable.
The ACPs supply the means of transmission and reception of the audio signals to
the various radio communication and
radio navigation facilities installed on the
aircraft. The ACPs also supply the means
to display the various calls (SELCAL,
ground crew call and calls from the Flight
Attendants).
The ACPs serve only for control and indication.

JUN 97

The Audio Management Unit (AMU)


ensures the interface between the user
(jack panel and ACP) and the various
radio communication and radio navigation
systems.
It also serves to record communications
(FAA recording) and is equipped with a
test circuit (BITE). This test circuit
enables the AMU to be connected to the
Centralized Fault Display and Interface
Unit (CFDIU).
The AMU ensures the following functions:
- transmission,
- reception
- SELCAL and display of ground crew
and Cabin Attendant calls
- flight interphone,
- emergency function for the Captain and
First Officer stations.
The SELective CALling System (SELCAL) provides visual and aural indication
of calls received from ground stations.

23-3

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DESCRIPTION & OPERATION


Radio Management Panel
The RMPs are used for the selection of
radio communication frequencies. They
are also used for the standby selection of
radio navigation frequencies in back-up
mode.
3 RMPs are used for frequency selection
and each one can control any VHF frequency. Only RMP 1 and RMP 2 can be
used for the standby selection of radio
navigation system frequencies in back-up
mode. In this condition:
- RMP 1 controls VOR 1, ADF 1 and ILS
1 and 2.
- RMP 2 controls VOR 2, ADF 2 and ILS
1 and 2.
NOTE: Navigation frequencies are
normally selected by the FMGCs or
through an MCDU.
The 3 RMPs permanently dialog so that
each RMP is informed of the last selection
made on any of the other RMPs. If two
RMPs fail, the remaining RMP controls
all the VHF transceivers.
The transmission of data to the communication and navigation systems and the dialog between the RMPs are performed
through ARINC 429 buses.
There are 2 display windows. The active
window displays the operational frequency. The standby/course window dis-

23-4
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


plays the standby frequency. The standby/
course window also displays the course in
back-up navigation mode. The windows
are liquid crystal displays with a high contrast.
When the transfer key is pressed, the operational frequency becomes the standby
frequency, and the standby frequency
becomes the operational frequency.
There are 5 push-button keys for the radio
communication systems, 3 of them are
used for VHF. When a key is pressed, the
relevant active and standby frequencies
are automatically displayed in the dedicated windows.
The SEL indicator light comes on white,
when a non dedicated Radio Management
Panel takes control of the system frequency selection.
The normal configuration is:
- RMP 1 allocated to VHF 1
- RMP 2 allocated to VHF 2
- RMP 3 allocated to VHF 3.
When a non-dedicted RMP is used for frequency selection such as VHF 2 is
selected on RMP 1, the SEL light comes
on white on RMP 1 and RMP 2.
The dual selector knob is used for the
selection of the frequency/course displayed in the standby/course window.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Radio Management Panel


The RMPs are used for the selection of
radio communication frequencies. They
are also used for the standby selection of
radio navigation frequencies in back-up
mode.
3 RMPs are used for frequency selection
and each one can control any VHF frequency. Only RMP 1 and RMP 2 can be
used for the standby selection of radio
navigation system frequencies in back-up
mode. In this condition:
- RMP 1 controls VOR 1, ADF 1 and ILS
1 and 2.
- RMP 2 controls VOR 2, ADF 2 and ILS
1 and 2.
NOTE: Navigation frequencies are
normally selected by the FMGCs or
through an MCDU.
The 3 RMPs permanently dialog so that
each RMP is informed of the last selection
made on any of the other RMPs. If two
RMPs fail, the remaining RMP controls
all the VHF transceivers.
The transmission of data to the communication and navigation systems and the dialog between the RMPs are performed
through ARINC 429 buses.
There are 2 display windows. The active
window displays the operational frequency. The standby/course window dis-

23-4

plays the standby frequency. The standby/


course window also displays the course in
back-up navigation mode. The windows
are liquid crystal displays with a high contrast.
When the transfer key is pressed, the operational frequency becomes the standby
frequency, and the standby frequency
becomes the operational frequency.
There are 5 push-button keys for the radio
communication systems, 3 of them are
used for VHF. When a key is pressed, the
relevant active and standby frequencies
are automatically displayed in the dedicated windows.
The SEL indicator light comes on white,
when a non dedicated Radio Management
Panel takes control of the system frequency selection.
The normal configuration is:
- RMP 1 allocated to VHF 1
- RMP 2 allocated to VHF 2
- RMP 3 allocated to VHF 3.
When a non-dedicted RMP is used for frequency selection such as VHF 2 is
selected on RMP 1, the SEL light comes
on white on RMP 1 and RMP 2.
The dual selector knob is used for the
selection of the frequency/course displayed in the standby/course window.

JUN 97

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COMMUNICATIONS

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Radio Management Panel

Radio Management Panel


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-5
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-5

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The NAVigation guarded push-button key
allows the radio navigation systems to be
selected, in back-up mode only, when the
Flight Management Guidance and Computers (FMGCs) have failed. In radio
navigation back-up mode, navigation frequency/course selection is performed
using the dual selector knob.
The latching ON/OFF switch allows the
crew to set the RMP on or off.
RMP 1 and RMP 2 have two ARINC 429
data buses connected to the radio communication transceivers:
- COM BUS 1 delivers the VHF 1
frequency,
- COM BUS 2 delivers the VHF 2
frequency.
3 dialog buses ensure exchange of information between the 3 RMPs. Each RMP
periodically transmits its contents on its
dialog bus.
The ILS 1 and 2 receivers always operate
on the same frequency which can be controlled from any RMP, either directly or
through the cross talk bus.

23-6
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


In normal operation, the navigation systems are tuned automatically (or manually
from the MCDUs) by the FMGCs via
internal relays of the onside RMPs. The
RMP is thus transparent to the onside
FMGC.
In case of failure of one FMCG, the onside
navigation systems are tuned directly by
the remaining FMGC.
The BITE functions of the system are
available through the CFDS.
In order to increment the fault memories
in case of CFDIU failure, each RMP
receives a discrete giving the landing gear
configuration.
RMP 1 receives this discrete from LGCIU
1, and RMP 2 and 3 from LGCIU 2.
The system architecture allows access to
all communication functions in case of
failure of any RMP. But, if RMP 1 or
RMP 2 fails, the onside navigation systems are lost.
An RMP failure is indicated by the blanking of the display windows. Should a failure occur, the failed RMP has to be
switched off. When selected off, the RMP
sends a discrete signal which enables system reconfiguration.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The NAVigation guarded push-button key


allows the radio navigation systems to be
selected, in back-up mode only, when the
Flight Management Guidance and Computers (FMGCs) have failed. In radio
navigation back-up mode, navigation frequency/course selection is performed
using the dual selector knob.
The latching ON/OFF switch allows the
crew to set the RMP on or off.
RMP 1 and RMP 2 have two ARINC 429
data buses connected to the radio communication transceivers:
- COM BUS 1 delivers the VHF 1
frequency,
- COM BUS 2 delivers the VHF 2
frequency.
3 dialog buses ensure exchange of information between the 3 RMPs. Each RMP
periodically transmits its contents on its
dialog bus.
The ILS 1 and 2 receivers always operate
on the same frequency which can be controlled from any RMP, either directly or
through the cross talk bus.

23-6

In normal operation, the navigation systems are tuned automatically (or manually
from the MCDUs) by the FMGCs via
internal relays of the onside RMPs. The
RMP is thus transparent to the onside
FMGC.
In case of failure of one FMCG, the onside
navigation systems are tuned directly by
the remaining FMGC.
The BITE functions of the system are
available through the CFDS.
In order to increment the fault memories
in case of CFDIU failure, each RMP
receives a discrete giving the landing gear
configuration.
RMP 1 receives this discrete from LGCIU
1, and RMP 2 and 3 from LGCIU 2.
The system architecture allows access to
all communication functions in case of
failure of any RMP. But, if RMP 1 or
RMP 2 fails, the onside navigation systems are lost.
An RMP failure is indicated by the blanking of the display windows. Should a failure occur, the failed RMP has to be
switched off. When selected off, the RMP
sends a discrete signal which enables system reconfiguration.

JUN 97

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COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

NOTE: HF transceivers are removed from UAL aircraft.

NOTE: HF transceivers are removed from UAL aircraft.

Radio Management Interfaces

Radio Management Interfaces

JUN 97
FOR TRAINING PURPOSES ONLY

23-7
A320 LIMITATION 1 AND 9 COURSE

JUN 97

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DESCRIPTION & OPERATION


Following is an explanation of RMP use.
The ON/OFF switch controls the power
supply of the RMP.
To select a new frequency for VHF 1, the
VHF 1 key must be pressed. VHF 1 light
comes on as VHF 1 is selected.
The ACTIVE window displays the current
operating frequency for VHF 1, while the
STBY/CRS (standby/course) window displays the standby frequency.
A new frequency is selected by rotating
the two concentric knobs below the
STBY/CRS window and can be activated
by pressing the transfer key.
After pressing the transfer key, the frequency values interchange. VHF 1 now
operates on a new frequency.

DESCRIPTION & OPERATION


NOTE: The SEL light indicates selection of a radio system by an other RMP
than the RMP normally allocated to it.
For example, the SEL light will come on
white in case of selection of VHF 2 on the
RMP 1 or in case of selection of VHF 1 on
RMP 2. In this case, SEL light also illuminates on the RMP to which the system is
normally dedicated.
The NAVigation guarded push-button key
allows the radio navigation systems to be
selected, in back-up mode only, when the
Flight Management and Guidance Computers (FMGCs) have failed.

Following is an explanation of RMP use.


The ON/OFF switch controls the power
supply of the RMP.
To select a new frequency for VHF 1, the
VHF 1 key must be pressed. VHF 1 light
comes on as VHF 1 is selected.
The ACTIVE window displays the current
operating frequency for VHF 1, while the
STBY/CRS (standby/course) window displays the standby frequency.
A new frequency is selected by rotating
the two concentric knobs below the
STBY/CRS window and can be activated
by pressing the transfer key.
After pressing the transfer key, the frequency values interchange. VHF 1 now
operates on a new frequency.

FOR TRAINING PURPOSES ONLY

NOTE: The SEL light indicates selection of a radio system by an other RMP
than the RMP normally allocated to it.
For example, the SEL light will come on
white in case of selection of VHF 2 on the
RMP 1 or in case of selection of VHF 1 on
RMP 2. In this case, SEL light also illuminates on the RMP to which the system is
normally dedicated.
The NAVigation guarded push-button key
allows the radio navigation systems to be
selected, in back-up mode only, when the
Flight Management and Guidance Computers (FMGCs) have failed.

Radio Management Panel

Radio Management Panel

23-8

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-8

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DESCRIPTION & OPERATION


Audio System - AMU and ACPs
The Audio Management Unit (AMU) centralizes the audio signals used by the crew.
The crew controls and operates these functions independently with the Audio Control Panels (ACPs).
The audio management system provides:
- radio communication and navigation for
crew utilization,
- flight interphone system,
- SELective CALling system (SELCAL),
- and visual indication of ground crew and
cabin attendant calls.
Each flight deck occupant position contains the following audio equipment:
- oxygen mask,
- headset,
- boomset,
- handmike,
- Audio Control Panel.
The 4th occupant station is equipped with
only a headset jack.
In transmission mode, the AMU collects
microphone inputs of the various crew stations and directs them to the communication transceivers.
In reception mode, the AMU collects the
audio outputs of the communication transceivers and navigation receivers and
directs them to the various crew stations.
The flight interphone function allows
interphone links between the various crew
stations in the flight deck and with the
ground crew through the jack at the external power receptacle panel (108VU).
The SELCAL system enables reception
with aural and visual indication of calls
from ground stations equipped with a coding device.
Cabin attendant and mechanic calls are
indicated on the Audio Control Panels.

JUN 97
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Three Audio Control Panels (ACPs) are
provided in the flight deck for the Captain,
the First Officer and the third occupant.
Each ACP allows:
- the use of various radio communication
and radio navigation facilities installed
in the aircraft for transmission and
reception of the audio signals,
- the display of various calls received
through the SELCAL system, from
ground mechanics and from cabin
attendants,
- the use of flight, service, and cabin
interphone system
Eight rectangular electronic keys are used
for the selection of the transmission channel and for the display of various calls
received through the SELCAL system,
from the ground mechanics and from the
cabin attendants.
The MECH light on the INTerphone key
flashes amber to indicate a ground
mechanic call (flight interphone).
The ATT light on the CABin key flashes
amber to indicate a cabin attendant call
(cabin interphone).
NOTE: Only one transmission channel
can be selected at a time.
Fifteen push-button knobs are used to
select reception and to adjust the volume
of received signals.
When the reception channel is selected,
the push-button knob pops out and comes
on white.
The INTerphone/RADio selector switch
permits the utilization of the interphone or
the radio, when the boomsets or oxygen
masks are used by the crew.

23-9
A320 LIMITATION 1 AND 9 COURSE

Audio System - AMU and ACPs


The Audio Management Unit (AMU) centralizes the audio signals used by the crew.
The crew controls and operates these functions independently with the Audio Control Panels (ACPs).
The audio management system provides:
- radio communication and navigation for
crew utilization,
- flight interphone system,
- SELective CALling system (SELCAL),
- and visual indication of ground crew and
cabin attendant calls.
Each flight deck occupant position contains the following audio equipment:
- oxygen mask,
- headset,
- boomset,
- handmike,
- Audio Control Panel.
The 4th occupant station is equipped with
only a headset jack.
In transmission mode, the AMU collects
microphone inputs of the various crew stations and directs them to the communication transceivers.
In reception mode, the AMU collects the
audio outputs of the communication transceivers and navigation receivers and
directs them to the various crew stations.
The flight interphone function allows
interphone links between the various crew
stations in the flight deck and with the
ground crew through the jack at the external power receptacle panel (108VU).
The SELCAL system enables reception
with aural and visual indication of calls
from ground stations equipped with a coding device.
Cabin attendant and mechanic calls are
indicated on the Audio Control Panels.

JUN 97

Three Audio Control Panels (ACPs) are


provided in the flight deck for the Captain,
the First Officer and the third occupant.
Each ACP allows:
- the use of various radio communication
and radio navigation facilities installed
in the aircraft for transmission and
reception of the audio signals,
- the display of various calls received
through the SELCAL system, from
ground mechanics and from cabin
attendants,
- the use of flight, service, and cabin
interphone system
Eight rectangular electronic keys are used
for the selection of the transmission channel and for the display of various calls
received through the SELCAL system,
from the ground mechanics and from the
cabin attendants.
The MECH light on the INTerphone key
flashes amber to indicate a ground
mechanic call (flight interphone).
The ATT light on the CABin key flashes
amber to indicate a cabin attendant call
(cabin interphone).
NOTE: Only one transmission channel
can be selected at a time.
Fifteen push-button knobs are used to
select reception and to adjust the volume
of received signals.
When the reception channel is selected,
the push-button knob pops out and comes
on white.
The INTerphone/RADio selector switch
permits the utilization of the interphone or
the radio, when the boomsets or oxygen
masks are used by the crew.

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The INT position allows direct flight
interphone transmission:
- when any transmission key is selected
and provided no Push-To-Talk is
activated (hot mike between flight crew
members),
- when no transmission key is selected
(hot mike between flight crew
members),
- when the INT transmission key is
selected (hot mike between flight crew
members and ground crew using the
external power panel (108VU) jack.
The neutral position allows reception
only.
The RAD position is used as a Push-ToTalk switch when a transmission key is
selected.

DESCRIPTION & OPERATION


A voice filter can be used on the ADF and
VOR channels. When used, the identification signals transmitted by the navaids are
greatly reduced (32 dB) so as to hear only
voice signals. ON comes on green when
the voice filter is in service (ON VOICE
key pressed in).
The RESET key is used to cancel all the
lighted calls.
NOTE: MECH and ATT lights go off
automatically after 60 seconds if the call
is not canceled by the RESET key.
A key enables the selection of the Passenger Address transmission. This key must
be pressed in during the whole transmission.

The INT position allows direct flight


interphone transmission:
- when any transmission key is selected
and provided no Push-To-Talk is
activated (hot mike between flight crew
members),
- when no transmission key is selected
(hot mike between flight crew
members),
- when the INT transmission key is
selected (hot mike between flight crew
members and ground crew using the
external power panel (108VU) jack.
The neutral position allows reception
only.
The RAD position is used as a Push-ToTalk switch when a transmission key is
selected.

FOR TRAINING PURPOSES ONLY

A voice filter can be used on the ADF and


VOR channels. When used, the identification signals transmitted by the navaids are
greatly reduced (32 dB) so as to hear only
voice signals. ON comes on green when
the voice filter is in service (ON VOICE
key pressed in).
The RESET key is used to cancel all the
lighted calls.
NOTE: MECH and ATT lights go off
automatically after 60 seconds if the call
is not canceled by the RESET key.
A key enables the selection of the Passenger Address transmission. This key must
be pressed in during the whole transmission.

Audio Control Panel

Audio Control Panel

23-10

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-10

JUN 97

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DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

The AUDIO SWITCHING selector is


used in case of communication failure on
the Captain or First Officer channels.
In the CAPT 3 position, the Captain will
use the 3rd occupant ACP. The 3rd occupant Audio equipment cannot be used.
The NORM position corresponds to the
normal allocation of the ACPs.

In the F/O 3 position, the First Officer


uses the 3rd occupant ACP.
The 3rd occupant audio equipment cannot
be used.
Note: The message AUDIO 3 XFRD is
displayed in green on the ECAM
MEMO display when the selector is out
of the NORM position.

The AUDIO SWITCHING selector is


used in case of communication failure on
the Captain or First Officer channels.
In the CAPT 3 position, the Captain will
use the 3rd occupant ACP. The 3rd occupant Audio equipment cannot be used.
The NORM position corresponds to the
normal allocation of the ACPs.

Audio Switching
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

In the F/O 3 position, the First Officer


uses the 3rd occupant ACP.
The 3rd occupant audio equipment cannot
be used.
Note: The message AUDIO 3 XFRD is
displayed in green on the ECAM
MEMO display when the selector is out
of the NORM position.

Audio Switching
23-11
A320 LIMITATION 1 AND 9 COURSE

JUN 97

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Three to five identical ACPs can be
installed (3 on UAL aircraft). They are
linked by an ARINC 429 bus to the corresponding audio cards fitted in the Audio
Management Unit The ACP-AMU link is
done by ARINC 429 buses. Only digital
data is exchanged between the AMU and
the ACPs. There are no audio signals
inside the ACPs.

DESCRIPTION & OPERATION


Various functions such as switching, filtering and amplification are performed
inside the AMU. The AMU includes several identical audio processing cards, one
for each ACP.
The volume control function is achieved
by digital transmission of the knobs position to the AMU. Volume control is
achieved inside the AMU.

Three to five identical ACPs can be


installed (3 on UAL aircraft). They are
linked by an ARINC 429 bus to the corresponding audio cards fitted in the Audio
Management Unit The ACP-AMU link is
done by ARINC 429 buses. Only digital
data is exchanged between the AMU and
the ACPs. There are no audio signals
inside the ACPs.

FOR TRAINING PURPOSES ONLY

Various functions such as switching, filtering and amplification are performed


inside the AMU. The AMU includes several identical audio processing cards, one
for each ACP.
The volume control function is achieved
by digital transmission of the knobs position to the AMU. Volume control is
achieved inside the AMU.

Audio Management Unit Interfaces

Audio Management Unit Interfaces

23-12

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-12

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DESCRIPTION & OPERATION


Each crew station, Captain, First Officer
and 3rd occupant, is equipped with the
direct muting function managed by the
Audio Management Unit. A muting circuit is provided to avoid acoustic coupling
between the loudspeakers and the microphones.

COMMUNICATIONS
DESCRIPTION & OPERATION

When a transmission is keyed by any


microphone, a ground signal is delivered
to the two loudspeaker amplifiers. This
ground signal decreases the gain and
band-pass of the loudspeaker amplifiers.
Note: This attenuating circuit is not
operative with the Flight Warning
Computer (FWC) audio outputs.

Each crew station, Captain, First Officer


and 3rd occupant, is equipped with the
direct muting function managed by the
Audio Management Unit. A muting circuit is provided to avoid acoustic coupling
between the loudspeakers and the microphones.

FOR TRAINING PURPOSES ONLY

When a transmission is keyed by any


microphone, a ground signal is delivered
to the two loudspeaker amplifiers. This
ground signal decreases the gain and
band-pass of the loudspeaker amplifiers.
Note: This attenuating circuit is not
operative with the Flight Warning
Computer (FWC) audio outputs.

Flight Deck Loudspeaker Muting Circuit

Flight Deck Loudspeaker Muting Circuit


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

23-13
A320 LIMITATION 1 AND 9 COURSE

JUN 97

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VHF System
The Very High Frequency (VHF) system
allows short distance voice communications between different aircraft (in flight
or on ground) or between the aircraft and a
ground station.
The VHF system operates within the frequency range of 118.00 to 136.975 MHz
with 25 kHz channels spacing.
For voice communications, the crew uses
the following acoustic equipment:
- side-stick radio selectors,
- loudspeakers,
- oxygen-masks,
- boomsets,
- headsets,
- hand-microphones.
The Audio Management Unit (AMU) acts
as an interface between the crew and the
VHF system.
The Audio Control Panels (ACPs) allow
selection of the VHF 1, VHF 2, or VHF 3
transceiver in transmission or reception
mode and for the control of the received
audio signal.
The Radio Management Panels (RMPs)
serve to select and display the VHF frequencies.
The VHF transceiver, tuned with the frequency selected by one of the 3 Radio
Management Panels (RMPs), transforms
the audio signals into VHF signals (in
transmission mode) or VHF signals into
audio signals (in reception mode).
The VHF system comprises 3 VHF transceivers and 3 blade antennas. The VHF

23-14
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


system is associated with (for control) 3
RMPs, 3 ACPs, and 1 AMU.
The VHF transceiver has 2 serial input
ports; Serial input port A for normal use
and serial input port B in case of an RMP
failure. The port selection is done through
the port selection information signal.
The selected frequency information sent to
the VHF system is a serial 32-bit word and
requires one serial 32-bit word for complete tuning data.
The SDAC acquires the VHF Push-ToTalk signal and provides this information
to the ECAM and the DFDRs.
In case of continuous emitting, the ECAM
displays COM VHF 1 CONT EMITTING
The VHF system is linked to the Audio
Management Unit for connection to the
audio integrating and SELective CALling
(SELCAL) systems.
The Audio Control Panels (ACPs) are
used for VHF transmission or reception
and control of the received audio signal
levels through the AMU.
For maintenance purposes, Built In Test
Equipment is integrated in the VHF transceiver and is monitored by the Centralized
Fault Display System.
The Landing Gear Control and Interface
Unit indicates the flight or ground aircraft
status. This information is used by the
VHF BITE, in order to increment the fault
memories in case of CFDIU failure.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

VHF System
The Very High Frequency (VHF) system
allows short distance voice communications between different aircraft (in flight
or on ground) or between the aircraft and a
ground station.
The VHF system operates within the frequency range of 118.00 to 136.975 MHz
with 25 kHz channels spacing.
For voice communications, the crew uses
the following acoustic equipment:
- side-stick radio selectors,
- loudspeakers,
- oxygen-masks,
- boomsets,
- headsets,
- hand-microphones.
The Audio Management Unit (AMU) acts
as an interface between the crew and the
VHF system.
The Audio Control Panels (ACPs) allow
selection of the VHF 1, VHF 2, or VHF 3
transceiver in transmission or reception
mode and for the control of the received
audio signal.
The Radio Management Panels (RMPs)
serve to select and display the VHF frequencies.
The VHF transceiver, tuned with the frequency selected by one of the 3 Radio
Management Panels (RMPs), transforms
the audio signals into VHF signals (in
transmission mode) or VHF signals into
audio signals (in reception mode).
The VHF system comprises 3 VHF transceivers and 3 blade antennas. The VHF

23-14

system is associated with (for control) 3


RMPs, 3 ACPs, and 1 AMU.
The VHF transceiver has 2 serial input
ports; Serial input port A for normal use
and serial input port B in case of an RMP
failure. The port selection is done through
the port selection information signal.
The selected frequency information sent to
the VHF system is a serial 32-bit word and
requires one serial 32-bit word for complete tuning data.
The SDAC acquires the VHF Push-ToTalk signal and provides this information
to the ECAM and the DFDRs.
In case of continuous emitting, the ECAM
displays COM VHF 1 CONT EMITTING
The VHF system is linked to the Audio
Management Unit for connection to the
audio integrating and SELective CALling
(SELCAL) systems.
The Audio Control Panels (ACPs) are
used for VHF transmission or reception
and control of the received audio signal
levels through the AMU.
For maintenance purposes, Built In Test
Equipment is integrated in the VHF transceiver and is monitored by the Centralized
Fault Display System.
The Landing Gear Control and Interface
Unit indicates the flight or ground aircraft
status. This information is used by the
VHF BITE, in order to increment the fault
memories in case of CFDIU failure.

JUN 97

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DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

VHF System

VHF System
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-15
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-15

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HF System
The High Frequency (HF) system serves
for all long-distance voice communications between different aircraft (in flight
or on the ground), or between the aircraft
and one or several ground stations.
The HF system is composed of a transceiver, an antenna coupler, and a shunttype antenna.
NOTE: HF systems are used on international flights. Domestic UAL A320
aircraft have the 2 HF transceivers
removed. The remainder of the system
is intact in the aircraft.
The HF system is associated with:
- the Radio Management Panels (RMPs)
which enable the frequency display of
the HF system,
- the Audio Management Unit (AMU) for
connection to the audio integrating and
SELCAL systems,
- the Centralized Fault Display Interface
Unit (CFDIU) (through the MCDU)
which is a centralized maintenance
system,
- the Landing Gear Control Interface Unit
(LGCIU) which indicates the aircraft
status (flight or ground),
- the System Data Acquisition
Concentrator (SDAC) which collects
transmission information from the HF
system.

23-16
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


SELCAL
The Selective Calling System provides
visual and aural indication of calls
received from ground stations equipped
with a coding device. The ground station
tone generator provides the assigned aircraft code which modulates a VHF transmitter.
In order to receive the SELCAL call, the
same frequency as on the ground must be
activated in the aircraft.
This function is integrated in the AMU.
The aircraft code can be set on the SELCAL code panel fitted in the avionics bay.
When a SELCAL call is received, the
CALL light flashes amber on the corresponding transmission key and a buzzer
sound is heard.
The buzzer signal is generated by the
Flight Warning Computer (FWC).
CALL flashes amber on all the ACPs
when a SELCAL call is received.
The CALL indication can be manually
cleared by pressing the RESET key on any
ACP or it can be automatically cleared
upon transmission on the called channel.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

HF System
The High Frequency (HF) system serves
for all long-distance voice communications between different aircraft (in flight
or on the ground), or between the aircraft
and one or several ground stations.
The HF system is composed of a transceiver, an antenna coupler, and a shunttype antenna.
NOTE: HF systems are used on international flights. Domestic UAL A320
aircraft have the 2 HF transceivers
removed. The remainder of the system
is intact in the aircraft.
The HF system is associated with:
- the Radio Management Panels (RMPs)
which enable the frequency display of
the HF system,
- the Audio Management Unit (AMU) for
connection to the audio integrating and
SELCAL systems,
- the Centralized Fault Display Interface
Unit (CFDIU) (through the MCDU)
which is a centralized maintenance
system,
- the Landing Gear Control Interface Unit
(LGCIU) which indicates the aircraft
status (flight or ground),
- the System Data Acquisition
Concentrator (SDAC) which collects
transmission information from the HF
system.

23-16

SELCAL
The Selective Calling System provides
visual and aural indication of calls
received from ground stations equipped
with a coding device. The ground station
tone generator provides the assigned aircraft code which modulates a VHF transmitter.
In order to receive the SELCAL call, the
same frequency as on the ground must be
activated in the aircraft.
This function is integrated in the AMU.
The aircraft code can be set on the SELCAL code panel fitted in the avionics bay.
When a SELCAL call is received, the
CALL light flashes amber on the corresponding transmission key and a buzzer
sound is heard.
The buzzer signal is generated by the
Flight Warning Computer (FWC).
CALL flashes amber on all the ACPs
when a SELCAL call is received.
The CALL indication can be manually
cleared by pressing the RESET key on any
ACP or it can be automatically cleared
upon transmission on the called channel.

JUN 97

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DESCRIPTION & OPERATION

SELCAL

SELCAL
JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-17
A320 LIMITATION 1 AND 9 COURSE

JUN 97

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Static Discharging
In flight, the aircraft behaves like a Faraday cage and needs to be discharged.
The static dischargers reduce static electricity discharging noise and ensure good
quality radio transmission (VHF and HF if
installed), without interference.
The aircraft must be equipped with at least
80 percent of its static dischargers for correct operation. There are 41 static dischargers located around the aircraft
extremities:
- 4 on each wing tip fence (8),
- 1 on each elevator tip (2),
- 1 on each horizontal stabilizer tip (2),
- 1 on the vertical stabilizer tip,
- 1 on the rudder tip,
- 1 on each wing fixed trailing edge (2),
- 4 on each aileron trailing edge (8)
- 3 on each elevator trailing edge (6),
- 3 on the rudder trailing edge,
- 1 on each flap track movable fairing (6),
- 1 on each engine pylon rear fairing (2).
If the aircraft has been struck by lightning
the static dischargers are the first elements
destroyed and they can be easily replaced.
Two kinds of static dischargers are fitted,
depending on their location on the aircraft.
INTERPHONE SYSTEM
Flight Interphone
The INT position of the INT/RAD selector switch enables use of the flight interphone by the flight crew regardless of
ACP transmission key selection. This is a
stable position. Boom and oxygen mask
mikes are hot. The INT reception knob is
selected to control the audio level.

23-18
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


NOTE: The radio function has priority
over the flight interphone function.
With the INT/RAD switch in INT position, the flight interphone is momentarily cut out during a radio emission
(radio key selected and hand microphone or side-stick Push-To-Talk switch
actuated).
The RAD position of the INT/RAD selector switch puts the preselected channel in
emission. This is an unstable (momentary) position.
This position acts like the selection of the
hand microphone push-button or as the
Push-To-Talk push-button of the sidestick.
The flight interphone can also be used like
a VHF transceiver. Selection of the INT
transmission key lights the green bars,
indicating that the flight interphone is
ready to operate. Pressing and releasing
the INT reception knob enables adjustment of the interphone level. When
selected, the knob pops up and comes on
white.
In addition to allowing flight crew interphone communications, the flight interphone can also be used for flight crew to
ground mechanic communications. A
flight interphone jack at the external
power panel 108VU is provided along
with a COCKPIT CALL light, COCKPIT
CALL button and a RESET button. See
the CALL SYSTEM section for additional
information.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Static Discharging
In flight, the aircraft behaves like a Faraday cage and needs to be discharged.
The static dischargers reduce static electricity discharging noise and ensure good
quality radio transmission (VHF and HF if
installed), without interference.
The aircraft must be equipped with at least
80 percent of its static dischargers for correct operation. There are 41 static dischargers located around the aircraft
extremities:
- 4 on each wing tip fence (8),
- 1 on each elevator tip (2),
- 1 on each horizontal stabilizer tip (2),
- 1 on the vertical stabilizer tip,
- 1 on the rudder tip,
- 1 on each wing fixed trailing edge (2),
- 4 on each aileron trailing edge (8)
- 3 on each elevator trailing edge (6),
- 3 on the rudder trailing edge,
- 1 on each flap track movable fairing (6),
- 1 on each engine pylon rear fairing (2).
If the aircraft has been struck by lightning
the static dischargers are the first elements
destroyed and they can be easily replaced.
Two kinds of static dischargers are fitted,
depending on their location on the aircraft.
INTERPHONE SYSTEM
Flight Interphone
The INT position of the INT/RAD selector switch enables use of the flight interphone by the flight crew regardless of
ACP transmission key selection. This is a
stable position. Boom and oxygen mask
mikes are hot. The INT reception knob is
selected to control the audio level.

23-18

NOTE: The radio function has priority


over the flight interphone function.
With the INT/RAD switch in INT position, the flight interphone is momentarily cut out during a radio emission
(radio key selected and hand microphone or side-stick Push-To-Talk switch
actuated).
The RAD position of the INT/RAD selector switch puts the preselected channel in
emission. This is an unstable (momentary) position.
This position acts like the selection of the
hand microphone push-button or as the
Push-To-Talk push-button of the sidestick.
The flight interphone can also be used like
a VHF transceiver. Selection of the INT
transmission key lights the green bars,
indicating that the flight interphone is
ready to operate. Pressing and releasing
the INT reception knob enables adjustment of the interphone level. When
selected, the knob pops up and comes on
white.
In addition to allowing flight crew interphone communications, the flight interphone can also be used for flight crew to
ground mechanic communications. A
flight interphone jack at the external
power panel 108VU is provided along
with a COCKPIT CALL light, COCKPIT
CALL button and a RESET button. See
the CALL SYSTEM section for additional
information.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS
DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS
DESCRIPTION & OPERATION

FLIGHT INTERPHONE
VOLUME CONTROL

FLIGHT INTERPHONE SELECTION


(3 GREEN LINES WHEN SELECTED)

FLIGHT INTERPHONE
VOLUME CONTROL

FLIGHT INTERPHONE SELECTION


(3 GREEN LINES WHEN SELECTED)

MECH

MECH

VHF1

VHF2

VHF3

HF1

HF2

INT

VHF1

CAB

VHF2

VHF3

HF1

VOICE

RESET

MKR

ILS

HF2

INT

CAB

INT

INT
VOICE
RAD
VOR1
VOR2

MKR

PA

RESET
ILS

ADF1

RAD
VOR1
VOR2

ADF2

PA
ADF1

AUDIO CONTROL PANEL

AUDIO CONTROL PANEL

FLIGHT INTERPHONE JACK

FLIGHT INTERPHONE JACK

FLT INT

EXT PWR

ADF2

FLT INT

EXT PWR

108 VU

108 VU

NOT IN USE

AVAIL

LIGHT TEST

COCKPIT CALL

ADIRU &
AVNCS VENT

COCKPIT CALL

RESET

NOT IN USE

APU FIRE

LIGHT TEST

ADIRU &
AVNCS VENT

COCKPIT CALL

RESET

APU FIRE

EXTERNAL POWER PANEL

EXTERNAL POWER PANEL

Flight Interphone System

Flight Interphone System

FOR TRAINING PURPOSES ONLY

COCKPIT CALL

APU SHUT OFF

APU SHUT OFF

JUN 97

AVAIL

23-19
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-19

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COMMUNICATIONS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Service Interphone
The service interphone system enables
voice communications, on the ground,
between flight crew and the ground service personnel. Communication can also
be made between the attendant stations
and the dedicated service interphone jacks
around or in the aircraft.
The service interphone system is made up
of eight interphone jacks and a service
interphone OVRD switch, with an integral
indicator light located on the overhead
maintenance panel (50VU) in the flight
deck.
The audio lines from the flight deck, cabin
and interphone jacks are routed to the
amplifiers in both Cabin Intercommunication Data System (CIDS) directors.
The service interphone system is integrated into CIDS directors. There are two
modes in which the service interphone
system is operational; the automatic mode
and the manual mode.

DESCRIPTION & OPERATION


The automatic mode functions on the
ground only, with the landing gear down
and compressed for more than 10 seconds.
The Landing Gear Interface Units
(LGCIUs) send a ground signal to the
service interphone system which is integrated in CIDS directors.
The manual mode functions when the service interphone override push-button
15RJ, on the overhead panel (50VU), is
pressed. A white ON light illuminates.
The aircraft is on the ground with no signal from the LGCIUs. A ground signal is
sent to CIDS directors.
To establish communication from the
flight deck to the service interphone jacks,
the CABin key on any Audio Control
Panel (ACP), must be pressed.
NOTE: The service interphone does
not have its own transmission key or
reception knob on the ACPs. It shares
the CAB key and knob with the cabin
interphone system.

Service Interphone
The service interphone system enables
voice communications, on the ground,
between flight crew and the ground service personnel. Communication can also
be made between the attendant stations
and the dedicated service interphone jacks
around or in the aircraft.
The service interphone system is made up
of eight interphone jacks and a service
interphone OVRD switch, with an integral
indicator light located on the overhead
maintenance panel (50VU) in the flight
deck.
The audio lines from the flight deck, cabin
and interphone jacks are routed to the
amplifiers in both Cabin Intercommunication Data System (CIDS) directors.
The service interphone system is integrated into CIDS directors. There are two
modes in which the service interphone
system is operational; the automatic mode
and the manual mode.

FOR TRAINING PURPOSES ONLY

The automatic mode functions on the


ground only, with the landing gear down
and compressed for more than 10 seconds.
The Landing Gear Interface Units
(LGCIUs) send a ground signal to the
service interphone system which is integrated in CIDS directors.
The manual mode functions when the service interphone override push-button
15RJ, on the overhead panel (50VU), is
pressed. A white ON light illuminates.
The aircraft is on the ground with no signal from the LGCIUs. A ground signal is
sent to CIDS directors.
To establish communication from the
flight deck to the service interphone jacks,
the CABin key on any Audio Control
Panel (ACP), must be pressed.
NOTE: The service interphone does
not have its own transmission key or
reception knob on the ACPs. It shares
the CAB key and knob with the cabin
interphone system.

Service Interphone

Service Interphone

23-20

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-20

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The audio signals are transmitted to the
jacks through the Audio Management Unit
(AMU), the service interphone system,
(integrated in CIDS directors), and the
audio lines.
To establish communication from the
cabin to the service interphone jacks, the
SERVice key on the cabin attendant handset must be pressed.
NOTE: The service and cabin interphone systems are both integrated into
CIDS directors and can be linked to
each other.
The message SERV INT is displayed on
all stations Attendant Indication Panels
(AIPs).

COMMUNICATIONS
DESCRIPTION & OPERATION

The audio signals are digitized through the


Type B Decoder Encoder Units and transmitted through data bus lines to CIDS
directors.
After conversion to analog signals, the
signals are transmitted to the service interphone jacks through audio lines.
NOTE: When the CAB key is pressed
(on an ACP in the flight deck) and the
SVCE INTPH key is pressed (on a
handset in the cabin), communications
can be established between the flight
deck, the cabin stations, and the service
interphone jacks.

The audio signals are transmitted to the


jacks through the Audio Management Unit
(AMU), the service interphone system,
(integrated in CIDS directors), and the
audio lines.
To establish communication from the
cabin to the service interphone jacks, the
SERVice key on the cabin attendant handset must be pressed.
NOTE: The service and cabin interphone systems are both integrated into
CIDS directors and can be linked to
each other.
The message SERV INT is displayed on
all stations Attendant Indication Panels
(AIPs).

FOR TRAINING PURPOSES ONLY

The audio signals are digitized through the


Type B Decoder Encoder Units and transmitted through data bus lines to CIDS
directors.
After conversion to analog signals, the
signals are transmitted to the service interphone jacks through audio lines.
NOTE: When the CAB key is pressed
(on an ACP in the flight deck) and the
SVCE INTPH key is pressed (on a
handset in the cabin), communications
can be established between the flight
deck, the cabin stations, and the service
interphone jacks.

Service Interphone System - Schematic Diagram

Service Interphone System - Schematic Diagram


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

23-21
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-21

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COMMUNICATIONS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Cabin Interphone
The cabin interphone system enables telephone communications between the attendant stations and between the attendant
stations and the flight deck.
Communication is always initiated by a
key pad procedure on an attendant handset
or by push-buttons on the CALLS panel in
the flight deck. The recipient of an
intended call receives a visual and audible
signal.
A CIDS director accepts audio signals
from the various interphone sources in the
aircraft and assigns priorities to each
source. The director performs telephone
exchange switching and call functions
from the flight deck call switch settings or
the attendant handset keypad entries.
All of this is done with reference to the
parameters defined in the Cabin Assignment Module (CAM). Chimes are transmitted via the top line data bus and the
Passenger Address loudspeakers. In the
flight deck, integral lamps in the call
switches annunciate interphone calls. In
the cabin, Area Call Panels (on the ceiling
near attendant stations) and Attendant
Indication Panels (near the attendant
handsets) are used for annunciation.
All communication modes are handled
with respect to the predefined priorities
listed in order below:
- emergency call,
- call from flight deck including an all call
from the flight deck, and a normal call
from the flight deck,
- ALL CALL from cabin station,
- normal call from cabin station.
Additionally, all interphone sources have
interrelated priorities, as assigned in the
CAM.

23-22
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


If more than one interphone source
requests the same communication mode,
the source with the higher priority will
have preference.
If they have the same priority, the interphone source which was dialed first will
be given preference.
For calls from the cabin, interphone communications are performed with the attendant station handsets which are connected
to the type B DEUs.
To initiate a call, take the handset off the
hook and then push the desired button on
the handset keyboard.
All attendant stations in the cabin are
equipped with a reset key to reset the
interphone function, and permit a new call
procedure.
Calls from the flight deck are initiated
from the call panel which is connected to
the directors.
Connection of the flight deck to the cabin
interphone system is performed using the
CAB key and knob on one of the Audio
Control Panels (ACPs).
The call push-buttons on the CALL panel
enable the crew to select the attendant station.
When an all attendant call communication
is selected from the cabin, all the called
stations are switched to a common link to
the calling station except the flight deck.
In the cabin, on the handset keyboard, the
ALL ATTND key must be pressed.
For an emergency call from the flight
deck, the guarded emergency call pushbutton (EMER) on the CALL panel must
be pressed.
An EMER CALL from the flight deck initiates a communication between the flight
deck and all cabin stations on a common
link.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Cabin Interphone
The cabin interphone system enables telephone communications between the attendant stations and between the attendant
stations and the flight deck.
Communication is always initiated by a
key pad procedure on an attendant handset
or by push-buttons on the CALLS panel in
the flight deck. The recipient of an
intended call receives a visual and audible
signal.
A CIDS director accepts audio signals
from the various interphone sources in the
aircraft and assigns priorities to each
source. The director performs telephone
exchange switching and call functions
from the flight deck call switch settings or
the attendant handset keypad entries.
All of this is done with reference to the
parameters defined in the Cabin Assignment Module (CAM). Chimes are transmitted via the top line data bus and the
Passenger Address loudspeakers. In the
flight deck, integral lamps in the call
switches annunciate interphone calls. In
the cabin, Area Call Panels (on the ceiling
near attendant stations) and Attendant
Indication Panels (near the attendant
handsets) are used for annunciation.
All communication modes are handled
with respect to the predefined priorities
listed in order below:
- emergency call,
- call from flight deck including an all call
from the flight deck, and a normal call
from the flight deck,
- ALL CALL from cabin station,
- normal call from cabin station.
Additionally, all interphone sources have
interrelated priorities, as assigned in the
CAM.

23-22

If more than one interphone source


requests the same communication mode,
the source with the higher priority will
have preference.
If they have the same priority, the interphone source which was dialed first will
be given preference.
For calls from the cabin, interphone communications are performed with the attendant station handsets which are connected
to the type B DEUs.
To initiate a call, take the handset off the
hook and then push the desired button on
the handset keyboard.
All attendant stations in the cabin are
equipped with a reset key to reset the
interphone function, and permit a new call
procedure.
Calls from the flight deck are initiated
from the call panel which is connected to
the directors.
Connection of the flight deck to the cabin
interphone system is performed using the
CAB key and knob on one of the Audio
Control Panels (ACPs).
The call push-buttons on the CALL panel
enable the crew to select the attendant station.
When an all attendant call communication
is selected from the cabin, all the called
stations are switched to a common link to
the calling station except the flight deck.
In the cabin, on the handset keyboard, the
ALL ATTND key must be pressed.
For an emergency call from the flight
deck, the guarded emergency call pushbutton (EMER) on the CALL panel must
be pressed.
An EMER CALL from the flight deck initiates a communication between the flight
deck and all cabin stations on a common
link.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


For an emergency call from the cabin, the
EMER CALL key on one of the cabin
attendant handsets must be pressed.
An EMER CALL from any attendant station handset only calls the flight deck.
In the cabin when a call is initiated, visual
and aural indications are activated on the
Attendant Indication Panels (AIPs) and
Area Call Panels, associated to the called
station.
Hi-lo chimes are also broadcast in the
assigned zones through the cabin loudspeakers.

DESCRIPTION & OPERATION


In the flight deck, a buzzer is broadcast for
an incoming call and the amber attendant
light on the Audio Control Panel is activated.
In case of an emergency call activation,
the emergency call light on the flight deck
CALL panel and the amber attendant call
light on the ACPs are activated.
The aural and visual flight deck indications are reset with the RESET key on the
Audio Control Panel. If the reset key is
not used, the indication goes out after 60
seconds.
When an attendant station is called from
another attendant station or from the flight
deck, the hi-lo chime is broadcast.

For an emergency call from the cabin, the


EMER CALL key on one of the cabin
attendant handsets must be pressed.
An EMER CALL from any attendant station handset only calls the flight deck.
In the cabin when a call is initiated, visual
and aural indications are activated on the
Attendant Indication Panels (AIPs) and
Area Call Panels, associated to the called
station.
Hi-lo chimes are also broadcast in the
assigned zones through the cabin loudspeakers.

FOR TRAINING PURPOSES ONLY

In the flight deck, a buzzer is broadcast for


an incoming call and the amber attendant
light on the Audio Control Panel is activated.
In case of an emergency call activation,
the emergency call light on the flight deck
CALL panel and the amber attendant call
light on the ACPs are activated.
The aural and visual flight deck indications are reset with the RESET key on the
Audio Control Panel. If the reset key is
not used, the indication goes out after 60
seconds.
When an attendant station is called from
another attendant station or from the flight
deck, the hi-lo chime is broadcast.

Cabin Interphone System

Cabin Interphone System


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-23
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-23

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UNITED AIRLINES

A318/A319/A320

COMMUNICATIONS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


CALL SYSTEM
Ground Crew Call
The ground crew call system enables the
flight crew and ground mechanic to call
each other.
When the COCKPIT CALL push-button
is pressed in on the external power panel
108VU, the MECH light flashes amber on
all flight deck ACPs and a buzzer is
heard.
Action on the RESET key of any ACP
will make all the MECH lights go off.
NOTE: The MECH lights go off automatically after 60 seconds if the call is
not canceled by the RESET key.

DESCRIPTION & OPERATION


When the MECH call push-button is
pressed on the overhead panel on the flight
deck, the horn (in the nose wheel well)
sounds as long as the MECH push-button
is pressed in on the flight deck CALLS
panel, and the COCKPIT CALL blue light
on the external power panel 108VU stays
on.
The RESET push-button on panel 108VU
makes the COCKPIT CALL blue light go
off.

CALL SYSTEM
Ground Crew Call
The ground crew call system enables the
flight crew and ground mechanic to call
each other.
When the COCKPIT CALL push-button
is pressed in on the external power panel
108VU, the MECH light flashes amber on
all flight deck ACPs and a buzzer is
heard.
Action on the RESET key of any ACP
will make all the MECH lights go off.
NOTE: The MECH lights go off automatically after 60 seconds if the call is
not canceled by the RESET key.

FOR TRAINING PURPOSES ONLY

When the MECH call push-button is


pressed on the overhead panel on the flight
deck, the horn (in the nose wheel well)
sounds as long as the MECH push-button
is pressed in on the flight deck CALLS
panel, and the COCKPIT CALL blue light
on the external power panel 108VU stays
on.
The RESET push-button on panel 108VU
makes the COCKPIT CALL blue light go
off.

Ground Crew Call System - Schematic

Ground Crew Call System - Schematic

23-24

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-24

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Cabin Call System
The cabin call system enables the flight
crew and the cabin attendants to call each
other.
When the CPT (Captain) key is pushed on
an attendant handset, the ATT light
flashes amber on all flight deck ACPs and
a buzzer is heard.
Action on the RESET key of any ACP will
make all the ATT lights go off.
NOTE: ATT lights go off automatically
after 60 seconds if the call is not canceled by the RESET key.
When the EMERG CALL key is pushed
on an attendant handset, the EMER light
on the flight deck overhead CALLS panel
is activated. Both the ON and CALL
lights in the switch flash and 3 long buzzes
sound in the flight deck.

CALLS
MECH

FWD

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS
DESCRIPTION & OPERATION

The ON and CALL lights are reset when


the Flight Attendant hangs up the handset.
When the forward or aft call push-button
is pressed on the overhead CALLS panel
on the flight deck, visual indications are
activated on the appropriate Attendant
Indication Panel (CAPTAIN appears) and
on the Area Call Panels. A high-lo chime
is broadcast over the corresponding Public
Address loud speaker system.
When the guarded EMER push-button is
pushed on the overhead CALLS panel on
the flight deck, the ON and CALL lights
within the switch flash. A pink light
flashes at all Area Call Panels in the cabin.
An EMERGENCY CALL messages
appears on all Attendant Indication Panels. A high-low chime sounds through all
Public Address (PA) loud speakers.

EMER

PA
ALL

AFT

CAPT

EMER
CALL

Cabin Call System


The cabin call system enables the flight
crew and the cabin attendants to call each
other.
When the CPT (Captain) key is pushed on
an attendant handset, the ATT light
flashes amber on all flight deck ACPs and
a buzzer is heard.
Action on the RESET key of any ACP will
make all the ATT lights go off.
NOTE: ATT lights go off automatically
after 60 seconds if the call is not canceled by the RESET key.
When the EMERG CALL key is pushed
on an attendant handset, the EMER light
on the flight deck overhead CALLS panel
is activated. Both the ON and CALL
lights in the switch flash and 3 long buzzes
sound in the flight deck.

CALLS
MECH

FWD

EMER
AFT

ON

ON

CALLS PANEL

FWD
ATTND

AFT L
ATTND

AISLE
ATTND

ALL
ATTND

SVCE
INTPH

RESET

CALLS PANEL

CAPT

EMER
CALL

FWD
ATTND

AFT L
ATTND

AISLE
ATTND

ALL
ATTND

SVCE
INTPH

RESET

Push-to-talk Bar

Push-to-talk Bar

ATTENDANT HANDSET

ATTENDANT HANDSET

Cabin Call System

Cabin Call System

FOR TRAINING PURPOSES ONLY

PA
ALL

CALL

CALL

JUN 97

The ON and CALL lights are reset when


the Flight Attendant hangs up the handset.
When the forward or aft call push-button
is pressed on the overhead CALLS panel
on the flight deck, visual indications are
activated on the appropriate Attendant
Indication Panel (CAPTAIN appears) and
on the Area Call Panels. A high-lo chime
is broadcast over the corresponding Public
Address loud speaker system.
When the guarded EMER push-button is
pushed on the overhead CALLS panel on
the flight deck, the ON and CALL lights
within the switch flash. A pink light
flashes at all Area Call Panels in the cabin.
An EMERGENCY CALL messages
appears on all Attendant Indication Panels. A high-low chime sounds through all
Public Address (PA) loud speakers.

23-25
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-25

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


ACARS
The Aircraft Communication Addressing
and Reporting System enables exchange
of data in digital form between the aircraft
and a ground station.
The Aircraft Communication Addressing
and Reporting System Management Unit
(ACARS MU located at 82VU in the avionics compartment) provides the management of the transmission to the ground of
data delivered by the different interfaces,
and the management of the reception,
printing and display of ground messages
on the Multipurpose Control and Display
Unit (MCDU).
ACARS can be used by peripheral systems either automatically or upon crew
request.
The ACARS management unit is linked
to:
- the Data Management Unit (DMU),
- the Flight Management and Guidance
Computers 1 and 2 (FMGCs) ,
- the Centralized Fault Display Interface
Unit (CFDIU),
- the VHF 3 transceiver,
- the Multipurpose Control and Display
Units 1 and 2 (MCDUs),
- the printer.
The ACARS management unit is also
linked to:
- the Flight Warning Computers 1 and 2
(FWCs),
- the System Data Acquisition
Concentrator 1 and 2 (SDACs),
- the Radio Management Panels (RMPs).
Some ACARS functions can be operated
from the MCDU.
ACARS manages both the emission and
the reception of data.
The radio transmission/reception of messages is done through the VHF 3 transceiver.

23-26
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


A ground network transmits data from the
ground receiver to the airline main base.
NOTE: The crew can at any time take
the control of the VHF 3 to perform
voice communication.
ACARS applications are dedicated to
maintenance and engineering operations
and also to crew operations and information.
ACARS application depends on operational programs defined by each airline.
The ACARS MU is supplied with 115
VAC from the 115 VAC BUS 1 1XP (sub
busbar 103XP) through the circuit breaker
2RB located in the flight deck on the panel
121VU.
The Aircraft Communication Addressing
and Reporting System Management Unit
(ACARS MU) manages all tasks related to
the ACARS.
The VHF 3 transceiver is normally used
for ACARS data transmission and reception, but it can also be used in conventional radio communication mode.
The VHF 3 transceiver receives a voice/
data discrete signal which determines the
mode of operation: DATA mode or
RADIO mode.
In DATA mode, the transceiver is keyed
by the ACARS MU through the DATA
keyline. The digital data exchanged
between the MU and the VHF 3 transceiver are coded by 1200 and 2400 hertz
tones.
In RADIO-COMMUNICATION mode,
the transceiver can be tuned either by the
ACARS MU or by any RMP. This is
determined by the port select discrete signal sent by the ACARS MU.
Each RMP receives the same port select
discrete signal as VHF 3 from the ACARS
MU.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

ACARS
The Aircraft Communication Addressing
and Reporting System enables exchange
of data in digital form between the aircraft
and a ground station.
The Aircraft Communication Addressing
and Reporting System Management Unit
(ACARS MU located at 82VU in the avionics compartment) provides the management of the transmission to the ground of
data delivered by the different interfaces,
and the management of the reception,
printing and display of ground messages
on the Multipurpose Control and Display
Unit (MCDU).
ACARS can be used by peripheral systems either automatically or upon crew
request.
The ACARS management unit is linked
to:
- the Data Management Unit (DMU),
- the Flight Management and Guidance
Computers 1 and 2 (FMGCs) ,
- the Centralized Fault Display Interface
Unit (CFDIU),
- the VHF 3 transceiver,
- the Multipurpose Control and Display
Units 1 and 2 (MCDUs),
- the printer.
The ACARS management unit is also
linked to:
- the Flight Warning Computers 1 and 2
(FWCs),
- the System Data Acquisition
Concentrator 1 and 2 (SDACs),
- the Radio Management Panels (RMPs).
Some ACARS functions can be operated
from the MCDU.
ACARS manages both the emission and
the reception of data.
The radio transmission/reception of messages is done through the VHF 3 transceiver.

23-26

A ground network transmits data from the


ground receiver to the airline main base.
NOTE: The crew can at any time take
the control of the VHF 3 to perform
voice communication.
ACARS applications are dedicated to
maintenance and engineering operations
and also to crew operations and information.
ACARS application depends on operational programs defined by each airline.
The ACARS MU is supplied with 115
VAC from the 115 VAC BUS 1 1XP (sub
busbar 103XP) through the circuit breaker
2RB located in the flight deck on the panel
121VU.
The Aircraft Communication Addressing
and Reporting System Management Unit
(ACARS MU) manages all tasks related to
the ACARS.
The VHF 3 transceiver is normally used
for ACARS data transmission and reception, but it can also be used in conventional radio communication mode.
The VHF 3 transceiver receives a voice/
data discrete signal which determines the
mode of operation: DATA mode or
RADIO mode.
In DATA mode, the transceiver is keyed
by the ACARS MU through the DATA
keyline. The digital data exchanged
between the MU and the VHF 3 transceiver are coded by 1200 and 2400 hertz
tones.
In RADIO-COMMUNICATION mode,
the transceiver can be tuned either by the
ACARS MU or by any RMP. This is
determined by the port select discrete signal sent by the ACARS MU.
Each RMP receives the same port select
discrete signal as VHF 3 from the ACARS
MU.

JUN 97

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AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

In normal condition, any RMP is able to


tune the VHF 3 transceiver. When a RMP
controls the VHF 3 frequency, it sends a
remote voice data select discrete signal to
the ACARS MU to force it to remove control of the VHF 3 frequency.

In normal condition, any RMP is able to


tune the VHF 3 transceiver. When a RMP
controls the VHF 3 frequency, it sends a
remote voice data select discrete signal to
the ACARS MU to force it to remove control of the VHF 3 frequency.

ACARS System
JUN 97
FOR TRAINING PURPOSES ONLY

ACARS System
23-27
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-27

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The ACARS MU receives the SDAC 1
main bus and can use any information
present on this bus. The MU can also trigger ECAM messages.
The ECAM can display messages related
to ACARS operation for the flight crew on
the ENGINE/WARNING display.
Dialogue between one MCDU and the
ACARS MU is initiated when ACARS is
selected on the MCDU menu.
The MCDUs enable:
- the display of data generated by the
ACARS MU from data transmitted by
the ground or by peripheral computers,
- the selection of the various functions of
the ACARS MU,
- the entry of data or text by the crew.
All the fault messages and all the warnings recorded by the CFDIU can be transmitted automatically to the ACARS MU
as soon as the CFDIU receives them from
a system or a flight warning computer.
The CFDIU can transmit the post flight
report automatically to the ACARS MU at
the end of the flight. This report can also
be transmitted to the ACARS MU manually.
Any page displayed by the CFDIU on one
MCDU which is a resultant of the dialogue in menu mode between the CFDIU
and a system, can be transmitted manually
to the ACARS MU
The ACARS MU is linked to FMGC 1
and 2. The FMGCs transmit the following messages to the ACARS MU either
automatically or manually :
- request for flight plan initialization,
- request for wind messages,
- pre-flight report,
- in-flight report,
- post-flight report.

23-28
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Each function is rendered operational or
not depending on the message transmitted
by the ACARS MU to the FMGCs.
The ACARS MU transmit the following
messages to the FMGCs either automatically or manually :
- flight plan initialization,
- wind message,
- advisory message related to a request not
transmitted to the ground,
- request for a pre-flight report,
- request for a post-flight report.
Each report generated by the Data Management Unit (DMU) can be programmed
individually for transmission to the
ACARS MU either automatically or manually.
The ACARS MU can also require generation and transmission of any report by the
DMU. The ACARS MU can send information to the DMU when each report has
been duly transmitted to the ground.
The ACARS MU provides the Flight
Warning Computers (FWCs) 1 and 2 with
data indicating 4 ACARS configurations.
The FWC 1 and 2 enables display of the
corresponding indications on the memo
zone of the upper ECAM display unit.
The display unit only shows one indication even if several configurations are
present at the same time.
These indications are :
- ACARS MSG: indicates reception of a
ground message,
- ACARS STBY: indicates loss of
communication with the ground,
- VHF 3 VOICE: indicates that the VHF 3
transceiver is not controlled by the
ACARS,
- ACARS CALL: indicates reception of a
voice communication demand with the
ground.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

The ACARS MU receives the SDAC 1


main bus and can use any information
present on this bus. The MU can also trigger ECAM messages.
The ECAM can display messages related
to ACARS operation for the flight crew on
the ENGINE/WARNING display.
Dialogue between one MCDU and the
ACARS MU is initiated when ACARS is
selected on the MCDU menu.
The MCDUs enable:
- the display of data generated by the
ACARS MU from data transmitted by
the ground or by peripheral computers,
- the selection of the various functions of
the ACARS MU,
- the entry of data or text by the crew.
All the fault messages and all the warnings recorded by the CFDIU can be transmitted automatically to the ACARS MU
as soon as the CFDIU receives them from
a system or a flight warning computer.
The CFDIU can transmit the post flight
report automatically to the ACARS MU at
the end of the flight. This report can also
be transmitted to the ACARS MU manually.
Any page displayed by the CFDIU on one
MCDU which is a resultant of the dialogue in menu mode between the CFDIU
and a system, can be transmitted manually
to the ACARS MU
The ACARS MU is linked to FMGC 1
and 2. The FMGCs transmit the following messages to the ACARS MU either
automatically or manually :
- request for flight plan initialization,
- request for wind messages,
- pre-flight report,
- in-flight report,
- post-flight report.

23-28

Each function is rendered operational or


not depending on the message transmitted
by the ACARS MU to the FMGCs.
The ACARS MU transmit the following
messages to the FMGCs either automatically or manually :
- flight plan initialization,
- wind message,
- advisory message related to a request not
transmitted to the ground,
- request for a pre-flight report,
- request for a post-flight report.
Each report generated by the Data Management Unit (DMU) can be programmed
individually for transmission to the
ACARS MU either automatically or manually.
The ACARS MU can also require generation and transmission of any report by the
DMU. The ACARS MU can send information to the DMU when each report has
been duly transmitted to the ground.
The ACARS MU provides the Flight
Warning Computers (FWCs) 1 and 2 with
data indicating 4 ACARS configurations.
The FWC 1 and 2 enables display of the
corresponding indications on the memo
zone of the upper ECAM display unit.
The display unit only shows one indication even if several configurations are
present at the same time.
These indications are :
- ACARS MSG: indicates reception of a
ground message,
- ACARS STBY: indicates loss of
communication with the ground,
- VHF 3 VOICE: indicates that the VHF 3
transceiver is not controlled by the
ACARS,
- ACARS CALL: indicates reception of a
voice communication demand with the
ground.

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


When the FWCs are no longer provided
with this data by the ACARS MU, or do
not receive it in normal conditions, the
ACARS MU appears on the faulty system
list (ECAM STATUS page) and the amber
ACARS FAULT warning appears on the
upper ECAM display unit.
The ACARS MU receives the FWC 1
main bus and can use any information
present on this bus.
The ACARS MU is linked to the printer.
This enables printing of the data generated
by the ACARS MU from data transmitted
by the ground and by peripheral computers, and printing of the data entered by the
crew through the MCDUs.

DESCRIPTION & OPERATION


The data is transmitted to the printer by
the ACARS MU according to a specific
protocol which is also used by the other
computers operating in conjunction with
the printer.
When VHF 3 is selected, one window of
the RMP displays ACARS; the frequency
is then controlled by the ACARS MU.
The other window displays a frequency
value. When this value is in the ACTIVE
window, VHF 3 is in voice mode and its
frequency is controlled by the RMP.
With the ACARS MU failed or selected
OFF, VHF 3 can only be used with the
AMU in normal audio communication. In
this case, dashed lines (instead of
ACARS) appear in the active window of
the RMP when the VHF 3 radio selection
switch is selected.

NOTE: The VHF 3 key has been


selected. If ACARS (shown in the
ACTIVE window) is replaced by 5
dashes, ACARS has failed or has been
selected off.

When the FWCs are no longer provided


with this data by the ACARS MU, or do
not receive it in normal conditions, the
ACARS MU appears on the faulty system
list (ECAM STATUS page) and the amber
ACARS FAULT warning appears on the
upper ECAM display unit.
The ACARS MU receives the FWC 1
main bus and can use any information
present on this bus.
The ACARS MU is linked to the printer.
This enables printing of the data generated
by the ACARS MU from data transmitted
by the ground and by peripheral computers, and printing of the data entered by the
crew through the MCDUs.

FOR TRAINING PURPOSES ONLY

The data is transmitted to the printer by


the ACARS MU according to a specific
protocol which is also used by the other
computers operating in conjunction with
the printer.
When VHF 3 is selected, one window of
the RMP displays ACARS; the frequency
is then controlled by the ACARS MU.
The other window displays a frequency
value. When this value is in the ACTIVE
window, VHF 3 is in voice mode and its
frequency is controlled by the RMP.
With the ACARS MU failed or selected
OFF, VHF 3 can only be used with the
AMU in normal audio communication. In
this case, dashed lines (instead of
ACARS) appear in the active window of
the RMP when the VHF 3 radio selection
switch is selected.

NOTE: The VHF 3 key has been


selected. If ACARS (shown in the
ACTIVE window) is replaced by 5
dashes, ACARS has failed or has been
selected off.

ACARS Normal Operation

ACARS Normal Operation


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-29
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-29

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


COCKPIT VOICE RECORDER
The Cockpit Voice Recorder (CVR)
records the last 30 minutes of crew conversations and communications on a magnetic tape
It records automatically in flight and on
the ground when at least one engine is
running and for 5 minutes after the last
engine is shut down.
The CVR can also operate in manual
mode on the ground. For manual control
on the ground, the CVR has to be energized by pressing the ground control
(GND CTL) push-button on the recorder
(RCDR) panel.
The system consists of:
- the Cockpit Voice Recorder, located in
the aft section of the aircraft,
- the CVR microphone, used for recording
the direct conversation between crew
members in the flight deck and all aural
warnings, the CVR microphone is
located at the bottom of the overhead
panel.
- the recorder (RCDR) panel, providing
CVR controls for manual operation, test
and tape erasure, it is located on panel
21VU on the overhead panel,
- the CVR HEADSET jack mounted on
the flight deck maintenance panel
50VU.
In normal the mode of CVR operation, the
Cockpit Voice Recorder records, on 4
independent channels, the audio signals
from the Captain, First Officer and 3rd
occupant via the Audio Management Unit
(AMU). Channel 4 records the ambient
noise picked up by the area microphone
and fed via a pre-amplifier to the CVR.

23-30
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The recorder ERASE push-button must be
pressed in for a minimum of two seconds
to prevent inadvertent erasure. The erase
head erases the previously recorded information on all 4 channels simultaneously,
before a new recording is made.
The ERASE push-button enables complete erasure of the tape by activation of a
magnetic field. ERASE is only possible
with the aircraft on the ground, with the
right and left main landing gear shock
absorbers compressed and the parking
brake applied.
NOTE: If the engines are shut down,
the CVR must first be energized by
pressing the GND CTL push-button on
the RCDR panel.
The CVR TEST is initiated by pressing
the CVR TEST push-button on the RCDR
panel.
A 600 Hz test tone is applied sequentially
during 0.8 seconds to each of the 4 tracks.
Provided the aircraft is on ground, the signal should be heard through the headsets.
The signal should also be heard through
the loudspeakers if the right and left main
landing gear shock absorbers are compressed and the parking brake is applied.
A CVR HEADSET jack is also provided
on the flight deck maintenance panel
(50VU) for monitoring of the test.
NOTE: Prior to this test, the CVR must
be energized by pressing the GND CTL
push-button with the engines not running.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

COCKPIT VOICE RECORDER


The Cockpit Voice Recorder (CVR)
records the last 30 minutes of crew conversations and communications on a magnetic tape
It records automatically in flight and on
the ground when at least one engine is
running and for 5 minutes after the last
engine is shut down.
The CVR can also operate in manual
mode on the ground. For manual control
on the ground, the CVR has to be energized by pressing the ground control
(GND CTL) push-button on the recorder
(RCDR) panel.
The system consists of:
- the Cockpit Voice Recorder, located in
the aft section of the aircraft,
- the CVR microphone, used for recording
the direct conversation between crew
members in the flight deck and all aural
warnings, the CVR microphone is
located at the bottom of the overhead
panel.
- the recorder (RCDR) panel, providing
CVR controls for manual operation, test
and tape erasure, it is located on panel
21VU on the overhead panel,
- the CVR HEADSET jack mounted on
the flight deck maintenance panel
50VU.
In the normal mode of CVR operation, the
Cockpit Voice Recorder records, on 4
independent channels, the audio signals
from the Captain, First Officer and 3rd
occupant via the Audio Management Unit
(AMU). Channel 4 records the ambient
noise picked up by the area microphone
and fed via a pre-amplifier to the CVR.

23-30

The recorder ERASE push-button must be


pressed in for a minimum of two seconds
to prevent inadvertent erasure. The erase
head erases the previously recorded information on all 4 channels simultaneously,
before a new recording is made.
The ERASE push-button enables complete erasure of the tape by activation of a
magnetic field. ERASE is only possible
with the aircraft on the ground, with the
right and left main landing gear shock
absorbers compressed and the parking
brake applied.
NOTE: If the engines are shut down,
the CVR must first be energized by
pressing the GND CTL push-button on
the RCDR panel.
The CVR TEST is initiated by pressing
the CVR TEST push-button on the RCDR
panel.
A 600 Hz test tone is applied sequentially
during 0.8 seconds to each of the 4 tracks.
Provided the aircraft is on ground, the signal should be heard through the headsets.
The signal should also be heard through
the loudspeakers if the right and left main
landing gear shock absorbers are compressed and the parking brake is applied.
A CVR HEADSET jack is also provided
on the flight deck maintenance panel
(50VU) for monitoring of the test.
NOTE: Prior to this test, the CVR must
be energized by pressing the GND CTL
push-button with the engines not running.

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Cockpit Voice Recorder - Schematic

Cockpit Voice Recorder - Schematic


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-31
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-31

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


CIDS
CIDS Philosophy
Changing market demands require flexibility in customized cabin layouts and
optional cabin systems.
With the Cabin Intercommunication Data
System (CIDS), the operator is able to
change the cabin layout without hardware
changes (i.e. cabin loudspeakers, wiring,
etc.). This can be done simply by entering,
on board, new cabin parameters in the
software.
CIDS is a microprocessor based system.
It monitors, tests, operates and provides
control and monitoring of the cabin functions. To manage various functions, CIDS
has a central unit, the CIDS director. It is
linked to the Forward Attendant Panel
(FAP) for control and monitoring of the
cabin functions. The director then communicates, through a bus system, with
Decoder Encoder Units (DEUs). The
DEUs send (and receive) information to
(and from) the cabin, passenger, and crew
systems. The director has interfaces to
other aircraft systems. Through a Programming and Test Panel (PTP), CIDS
can be programmed to customer demand.
The PTP is also used to test the entire
CIDS.

23-32
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


CIDS passenger functions are:
- Passenger Address,
- passenger call,
- passenger lighted signs,
- passenger reading light switching.
CIDS crew functions are:
- cabin and flight crew interphone,
- service interphone,
- emergency evacuation signaling.
CIDS cabin system functions are:
- general cabin illumination control,
- boarding music,
- pre-recorded announcement,
- lavatory smoke warning,
- temperature regulated drain mast
system,
- emergency lighting.
CIDS monitoring and test functions are:
- system programming and test,
- work light test,
- escape slide bottle pressure monitoring,
- reading lights test,
- extended emergency lighting test.
CIDS aircraft system functions are:
- interface with aircraft systems, i.e. FWC,
LGCIU, PRAM, SFCC, etc.
CIDS flight deck control and indication
functions are:
- call panel,
- EVAC panel,
- NS/FSB panel,
- handset,
- service interphone override.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

CIDS
CIDS Philosophy
Changing market demands require flexibility in customized cabin layouts and
optional cabin systems.
With the Cabin Intercommunication Data
System (CIDS), the operator is able to
change the cabin layout without hardware
changes (i.e. cabin loudspeakers, wiring,
etc.). This can be done simply by entering,
on board, new cabin parameters in the
software.
CIDS is a microprocessor based system.
It monitors, tests, operates and provides
control and monitoring of the cabin functions. To manage various functions, CIDS
has a central unit, the CIDS director. It is
linked to the Forward Attendant Panel
(FAP) for control and monitoring of the
cabin functions. The director then communicates, through a bus system, with
Decoder Encoder Units (DEUs). The
DEUs send (and receive) information to
(and from) the cabin, passenger, and crew
systems. The director has interfaces to
other aircraft systems. Through a Programming and Test Panel (PTP), CIDS
can be programmed to customer demand.
The PTP is also used to test the entire
CIDS.

23-32

CIDS passenger functions are:


- Passenger Address,
- passenger call,
- passenger lighted signs,
- passenger reading light switching.
CIDS crew functions are:
- cabin and flight crew interphone,
- service interphone,
- emergency evacuation signaling.
CIDS cabin system functions are:
- general cabin illumination control,
- boarding music,
- pre-recorded announcement,
- lavatory smoke warning,
- temperature regulated drain mast
system,
- emergency lighting.
CIDS monitoring and test functions are:
- system programming and test,
- work light test,
- escape slide bottle pressure monitoring,
- reading lights test,
- extended emergency lighting test.
CIDS aircraft system functions are:
- interface with aircraft systems, i.e. FWC,
LGCIU, PRAM, SFCC, etc.
CIDS flight deck control and indication
functions are:
- call panel,
- EVAC panel,
- NS/FSB panel,
- handset,
- service interphone override.

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COMMUNICATIONS

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AIRCRAFT REFERENCE GUIDE

PROGRAMMING
AND TEST
PANEL

AIRCRAFT
SYSTEMS
FUNCTIONS

DIRECTORS
FLIGHT DECK
CONTROLS AND
INDICATING

AIRCRAFT
SYSTEMS
FUNCTIONS

PROGRAMMING
AND TEST
PANEL

DIRECTORS
FLIGHT DECK
CONTROLS AND
INDICATING

CABIN
SYSTEMS
FUNCTIONS
FORWARD
ATTENDANT
PANEL

DEU B

DEU A

FORWARD
ATTENDANT
PANEL

DEU B

CABIN
SYSTEMS
FUNCTIONS

CREW
FUNCTIONS
DEU A

PASSENGER
FUNCTIONS

CREW
FUNCTIONS

DESCRIPTION & OPERATION

PASSENGER
FUNCTIONS

DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

UCI2A020

UCI2A020

Cabin Intercommunication Data System

Cabin Intercommunication Data System


JUN 97
FOR TRAINING PURPOSES ONLY

23-33
A320 LIMITATION 1 AND 9 COURSE

JUN 97

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DESCRIPTION & OPERATION


CIDS Directors
Two identical directors are installed in the
avionics compartment. A memory module, called the On Board Replaceable
Module (OBRM) is plugged into the front
of the director.
This solid state memory contains part of
the operational software of the director. A
simple exchange of the OBRM can provide system expansion or software
updates.
The director is a central control and interface component of the cabin intercommunication data system. The current cabin
layout and properties of layout related
equipment are stored in the directors.
The director provides the following functions:
- the handling of 6 data bus lines,
- the transmission of digitized audio
signals,
- the transmission of control data and
commands,
- the adaptation of received DEU data,
- the control of other CIDS functional
units,
- the forward attendant panel,
- the programming and test panel,
- the data transfer to the passenger
entertainment system,
- the service interphone system,
- the Aft Attendant Panel via DEU B,
- the interface to flight deck and avionics
compartment,
- the handling of cabin systems related
inputs and outputs,
- the control and interface of other system,
- the realization of programming
functions,
- the realization of test functions,
- the activation of emergency mode with
minimum power consumption.

23-34
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The directors are continuously energized
when the essential and service busbars are
energized.
In normal operation, the essential busbar
supplies:
- the active director,
- all the circuitry in DEU A which is
necessary for PA operation,
- all the circuitry in DEU B which is
necessary for PA and interphone.
In normal operation, the service busbar
supplies:
- the active and the second directors,
- the remaining non essential circuitry of
the DEUs,
- the Programming and Test Panel,
- the Forward Attendant Panel.
The service busbar also supplies the Area
call Panels (ACPs), the Attendant Indication Panels (AIPs) and the Aft Attendant
Panel (AAP), via DEU B.
If service bus power is unavailable, the
following items of equipment are inoperative:
- the second director,
- the non essential DEU circuits,
- the PTP and the FAP.
The Attendant Indication Panels and the
Area Call Panels are also inoperative
because they are supplied with service bus
power by the type B DEUs.
If a PA operation is done, the top line cutoff relay 106RH is no longer energized,
and then the essential busbar supplies the
circuitry in the type A DEU which is necessary for PA operation.
When the essential bus power is unavailable, circuitry in the directors and DEUs
switches the essential circuits to the service busbar. This ensures full CIDS capabilities except for emergency mode
operation.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

CIDS Directors
Two identical directors are installed in the
avionics compartment. A memory module, called the On Board Replaceable
Module (OBRM) is plugged into the front
of the director.
This solid state memory contains part of
the operational software of the director. A
simple exchange of the OBRM can provide system expansion or software
updates.
The director is a central control and interface component of the cabin intercommunication data system. The current cabin
layout and properties of layout related
equipment are stored in the directors.
The director provides the following functions:
- the handling of 6 data bus lines,
- the transmission of digitized audio
signals,
- the transmission of control data and
commands,
- the adaptation of received DEU data,
- the control of other CIDS functional
units,
- the forward attendant panel,
- the programming and test panel,
- the data transfer to the passenger
entertainment system,
- the service interphone system,
- the Aft Attendant Panel via DEU B,
- the interface to flight deck and avionics
compartment,
- the handling of cabin systems related
inputs and outputs,
- the control and interface of other system,
- the realization of programming
functions,
- the realization of test functions,
- the activation of emergency mode with
minimum power consumption.

23-34

The directors are continuously energized


when the essential and service busbars are
energized.
In normal operation, the essential busbar
supplies:
- the active director,
- all the circuitry in DEU A which is
necessary for PA operation,
- all the circuitry in DEU B which is
necessary for PA and interphone.
In normal operation, the service busbar
supplies:
- the active and the second directors,
- the remaining non essential circuitry of
the DEUs,
- the Programming and Test Panel,
- the Forward Attendant Panel.
The service busbar also supplies the Area
call Panels (ACPs), the Attendant Indication Panels (AIPs) and the Aft Attendant
Panel (AAP), via DEU B.
If service bus power is unavailable, the
following items of equipment are inoperative:
- the second director,
- the non essential DEU circuits,
- the PTP and the FAP.
The Attendant Indication Panels and the
Area Call Panels are also inoperative
because they are supplied with service bus
power by the type B DEUs.
If a PA operation is done, the top line cutoff relay 106RH is no longer energized,
and then the essential busbar supplies the
circuitry in the type A DEU which is necessary for PA operation.
When the essential bus power is unavailable, circuitry in the directors and DEUs
switches the essential circuits to the service busbar. This ensures full CIDS capabilities except for emergency mode
operation.

JUN 97

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COMMUNICATIONS

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


If the aircraft loses main power (the service bus and the essential bus), and the
emergency exit lights switch is set to
ARM or ON, all CIDS units, which are
supplied by the essential bus, are switched
automatically to the hot battery bus.
Upon CIDS energization or reset, all
director interfaces are disabled and the
directors are initialized (self-test). The
self-test is repeated periodically. It also
includes a test of the data bus lines.
The power connections are arranged such
a way that director 1 is normally fully
active and in control of CIDS. Director 2
is normally partially active, in a hotstandby mode.
A failure in the initialization (self test)
process in director 1 causes a deactivation
of the director 1 hardware and a switchover of control to director 2
At the same time, the power transfer relay
is de-energized. This prepares director 2 to
be supplied from the essential bus in
abnormal or emergency mode.
The second contact of the relay prepares
the control from director 2 to the top line
cut-off relay for the emergency mode.
The directors internal normal power sensing circuits are always checking if power
is available on the service bus. If the
power fails, as long as director 1 is OK,
the power transfer relay remains energized. Via the closed contact, director 1
sends a signal to energize the top line cutoff relay.

JUN 97
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


With the top line cut-off relay energized
the emergency mode is activated. In
emergency mode, the power from the
essential busbar is disconnected from all
type A DEUs as long as no PA announcements are made.
Type B DEUs are directly supplied from
the essential bus but only for PA and interphone operations.
Activation of the PA system sets the director 1 internal NAND gate to 0, which deenergizes the top-line cut-off relay.
Power from the essential busbar supplies
the two essential circuits of type A DEUs.
All BITE results are stored in the director
bite dedicated memory.
Failure indications may be given by the
following:
- CIDS caution light,
- the ECAM warning page,
- the ECAM status page,
- the PTP display,
- the respective MCDU pages.
The following items of equipment have
their own BITE functions and send their
BITE status to the director:
- each DEU,
- the Programming and Test Panel,
- the Forward Attendant Panel,
- the connected equipment such as PES.
The DEUs are able to test the connected
equipment.

23-35
A320 LIMITATION 1 AND 9 COURSE

If the aircraft loses main power (the service bus and the essential bus), and the
emergency exit lights switch is set to
ARM or ON, all CIDS units, which are
supplied by the essential bus, are switched
automatically to the hot battery bus.
Upon CIDS energization or reset, all
director interfaces are disabled and the
directors are initialized (self-test). The
self-test is repeated periodically. It also
includes a test of the data bus lines.
The power connections are arranged such
a way that director 1 is normally fully
active and in control of CIDS. Director 2
is normally partially active, in a hotstandby mode.
A failure in the initialization (self test)
process in director 1 causes a deactivation
of the director 1 hardware and a switchover of control to director 2
At the same time, the power transfer relay
is de-energized. This prepares director 2 to
be supplied from the essential bus in
abnormal or emergency mode.
The second contact of the relay prepares
the control from director 2 to the top line
cut-off relay for the emergency mode.
The directors internal normal power sensing circuits are always checking if power
is available on the service bus. If the
power fails, as long as director 1 is OK,
the power transfer relay remains energized. Via the closed contact, director 1
sends a signal to energize the top line cutoff relay.

JUN 97

With the top line cut-off relay energized


the emergency mode is activated. In
emergency mode, the power from the
essential busbar is disconnected from all
type A DEUs as long as no PA announcements are made.
Type B DEUs are directly supplied from
the essential bus but only for PA and interphone operations.
Activation of the PA system sets the director 1 internal NAND gate to 0, which deenergizes the top-line cut-off relay.
Power from the essential busbar supplies
the two essential circuits of type A DEUs.
All BITE results are stored in the director
bite dedicated memory.
Failure indications may be given by the
following:
- CIDS caution light,
- the ECAM warning page,
- the ECAM status page,
- the PTP display,
- the respective MCDU pages.
The following items of equipment have
their own BITE functions and send their
BITE status to the director:
- each DEU,
- the Programming and Test Panel,
- the Forward Attendant Panel,
- the connected equipment such as PES.
The DEUs are able to test the connected
equipment.

23-35

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COMMUNICATIONS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

CIDS Director Power Supply

CIDS Director Power Supply

23-36
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-36

JUN 97

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A318/

COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


CIDS Director Interfaces
CFDIU
Low speed Arinc 429 data buses are used
for BITE data transmission to the Centralized Fault Display Interface Unit.
SDAC
Four discrete signals are sent to the
SDACs for CIDS operation status information.
- NO SMOKING signs,
- FASTEN SEAT BELT signs,
- CIDS operation status,
- CIDS caution.
Audio Management Unit
Audio and discrete lines are used for transmission or reception of the Passenger
Address announcements or interphone
communications.
Discrete lines are used for activation or
deactivation of the Passenger Address,
interphone, attendant call and attendant
call reset functions.
Flight Deck Handset
A flight deck handset is connected to the
directors for Passenger Address announcements to the cabin.
Service Interphone Boomsets
Boomsets are connected to the directors
for service interphone communications.
CALLS Panel
Discrete lines are used for activation of
CALLS to the cabin attendants or to the
ground mechanic with dedicated visual
and aural indications.
Signs Panel
Discrete lines are used for manually or
automatically activating or deactivating
the info signs in the cabin.
Low Oil Pressure Relay (12KS1)
A discrete signal is used to automatically
increase or decrease the Passenger
Address level in the cabin when the
engines are started or stopped.

JUN 97
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Landing Gear Control
and Interface Unit
Two discrete lines are used for incrementation of the fault memory or activation or
deactivation of the service interphone and
NO SMOKING/FASTEN SEAT BELT
signs when the info switches are in the
auto position.
Slat Flap Control Computer
Discrete signals are used for automatically
activating or deactivating the NO SMOKING/FASTEN SEAT BELT info signs in
the cabin.
Flight Warning Computer
A discrete line is used for activation of
aural warnings in the flight deck, through
the Flight Warning Computer.
Service Interphone Override
Push-Button
A discrete line is used to activate or deactivate the service interphone system when
the aircraft is in flight or on the ground
with the landing gear not compressed and
the external power plug not connected.
Forward Attendant Panel
Low speed Arinc 429 data buses are used
for transmission and reception of the controls, status and BITE system information.
Programming and Test Panel
Low speed Arinc 429 data buses are used
for transmission and reception of data
regarding the cabin programming, system
test activation and system status.
CIDS Directors
Low speed Arinc 429 data buses are used
for data exchange and synchronization
between the active and standby directors.
Flight Deck Door Switch
The flight deck door switch discrete signal
is used to automatically dim the lights and
decrease the PA level, at the entrance
door, when the engines are running and
the door is open.

23-37
A320 LIMITATION 1 AND 9 COURSE

CIDS Director Interfaces


CFDIU
Low speed Arinc 429 data buses are used
for BITE data transmission to the Centralized Fault Display Interface Unit.
SDAC
Four discrete signals are sent to the
SDACs for CIDS operation status information.
- NO SMOKING signs,
- FASTEN SEAT BELT signs,
- CIDS operation status,
- CIDS caution.
Audio Management Unit
Audio and discrete lines are used for transmission or reception of the Passenger
Address announcements or interphone
communications.
Discrete lines are used for activation or
deactivation of the Passenger Address,
interphone, attendant call and attendant
call reset functions.
Flight Deck Handset
A flight deck handset is connected to the
directors for Passenger Address announcements to the cabin.
Service Interphone Boomsets
Boomsets are connected to the directors
for service interphone communications.
CALLS Panel
Discrete lines are used for activation of
CALLS to the cabin attendants or to the
ground mechanic with dedicated visual
and aural indications.
Signs Panel
Discrete lines are used for manually or
automatically activating or deactivating
the info signs in the cabin.
Low Oil Pressure Relay (12KS1)
A discrete signal is used to automatically
increase or decrease the Passenger
Address level in the cabin when the
engines are started or stopped.

JUN 97

Landing Gear Control


and Interface Unit
Two discrete lines are used for incrementation of the fault memory or activation or
deactivation of the service interphone and
NO SMOKING/FASTEN SEAT BELT
signs when the info switches are in the
auto position.
Slat Flap Control Computer
Discrete signals are used for automatically
activating or deactivating the NO SMOKING/FASTEN SEAT BELT info signs in
the cabin.
Flight Warning Computer
A discrete line is used for activation of
aural warnings in the flight deck, through
the Flight Warning Computer.
Service Interphone Override
Push-Button
A discrete line is used to activate or deactivate the service interphone system when
the aircraft is in flight or on the ground
with the landing gear not compressed and
the external power plug not connected.
Forward Attendant Panel
Low speed Arinc 429 data buses are used
for transmission and reception of the controls, status and BITE system information.
Programming and Test Panel
Low speed Arinc 429 data buses are used
for transmission and reception of data
regarding the cabin programming, system
test activation and system status.
CIDS Directors
Low speed Arinc 429 data buses are used
for data exchange and synchronization
between the active and standby directors.
Flight Deck Door Switch
The flight deck door switch discrete signal
is used to automatically dim the lights and
decrease the PA level, at the entrance
door, when the engines are running and
the door is open.

23-37

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COMMUNICATIONS

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


EVAC Panel
Discrete lines are used to activate or deactivate aural and visual indications in the
flight deck and cabin after activation of
the EVAC system.
EVAC Horn
An analog signal activates the EVAC
aural signal.
Cabin Pressure Relay (19WR)
The cabin pressure relay discrete signal is
used to automatically increase the PA
level in the cabin in case of cabin decompression when the cabin altitude is above
14,000 feet.
Excessive Altitude Pressure Switches
Discrete lines are used to automatically
activate or deactivate the NO SMOKING,
FASTEN SEAT BELT, RETURN TO
SEAT and EXIT signs in the cabin, when
the cabin altitude is above 11,300 feet.
Smoke Detection Control Unit
Low speed Arinc 429 data buses are used
for transmission of the smoke detection
warnings information to the FAP and of
the smoke detectors status to the PTP and
CFDIU through the directors.
Audio Reproducer
Audio lines are used for broadcasting the
boarding music in the cabin.
Discrete signals from the directors are
used to interrupt the program and to initiate the Audio Reproducer test, to select
the Boarding Music channel and to control
the volume of the music.
Video System Control Unit
Audio and discrete lines are used for
transmission of the video sound to the
dedicated zone, according to the keyline
control.
Low speed Arinc 429 data buses are used
for status and bite system transmission.

23-38
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Passenger Entertainment and Passenger Service System
Audio and discrete lines are used for Passenger Address announcement distribution
according to the PA zone keyline.
Low speed Arinc 429 data buses are used
for control, monitoring and BITE system
transmission.
The directors transmit a discrete signal to
the multiplexer of the Passenger Entertainment System in order to initiate the test of
the system.
DEU B
Two bi-directional middle data bus lines
are used for the transmission of the controls, audio data, BITE and status system
information of the attendant cabin systems.
DEU A
Four bi-directional top data bus lines are
used for the transmission of the controls,
audio data, BITE and status information of
the various Passenger cabin systems.
Top Line Cut Off relay (106RH)
The top line cut-off relay discrete signal is
used to activate or deactivate the top line
cut-off relays when the emergency mode
is activated, in order to cut the supply of
the type A DEUs and decrease the power
consumption.
NOTE: On A319 aircraft, the top lines
are only supplied when an audio signal
is present.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

EVAC Panel
Discrete lines are used to activate or deactivate aural and visual indications in the
flight deck and cabin after activation of
the EVAC system.
EVAC Horn
An analog signal activates the EVAC
aural signal.
Cabin Pressure Relay (19WR)
The cabin pressure relay discrete signal is
used to automatically increase the PA
level in the cabin in case of cabin decompression when the cabin altitude is above
14,000 feet.
Excessive Altitude Pressure Switches
Discrete lines are used to automatically
activate or deactivate the NO SMOKING,
FASTEN SEAT BELT, RETURN TO
SEAT and EXIT signs in the cabin, when
the cabin altitude is above 11,300 feet.
Smoke Detection Control Unit
Low speed Arinc 429 data buses are used
for transmission of the smoke detection
warnings information to the FAP and of
the smoke detectors status to the PTP and
CFDIU through the directors.
Audio Reproducer
Audio lines are used for broadcasting the
boarding music in the cabin.
Discrete signals from the directors are
used to interrupt the program and to initiate the Audio Reproducer test, to select
the Boarding Music channel and to control
the volume of the music.
Video System Control Unit
Audio and discrete lines are used for
transmission of the video sound to the
dedicated zone, according to the keyline
control.
Low speed Arinc 429 data buses are used
for status and bite system transmission.

23-38

Passenger Entertainment and Passenger Service System


Audio and discrete lines are used for Passenger Address announcement distribution
according to the PA zone keyline.
Low speed Arinc 429 data buses are used
for control, monitoring and BITE system
transmission.
The directors transmit a discrete signal to
the multiplexer of the Passenger Entertainment System in order to initiate the test of
the system.
DEU B
Two bi-directional middle data bus lines
are used for the transmission of the controls, audio data, BITE and status system
information of the attendant cabin systems.
DEU A
Four bi-directional top data bus lines are
used for the transmission of the controls,
audio data, BITE and status information of
the various Passenger cabin systems.
Top Line Cut Off relay (106RH)
The top line cut-off relay discrete signal is
used to activate or deactivate the top line
cut-off relays when the emergency mode
is activated, in order to cut the supply of
the type A DEUs and decrease the power
consumption.
NOTE: On A319 aircraft, the top lines
are only supplied when an audio signal
is present.

JUN 97

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COMMUNICATIONS

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Pin Programming
A discrete signal is used to determine the
active or standby director.
PES On/Off Relay (800MK)
A discrete signal is used to power the Passenger Entertainment System (main multiplexer and the Audio Reproducer).

DESCRIPTION & OPERATION


Interface
Discrete lines are used for activation or
deactivation of the indicator lights when a
function or system is activated or deactivated.
Exit Signs Relay (8WL)
Discrete line is used for activation or deactivation of the EXIT signs when the NO
SMOKING signal, from the signs panel,
or the SIGNS ON signals, from the excessive altitude pressure switches, are activated or deactivated.

Pin Programming
A discrete signal is used to determine the
active or standby director.
PES On/Off Relay (800MK)
A discrete signal is used to power the Passenger Entertainment System (main multiplexer and the Audio Reproducer).

CIDS Director Interfaces


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

Interface
Discrete lines are used for activation or
deactivation of the indicator lights when a
function or system is activated or deactivated.
Exit Signs Relay (8WL)
Discrete line is used for activation or deactivation of the EXIT signs when the NO
SMOKING signal, from the signs panel,
or the SIGNS ON signals, from the excessive altitude pressure switches, are activated or deactivated.

CIDS Director Interfaces


23-39

A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-39

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Type A Decoder Encoder Units (DEUs)
A319 aircraft have 24 (26 on A320) type
A Decoder Encoder Units (DEUs)
installed above the windows in the cabin
ceiling and close to the center ceiling for
the DEUs in the entrance area.
The type A DEUs are connected to the
directors via a top-line data bus (i.e. two
wire twisted and shielded cable).
A broken wire in one top-line bus will
only affect the type A DEUs behind the
break on this bus.
The type A DEUs of the other top-line
bus will work without disturbance.
The type A DEUs control the passenger
signs including NO SMOKING, FASTEN
SEAT BELT lights, RETURN TO SEAT
lights in the lavatories, and the amber passenger call lights in the PSUs.
Cabin lights are controlled by the type A
DEUs and include:
- entrance area lights,
- lavatory lights,
- attendant lights,
- reading lights,
- ceiling and window lights.
Type A DEUs control the loudspeakers
that are installed in the Passenger Service
Units (PSUs), in each lavatory and close
to the attendant station.
They are all identical and are used for Passenger Address announcements and call
chimes.
Type A DEUs control PASSENGER
CALL push-buttons that are fitted in the
PSU above each seat row and in the lavatories.
Type A DEUs control reading light
power units which are installed in the
PSUs.
One reading light power unit for three
reading lights is installed in each Passenger Service Unit (PSU).

23-40
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Each type A DEU interfaces with:
- three Passenger Service Units (PSUs)
- two loudspeakers
- four fluorescent strip lights which are
part of the cabin light system.
A bus termination resistor is located on the
last DEU A mount of each line for impedance matching.
A coding switch on each DEU mount
gives each DEU a unique address. This
method enables replacement of DEUs
without selecting their address.
NOTE: In the event of mount change it
is necessary to select the same code as
used before on the coding switch.
When CIDS is powered-up or reset the
director follows a power up routine. This
includes the initialization and testing of
each DEU and connected equipment.
The test results are transmitted to the
director which compares them with its
programmed data to decide on their status.
At least 95% of possible DEU failures are
automatically detected.
In the event of a data bus failure the DEU
maintains the current status of the discrete
cabin systems output for a certain time.
After this delay the outputs are switched to
a pre-defined fail safe state, that means the
4 fluorescent strip lights come on at full
brightness and all other items go off.
All audio input/outputs are immediately
switched off.
All DEUs operate in emergency mode
when the DC service bus is no longer
powered. The DEUs are then supplied
from the DC essential bus.
The type A DEU passenger address circuits and type B DEU interphone circuits
remain operational.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Type A Decoder Encoder Units (DEUs)


A319 aircraft have 24 (26 on A320) type
A Decoder Encoder Units (DEUs)
installed above the windows in the cabin
ceiling and close to the center ceiling for
the DEUs in the entrance area.
The type A DEUs are connected to the
directors via a top-line data bus (i.e. two
wire twisted and shielded cable).
A broken wire in one top-line bus will
only affect the type A DEUs behind the
break on this bus.
The type A DEUs of the other top-line
bus will work without disturbance.
The type A DEUs control the passenger
signs including NO SMOKING, FASTEN
SEAT BELT lights, RETURN TO SEAT
lights in the lavatories, and the amber passenger call lights in the PSUs.
Cabin lights are controlled by the type A
DEUs and include:
- entrance area lights,
- lavatory lights,
- attendant lights,
- reading lights,
- ceiling and window lights.
Type A DEUs control the loudspeakers
that are installed in the Passenger Service
Units (PSUs), in each lavatory and close
to the attendant station.
They are all identical and are used for Passenger Address announcements and call
chimes.
Type A DEUs control PASSENGER
CALL push-buttons that are fitted in the
PSU above each seat row and in the lavatories.
Type A DEUs control reading light
power units which are installed in the
PSUs.
One reading light power unit for three
reading lights is installed in each Passenger Service Unit (PSU).

23-40

Each type A DEU interfaces with:


- three Passenger Service Units (PSUs)
- two loudspeakers
- four fluorescent strip lights which are
part of the cabin light system.
A bus termination resistor is located on the
last DEU A mount of each line for impedance matching.
A coding switch on each DEU mount
gives each DEU a unique address. This
method enables replacement of DEUs
without selecting their address.
NOTE: In the event of mount change it
is necessary to select the same code as
used before on the coding switch.
When CIDS is powered-up or reset the
director follows a power up routine. This
includes the initialization and testing of
each DEU and connected equipment.
The test results are transmitted to the
director which compares them with its
programmed data to decide on their status.
At least 95% of possible DEU failures are
automatically detected.
In the event of a data bus failure the DEU
maintains the current status of the discrete
cabin systems output for a certain time.
After this delay the outputs are switched to
a pre-defined fail safe state, that means the
4 fluorescent strip lights come on at full
brightness and all other items go off.
All audio input/outputs are immediately
switched off.
All DEUs operate in emergency mode
when the DC service bus is no longer
powered. The DEUs are then supplied
from the DC essential bus.
The type A DEU passenger address circuits and type B DEU interphone circuits
remain operational.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

NOTE: Type A DEUs are associated with passenger functions.

NOTE: Type A DEUs are associated with passenger functions.

Type A Decoder Encoder Unit

Type A Decoder Encoder Unit


JUN 97
FOR TRAINING PURPOSES ONLY

23-41
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-41

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Type B Decoder Encoder Units (DEUs)
Four type B DEUs (a maximum of 6 is
optional) are installed near the exit doors
in the center ceiling. One middle line data
bus on each side of the passenger cabin
connects the type B DEUs to the directors. There are two supplementary DEU B
mounts installed as a provision.
Each type B DEU interfaces with the following components and systems:
- Aft Attendant Panel,
- Emergency Power Supply Unit,
- slide pressure monitoring,
- Passenger Address/Interphone handset,
- Attendant Indication Panel,
- Area Call Panels,
- drain mast heating monitoring.
The directors receive signals from the bottle pressure sensors via type B DEUs.
If the pressure is low, the CIDS CAUTION light on the FAP comes on.
The directors receive signals from the 4
entry door bottle pressure sensors via type
B DEUs.
If the pressure is low, the CIDS CAUTION light on the FAP comes ON.
The crew interphone system enables communication between the flight deck crew
and cabin attendants and between each
attendant station.
NOTE: From each attendant station it
is possible to communicate with personnel at the service interphone connections. Both the service interphone and
cabin interphone systems reside in
CIDS.
The Emergency Power Supply Units
(EPSUs) are connected to type B DEUs
for the emergency lighting system test.
The directors receive signals from the
drain mast control unit via type B DEUs.

23-42
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


If the drain mast heater or the control unit
fails the CIDS CAUTION light on the
FAP comes on.
One Attendant Indication Panel is
installed near each attendant seat for message purposes and is connected to a type B
DEU.
One basic and one optional ACP can be
connected to each DEU B.
A bus termination resistor is located on the
last DEU B mount of each line for impedance matching.
A coding switch in the DEU mount gives
each DEU a unique address. This method
enables replacement of DEUs without
selecting their address.
NOTE: In the event of mount change it
is necessary to select the same code as
used before on the coding switch.
When CIDS is powered up or reset, the
director follows a power up routine. This
includes the initialization and testing of
each DEU and connected equipment.
The test results are transmitted to the
director which compares them with its
programmed data to decide on their status.
At least 95% of possible DEU failures are
automatically detected.
All DEUs operate in emergency mode
when the DC service bus is no longer
powered. The DEUs are then supplied
from the DC essential bus.
The type A DEU Passenger Address circuits and type B DEU interphone circuits
remain operational.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Type B Decoder Encoder Units (DEUs)


Four type B DEUs (a maximum of 6 is
optional) are installed near the exit doors
in the center ceiling. One middle line data
bus on each side of the passenger cabin
connects the type B DEUs to the directors. There are two supplementary DEU B
mounts installed as a provision.
Each type B DEU interfaces with the following components and systems:
- Aft Attendant Panel,
- Emergency Power Supply Unit,
- slide pressure monitoring,
- Passenger Address/Interphone handset,
- Attendant Indication Panel,
- Area Call Panels,
- drain mast heating monitoring.
The directors receive signals from the bottle pressure sensors via type B DEUs.
If the pressure is low, the CIDS CAUTION light on the FAP comes on.
The directors receive signals from the 4
entry door bottle pressure sensors via type
B DEUs.
If the pressure is low, the CIDS CAUTION light on the FAP comes ON.
The crew interphone system enables communication between the flight deck crew
and cabin attendants and between each
attendant station.
NOTE: From each attendant station it
is possible to communicate with personnel at the service interphone connections. Both the service interphone and
cabin interphone systems reside in
CIDS.
The Emergency Power Supply Units
(EPSUs) are connected to type B DEUs
for the emergency lighting system test.
The directors receive signals from the
drain mast control unit via type B DEUs.

23-42

If the drain mast heater or the control unit


fails the CIDS CAUTION light on the
FAP comes on.
One Attendant Indication Panel is
installed near each attendant seat for message purposes and is connected to a type B
DEU.
One basic and one optional ACP can be
connected to each DEU B.
A bus termination resistor is located on the
last DEU B mount of each line for impedance matching.
A coding switch in the DEU mount gives
each DEU a unique address. This method
enables replacement of DEUs without
selecting their address.
NOTE: In the event of mount change it
is necessary to select the same code as
used before on the coding switch.
When CIDS is powered up or reset, the
director follows a power up routine. This
includes the initialization and testing of
each DEU and connected equipment.
The test results are transmitted to the
director which compares them with its
programmed data to decide on their status.
At least 95% of possible DEU failures are
automatically detected.
All DEUs operate in emergency mode
when the DC service bus is no longer
powered. The DEUs are then supplied
from the DC essential bus.
The type A DEU Passenger Address circuits and type B DEU interphone circuits
remain operational.

JUN 97

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AIRCRAFT REFERENCE GUIDE

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

NOTE: Type B DEUs are associated with aircraft and cabin attendant systems.

NOTE: Type B DEUs are associated with aircraft and cabin attendant systems.

Type B Decoder Encoder Unit

Type B Decoder Encoder Unit


JUN 97
FOR TRAINING PURPOSES ONLY

23-43
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-43

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DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

DEU Mounts
The mounts for type A and type B DEUs
are similar but due to index pins it is not
possible to install a type A DEU on a type
B DEU mount or vice versa.
The mounts for the type A DEUs have
the index pins on the outer side of the slot
and the type B DEUs on the inner side of
the slot.

On each DEU mount there are address


coding switches. In case of a mount
change the old code must be selected.
A Bus termination resistor is installed on
the last DEU mount of each line, for
impedance matching.
NOTE: A table giving the address code
is placed close to the mount.

DEU Mounts
The mounts for type A and type B DEUs
are similar but due to index pins it is not
possible to install a type A DEU on a type
B DEU mount or vice versa.
The mounts for the type A DEUs have
the index pins on the outer side of the slot
and the type B DEUs on the inner side of
the slot.

FOR TRAINING PURPOSES ONLY

On each DEU mount there are address


coding switches. In case of a mount
change the old code must be selected.
A Bus termination resistor is installed on
the last DEU mount of each line, for
impedance matching.
NOTE: A table giving the address code
is placed close to the mount.

DEU Mounts

DEU Mounts

23-44

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-44

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Attendant Panels (FAP and AAP)
The Forward Attendant Panel (FAP) is
located at door 1L. With the FAP the various cabin systems can be controlled and
monitored. It is connected to the CIDS
directors and to a type B DEU (300RH1).
The FAP is composed of 3 parts:
- the light panel,
- the audio panel,
- the water and miscellaneous panel.
The cabin light panel comprises control
push-buttons for the various cabin lights.
There are controls for the entrance areas
and the different cabin sections.
The BRT, DIM1 and DIM2 push-buttons
respectively switch on the lights at 100%,
50% and 10% intensity.
In addition, a power switch provides the
power for the lavatory lights, attendant
work lights and the passenger reading
lights.
There are also controls for the window
lights and the ceiling lights.
All push-buttons, except for MAIN ON
and MAIN OFF, have integral lights for
visual indication of the activated functions.
The audio panel allows centralized control
of the passenger entertainment and boarding music. The panel has an ON/OFF
switch for the Passenger Entertainment
Systems. MUSIC ON/OFF turns the
boarding music on and off. SEL is the
channel select button which is preset to
channel 1 (boarding music). The -/+
switches decrease and increase the boarding music volume.
Located on the water and miscellaneous

23-46
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


panel is the lavatory smoke light. The
LAV SMOKE light is used to warn of lavatory smoke. A command from the Smoke
Detection Control Unit (SDCU) resets the
indication only when the smoke has gone.
When the RESET membrane (adjacent to
the LAV SMOKE light) switch is pressed,
in case of lavatory smoke warning, it
resets only the aural and visual indication
in the passenger compartment, without
affecting the LAV SMOKE indication on
the FAP.
Located on the Forward Attendant Panel
is the EVAC indicator light which is controlled by a discrete input from any EVAC
command switch (3). It flashes red when
an evacuation command has been given.
It will continue to flash red until the evacuation command is canceled at the initiating panel. The adjacent RESET switch
silences the evacuation alarm at this location only.
Located on the Forward Attendant Panel
is the guarded evacuation command
(CMD) switch. Lifting the guard and
pressing the CMD switch activates the
evacuation alarm which sounds every half
second throughout the cabin. When activated, the switch flashes red, an EVACUATION ALERT message appears at the
Attendant Indication Panels, and pink
lights flash at the Area Call Panels in the
ceiling.
Located on the water and miscellaneous
panel, the PNL LIGHT TEST membrane
switch is used to switch on all the FAP
lights (bulb check).

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Attendant Panels (FAP and AAP)


The Forward Attendant Panel (FAP) is
located at door 1L. With the FAP the various cabin systems can be controlled and
monitored. It is connected to the CIDS
directors and to a type B DEU (300RH1).
The FAP is composed of 3 parts:
- the light panel,
- the audio panel,
- the water and miscellaneous panel.
The cabin light panel comprises control
push-buttons for the various cabin lights.
There are controls for the entrance areas
and the different cabin sections.
The BRT, DIM1 and DIM2 push-buttons
respectively switch on the lights at 100%,
50% and 10% intensity.
In addition, a power switch provides the
power for the lavatory lights, attendant
work lights and the passenger reading
lights.
There are also controls for the window
lights and the ceiling lights.
All push-buttons, except for MAIN ON
and MAIN OFF, have integral lights for
visual indication of the activated functions.
The audio panel allows centralized control
of the passenger entertainment and boarding music. The panel has an ON/OFF
switch for the Passenger Entertainment
Systems. MUSIC ON/OFF turns the
boarding music on and off. SEL is the
channel select button which is preset to
channel 1 (boarding music). The -/+
switches decrease and increase the boarding music volume.

23-46

Located on the water and miscellaneous


panel is the lavatory smoke light. The
LAV SMOKE light is used to warn of lavatory smoke. A command from the Smoke
Detection Control Unit (SDCU) resets the
indication only when the smoke has gone.
When the RESET membrane (adjacent to
the LAV SMOKE light) switch is pressed,
in case of lavatory smoke warning, it
resets only the aural and visual indication
in the passenger compartment, without
affecting the LAV SMOKE indication on
the FAP.
Located on the Forward Attendant Panel
is the EVAC indicator light which is controlled by a discrete input from any EVAC
command switch (3). It flashes red when
an evacuation command has been given.
It will continue to flash red until the evacuation command is canceled at the initiating panel. The adjacent RESET switch
silences the evacuation alarm at this location only.
Located on the Forward Attendant Panel
is the guarded evacuation command
(CMD) switch. Lifting the guard and
pressing the CMD switch activates the
evacuation alarm which sounds every half
second throughout the cabin. When activated, the switch flashes red, an EVACUATION ALERT message appears at the
Attendant Indication Panels, and pink
lights flash at the Area Call Panels in the
ceiling.
Located on the water and miscellaneous
panel, the PNL LIGHT TEST membrane
switch is used to switch on all the FAP
lights (bulb check).

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AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS
DESCRIPTION & OPERATION

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS
DESCRIPTION & OPERATION

Located on the water and miscellaneous


panel, the integral light indicates CIDS
cautions. The CIDS CAUT light is resettable in flight, but comes on again on the
ground when the landing gear is down and
locked.

The light cannot be reset on the ground.


When a CIDS CAUT occurs, the respective failure message can be displayed on
the Programming and Test Panel (PTP).

Located on the water and miscellaneous


panel, the integral light indicates CIDS
cautions. The CIDS CAUT light is resettable in flight, but comes on again on the
ground when the landing gear is down and
locked.

CABIN LIGHTING

CABIN LIGHTING

MAIN
OFF

FC

YC

BRT

BRT

BRT

WDO

LAV

DIM 1

DIM 1

DIM 1

CLG

ATTN

DIM 2

DIM 2

DIM 2

POWER

ENTRY

POWER

ENTRY
MAIN
ON

The light cannot be reset on the ground.


When a CIDS CAUT occurs, the respective failure message can be displayed on
the Programming and Test Panel (PTP).

MAIN
ON

MAIN
OFF

READ

FC

YC

BRT

BRT

BRT

WDO

LAV

DIM 1

DIM 1

DIM 1

CLG

ATTN

DIM 2

DIM 2

DIM 2

READ

MUSIC

PES

MUSIC

PES

ON
OFF

ON
OFF

ON
OFF

ON
OFF

SEL

VOLUME

VOLUME

+
WATER & WASTE

WATER & WASTE


IND
ON

WATER QTY
0

25

50

75

0
SYSTEM LAV A LAV D LAV F
INOP
INOP
INOP
INOP

SMOKE
LAV

EVAC
RESET

EVAC

FOR TRAINING PURPOSES ONLY

50

75

100
SYSTEM LAV A LAV D LAV F
INOP
INOP
INOP
INOP

SMOKE

CIDS
PNL
LIGHT CAUT
TEST

CMD

25

WASTE QTY

LAV

EVAC
RESET

EVAC

CMD

CIDS
PNL
LIGHT CAUT
TEST

Forward Attendant Panel

Forward Attendant Panel


JUN 97

IND
ON

WATER QTY

100

WASTE QTY

SEL

23-47
A320 LIMITATION 1 AND 9 COURSE

JUN 97

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


An Aft Attendant Panel is located next to
door 2L It contains the emergency light
push-button (EMER LIGHT), a red
guarded push-button, with an integral
light, used to switch the emergency lighting system on and off.
Located on the Aft Attendant Panel is the
EVAC indicator light which is controlled
by a discrete input from any EVAV command switch (3). It flashes red when an
evacuation command has been given. It
will continue to flash red until the evacuation command is canceled at the initiating
panel.
The adjacent RESET switch
silences the evacuation alarm at this location only.

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS
DESCRIPTION & OPERATION

Located on the Aft Attendant Panel is the


guarded evacuation command (CMD)
switch. Lifting the guard and pressing the
CMD switch activates the evacuation
alarm which sounds every half second
throughout the cabin. When activated, the
switch flashes red, an EVACUATION
ALERT message appears at the Attendant
Indication Panels, and pink lights flash at
the Area Call Panels in the ceiling.

An Aft Attendant Panel is located next to


door 2L It contains the emergency light
push-button (EMER LIGHT), a red
guarded push-button, with an integral
light, used to switch the emergency lighting system on and off.
Located on the Aft Attendant Panel is the
EVAC indicator light which is controlled
by a discrete input from any EVAV command switch (3). It flashes red when an
evacuation command has been given. It
will continue to flash red until the evacuation command is canceled at the initiating
panel.
The adjacent RESET switch
silences the evacuation alarm at this location only.

Located on the Aft Attendant Panel is the


guarded evacuation command (CMD)
switch. Lifting the guard and pressing the
CMD switch activates the evacuation
alarm which sounds every half second
throughout the cabin. When activated, the
switch flashes red, an EVACUATION
ALERT message appears at the Attendant
Indication Panels, and pink lights flash at
the Area Call Panels in the ceiling.

RESET

RESET

LIGHT

LIGHT

EVAC

EVAC

EMER

EMER

CMD

CMD

Aft Attendant Panel

Aft Attendant Panel

23-48
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-48

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Programming and Test Panel (PTP)
The Programming and Test Panel (PTP) is
located at the forward attendant station
behind a hinged access door.
For correct CIDS operation, the Cabin
Assignment Module (CAM) must be
plugged in.
The functions of the Programming and
Test Panel are as follow:
- to monitor the failure status of CIDS and
certain connected systems,
- to activate CIDS component tests and
readout of the results,
- to examine in detail the fault data held in
the director BITE memory,
- to program CIDS properties and cabin
layout information into CIDS directors,
which are downloaded automatically
from the CAM,
- to onboard reprogram, the CAM data,
the activation of the provisioned CIDS
extra functions, the cabin layout, the
cabin zoning.

DESCRIPTION & OPERATION


The PTP has an alphanumeric display with
4 rows of 20 characters. The display is
used to present messages, test results and
selection menus.
There are keys at each end of the display
rows. There are labeled on the display
with < and > symbols.
There is no power supply switch. The
Programming and Test Panel is automatically supplied if the DC service bus is supplied. The DISPL ON membrane switch is
used to switch on the display. The display
is automatically switched off if the panel
is not used for 10 minutes.
A keypad is provided for entry of numerical data.
The Programming and Test Panel contains
two membrane switches and two annunciator lights for testing the emergency light
system.

Programming and Test Panel (PTP)


The Programming and Test Panel (PTP) is
located at the forward attendant station
behind a hinged access door.
For correct CIDS operation, the Cabin
Assignment Module (CAM) must be
plugged in.
The functions of the Programming and
Test Panel are as follow:
- to monitor the failure status of CIDS and
certain connected systems,
- to activate CIDS component tests and
readout of the results,
- to examine in detail the fault data held in
the director BITE memory,
- to program CIDS properties and cabin
layout information into CIDS directors,
which are downloaded automatically
from the CAM,
- to onboard reprogram, the CAM data,
the activation of the provisioned CIDS
extra functions, the cabin layout, the
cabin zoning.

FOR TRAINING PURPOSES ONLY

The PTP has an alphanumeric display with


4 rows of 20 characters. The display is
used to present messages, test results and
selection menus.
There are keys at each end of the display
rows. There are labeled on the display
with < and > symbols.
There is no power supply switch. The
Programming and Test Panel is automatically supplied if the DC service bus is supplied. The DISPL ON membrane switch is
used to switch on the display. The display
is automatically switched off if the panel
is not used for 10 minutes.
A keypad is provided for entry of numerical data.
The Programming and Test Panel contains
two membrane switches and two annunciator lights for testing the emergency light
system.

Programing and Test Panel

Programing and Test Panel


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-49
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-49

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


After pressing the DSPL ON push-button,
the first page gives access to 3 main parts :
- SYSTEM STATUS (to get information
on CIDS and on all connected cabin
systems),
- SYSTEM TEST (to test CIDS as well as
all connected cabin systems),
- PROGRAMMING (to change the
zoning).
Most displays show <RET (return) at the
lower left line key. Some displays show
CONT> (continue) at the lower right line
key. These two keys can be used to page
through the PTP screens.
The emergency light system can be tested
using the PTP. In the lower left corner are
the BAT and SYS test push-buttons.
Results will be TEST OK of fault information displayed on the PTP screen.

DESCRIPTION & OPERATION


NOTE: The TEST EMERG LIGHT/
SYS switch initiates a basic test of the
emergency lighting system. This test is
commonly done by line maintenance
personnel. The BAT switch initiates a
much more thorough and longer test of
the system and is done at scheduled
intervals (aircraft checks) only.
Class 3 Faults (in CIDS) can be checked
by selecting <SYSTEM STATUS, then
CONT> (twice), then <MAINTENANCE,
then CONT>, then <CLASS 3 FAULTS.
Approximately 18 CIDS systems are monitored. An example of a failure message
would be, FSB LAMP 02L, 05R, meaning
that Fasten Seat Belt light bulbs are
burned out in the PSUs at row 2 on the
left side and row 5 on the right side.
After correcting the fault, the message is
not cleared until the system is tested,
either by a CIDS power up (CIDS systems
are automatically tested) or by testing the
particular system on the CIDS PTP.

After pressing the DSPL ON push-button,


the first page gives access to 3 main parts :
- SYSTEM STATUS (to get information
on CIDS and on all connected cabin
systems),
- SYSTEM TEST (to test CIDS as well as
all connected cabin systems),
- PROGRAMMING (to change the
zoning).
Most displays show <RET (return) at the
lower left line key. Some displays show
CONT> (continue) at the lower right line
key. These two keys can be used to page
through the PTP screens.
The emergency light system can be tested
using the PTP. In the lower left corner are
the BAT and SYS test push-buttons.
Results will be TEST OK of fault information displayed on the PTP screen.

PTP Utilization - DSPL ON

23-50
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

NOTE: The TEST EMERG LIGHT/


SYS switch initiates a basic test of the
emergency lighting system. This test is
commonly done by line maintenance
personnel. The BAT switch initiates a
much more thorough and longer test of
the system and is done at scheduled
intervals (aircraft checks) only.
Class 3 Faults (in CIDS) can be checked
by selecting <SYSTEM STATUS, then
CONT> (twice), then <MAINTENANCE,
then CONT>, then <CLASS 3 FAULTS.
Approximately 18 CIDS systems are monitored. An example of a failure message
would be, FSB LAMP 02L, 05R, meaning
that Fasten Seat Belt light bulbs are
burned out in the PSUs at row 2 on the
left side and row 5 on the right side.
After correcting the fault, the message is
not cleared until the system is tested,
either by a CIDS power up (CIDS systems
are automatically tested) or by testing the
particular system on the CIDS PTP.

PTP Utilization - DSPL ON

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-50

JUN 97

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DESCRIPTION & OPERATION


FAP/AAP/PTP Interfaces
The FAP is connected to the directors
through two ARINC 429 low speed data
buses.
Through these buses, the FAP transmits
data for controlling and monitoring of the
cabin systems and receives data from the
active director for signaling.
The FAP also transmits, through these
lines, its BITE information:
- a discrete signal is transmitted to the
Emergency Power Supply Units
(EPSUs) for activation of the
emergency lighting,
- discrete signals connect the FAP and
type B DEU for EVAC activation, reset
and indication,

DESCRIPTION & OPERATION


- an analog signal connects the FAP and
the Water QTY TMTR for potable water
quantity indication,
- an analog signal connects the FAP with
the Vacuum System Controller for waste
quantity indication,
- discrete signal, out of the FAP, for
lavatory lighting, passenger reading
lights and cabin attendant work lights,
- a discrete signal for activation of the
lavatory water heater,
- a discrete signal for switching on the
heating on the waste service panel,
- a discrete signal for the water/waste
pressurized water system in order to
depressurize the potable water system in
cold weather conditions.

FAP/AAP/PTP Interfaces
The FAP is connected to the directors
through two ARINC 429 low speed data
buses.
Through these buses, the FAP transmits
data for controlling and monitoring of the
cabin systems and receives data from the
active director for signaling.
The FAP also transmits, through these
lines, its BITE information:
- a discrete signal is transmitted to the
Emergency Power Supply Units
(EPSUs) for activation of the
emergency lighting,
- discrete signals connect the FAP and
type B DEU for EVAC activation, reset
and indication,

FOR TRAINING PURPOSES ONLY

- an analog signal connects the FAP and


the Water QTY TMTR for potable water
quantity indication,
- an analog signal connects the FAP with
the Vacuum System Controller for waste
quantity indication,
- discrete signal, out of the FAP, for
lavatory lighting, passenger reading
lights and cabin attendant work lights,
- a discrete signal for activation of the
lavatory water heater,
- a discrete signal for switching on the
heating on the waste service panel,
- a discrete signal for the water/waste
pressurized water system in order to
depressurize the potable water system in
cold weather conditions.

Forward Attendant Panel Connections

Forward Attendant Panel Connections


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-51
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-51

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A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

The Aft Attendant Panel (AAP) is connected to the relevant type B DEU, for
controlling of the cabin systems, through
RS232 lines.
The AAP receives 28 VDC power supply
from the relevant type B DEU .
Discrete signals connect the AAP to the
relevant type B DEU for activation of the
EVAC system signaling, reset and indication.
A discrete signal controls the relevant lavatory water heater.
A discrete signal, out of the AAP, for call
indication reset.

The Aft Attendant Panel (AAP) is connected to the relevant type B DEU, for
controlling of the cabin systems, through
RS232 lines.
The AAP receives 28 VDC power supply
from the relevant type B DEU .
Discrete signals connect the AAP to the
relevant type B DEU for activation of the
EVAC system signaling, reset and indication.
A discrete signal controls the relevant lavatory water heater.
A discrete signal, out of the AAP, for call
indication reset.

Aft Attendant Panel Connections

Aft Attendant Panel Connections

23-52
FOR TRAINING PURPOSES ONLY

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-52

JUN 97

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The PTP is connected to the directors
through ARINC 429 low speed buses.
A discrete, out of the PTP, initiates the
system or battery test of the Emergency
Power Supply Units (EPSUs).

DESCRIPTION & OPERATION


The PTP receives a discrete signal which
indicates the result of the battery (BAT) or
system (SYS) test.

The PTP is connected to the directors


through ARINC 429 low speed buses.
A discrete, out of the PTP, initiates the
system or battery test of the Emergency
Power Supply Units (EPSUs).

FOR TRAINING PURPOSES ONLY

The PTP receives a discrete signal which


indicates the result of the battery (BAT) or
system (SYS) test.

PTP Connections

PTP Connections
JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-53
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-53

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AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Attendant Indication Panels (AIPs)
The AIP is a display panel which indicates
system information processed by the
Cabin Intercommunication Data System
(CIDS).
The AIP is installed near all attendant stations which are equipped with a handset
for passenger address and interphone purposes.
The AIP provides the following functions:
- display of handset-related information,
- interphone system messages,
- PA system messages,
- passenger lighted signs activation
information,
- passenger call indication,
- miscellaneous information.
The AIP is equipped with an alphanumeric display in two rows, each with 16
characters.
Additionally, pink and green indicator
lights are available and used as attention
getters.
The upper row of the display area is used
for the indication of information concerning the cabin and flight crew interphone
system.

DESCRIPTION & OPERATION


The upper row is divided into 3 sections, 2
sections with 4 characters and one with 8
characters.
The outer left section is provided for display of the handset status information. The
middle section is left blank and will not be
used.
The outer right section will display information about the desired interphone station or system function.
For special high priority calls, the full
width of the top line of the display will be
used.
The lower row of the display indicates
system information which is derived from
CIDS.
The circuitry of the AIP includes BITE
circuitry. No internal BITE memory is
provided, but a BITE output indicates the
operational status of the AIP.
The presence of a 1 Hz wave form indicates AIP OK to the connected DEU B.
The BITE capabilities include power-up
tests and automatic periodic tests.

Attendant Indication Panels (AIPs)


The AIP is a display panel which indicates
system information processed by the
Cabin Intercommunication Data System
(CIDS).
The AIP is installed near all attendant stations which are equipped with a handset
for passenger address and interphone purposes.
The AIP provides the following functions:
- display of handset-related information,
- interphone system messages,
- PA system messages,
- passenger lighted signs activation
information,
- passenger call indication,
- miscellaneous information.
The AIP is equipped with an alphanumeric display in two rows, each with 16
characters.
Additionally, pink and green indicator
lights are available and used as attention
getters.
The upper row of the display area is used
for the indication of information concerning the cabin and flight crew interphone
system.

Attendant Indication Panel

23-54
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

The upper row is divided into 3 sections, 2


sections with 4 characters and one with 8
characters.
The outer left section is provided for display of the handset status information. The
middle section is left blank and will not be
used.
The outer right section will display information about the desired interphone station or system function.
For special high priority calls, the full
width of the top line of the display will be
used.
The lower row of the display indicates
system information which is derived from
CIDS.
The circuitry of the AIP includes BITE
circuitry. No internal BITE memory is
provided, but a BITE output indicates the
operational status of the AIP.
The presence of a 1 Hz wave form indicates AIP OK to the connected DEU B.
The BITE capabilities include power-up
tests and automatic periodic tests.

Attendant Indication Panel

JUN 97
A320 LIMITATION 1 AND 9 COURSE

23-54

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Area Call Panels
Area Call Panels (ACPs) are installed at
each end of the passenger compartment to
the right and left of the centerline in the
ceiling.
The ACP has four separately controlled
fields, each contains two parallel connected lamps. The lights can be seen from
the front or rear of the ACP. The following are the standard colors for the lamps:
- color 1 - amber,
- color 2 - pink (optionally green),
- color 3 - pink (optionally green),
- color 4 - blue.

DESCRIPTION & OPERATION


The fields are activated either continuously or are flashed.
They are used as a far-call facility to warn
cabin attendants of passenger calls, interphone calls, and lavatory calls.
Five discrete connections link each ACP
to a nearby DEU B. One is for each field
and one for a common connection to the
lamps. The DEU B switches the lamps.
Any field or combination of fields can be
flashed.

Area Call Panels


Area Call Panels (ACPs) are installed at
each end of the passenger compartment to
the right and left of the centerline in the
ceiling.
The ACP has four separately controlled
fields, each contains two parallel connected lamps. The lights can be seen from
the front or rear of the ACP. The following are the standard colors for the lamps:
- color 1 - amber,
- color 2 - pink (optionally green),
- color 3 - pink (optionally green),
- color 4 - blue.

FOR TRAINING PURPOSES ONLY

The fields are activated either continuously or are flashed.


They are used as a far-call facility to warn
cabin attendants of passenger calls, interphone calls, and lavatory calls.
Five discrete connections link each ACP
to a nearby DEU B. One is for each field
and one for a common connection to the
lamps. The DEU B switches the lamps.
Any field or combination of fields can be
flashed.

Area Call Panels

Area Call Panels


JUN 97

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-55
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-55

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

COMMUNICATIONS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Passenger Address (PA) System
CIDS directors accept audio signals from
the various PA sources in the aircraft. The
active director assigns priorities to each
source. It transmits the signal in digital
form via the 4 top-line data buses to the
type A DEUs and, optionally via the Passenger Entertainment System Controller
(PESC), to each Passenger Control Unit
(PCU).
The type A DEUs send the signal to the
cabin loudspeakers for broadcasting. The
announcements can also be heard, at each
passenger seat, with a headset.
A PA announcement can be manually initiated from the flight deck and from the
cabin. The announcement from the flight
deck can be initiated with; the flight deck
handset, handmike, boomset mike, or oxygen-mask mike in conjunction with the
Audio Control Panels (ACPs).
The announcement from the cabin can be
initiated with the attendant handsets.

23-56
FOR TRAINING PURPOSES ONLY

COMMUNICATIONS

A319/A320
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


The following are the basic levels of priority:
- 1st priority; flight compartment,
- 2nd priority; cabin attendant stations
- 3rd priority; prerecorded announcements
(safety related and not currently an
option on UAL aircraft),
- 4th priority; boarding music and/or
entertainment system.
The levels of priority and the defined
options are programmed in the CABIN
Assignment Module (CAM).
The volume of PA announcements can be
automatically adjusted if several conditions are met.
It is the active director which establishes
the level according to the software, sending the level setting to each individual
type A DEU. Then the type A DEUs perform the required amplification.
When an engine is running, the PA volume is increased automatically by +6db.
The PA volume is also increased by +4db
in the event of cabin depressurization.

JUN 97
A320 LIMITATION 1 AND 9 COURSE

Passenger Address (PA) System


CIDS directors accept audio signals from
the various PA sources in the aircraft. The
active director assigns priorities to each
source. It transmits the signal in digital
form via the 4 top-line data buses to the
type A DEUs and, optionally via the Passenger Entertainment System Controller
(PESC), to each Passenger Control Unit
(PCU).
The type A DEUs send the signal to the
cabin loudspeakers for broadcasting. The
announcements can also be heard, at each
passenger seat, with a headset.
A PA announcement can be manually initiated from the flight deck and from the
cabin. The announcement from the flight
deck can be initiated with; the flight deck
handset, handmike, boomset mike, or oxygen-mask mike in conjunction with the
Audio Control Panels (ACPs).
The announcement from the cabin can be
initiated with the attendant handsets.

23-56

The following are the basic levels of priority:


- 1st priority; flight compartment,
- 2nd priority; cabin attendant stations
- 3rd priority; prerecorded announcements
(safety related and not currently an
option on UAL aircraft),
- 4th priority; boarding music and/or
entertainment system.
The levels of priority and the defined
options are programmed in the CABIN
Assignment Module (CAM).
The volume of PA announcements can be
automatically adjusted if several conditions are met.
It is the active director which establishes
the level according to the software, sending the level setting to each individual
type A DEU. Then the type A DEUs perform the required amplification.
When an engine is running, the PA volume is increased automatically by +6db.
The PA volume is also increased by +4db
in the event of cabin depressurization.

JUN 97

UNITED AIRLINES

UNITED AIRLINES
A318/

COMMUNICATIONS

A319/A320 /A321
AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION

DESCRIPTION & OPERATION

Passenger Address System

Passenger Address System


JUN 97
FOR TRAINING PURPOSES ONLY

A319/A320
AIRCRAFT REFERENCE GUIDE

COMMUNICATIONS

23-57
A320 LIMITATION 1 AND 9 COURSE

JUN 97

23-57

UNITED AIRLINES

UNITED AIRLINES

A318/A319/A320

COMMUNICATIONS

/A321

AIRCRAFT REFERENCE GUIDE

DESCRIPTION & OPERATION


Evacuation Signaling
The EVAC Signaling System is used to
provide aural and visual signals in the
cabin and in the flight deck for evacuation, following a request from the flight
crew or attendants should an emergency
condition happen.
The system can be controlled either from
the flight deck or from the cabin.
In the flight deck, a control panel and a
horn for aural indications are installed.
The control panel contains:
- A COMMAND guarded push-button to
start the signaling or for a complete reset
with two labels. EVAC; which flashes
red when the system is activated. ON;
which comes on white when the pushbutton is pressed in.
- A HORN SHUT OFF push-button to
silence the horn in the flight deck.
- A two position switch CAPT & PURS;
allows the system to be triggered either
from the flight deck or the cabin. With
CAPT selected, the system can only be
triggered from the flight deck.

DESCRIPTION & OPERATION


In the cabin, the system can be controlled
from the FAP or AAP.
The following keys are used for this purpose:
- RESET cancels the evacuation tone in
the corresponding