AIRCRAFT GENERAL

Min turning circle A319 20.5, A320 23, A321 27.5

319/320 if wing clears obstacle tail will too

321 tail is constraint

Overhead switch panel colours

White - system activated / deactivated
Blue - temporary selection eg anti ice
Amber - fault
Green - status eg APU available

EFIS / ECAM

PFD 1&2 + ND 1&2 (1=Capt, 2=F/O)

ECAM: top is Engine/Warning Display E/WD, bottom System/Status Display SD

ADIRS + Nav data = Display Management Computer x3 (DMC has separate channel for ECAM & EFIS in each one)
Each DMC can drive 1 x PFD, 1 x ND, 1 x E/WD or SD
DMC1 = PFD1, ND1, E/WD
DMC2 = PFD2, ND2, SD
DMC3 = backup

FWC x2 = flight warning computer; gives ECAM warnings as well as aural alerts e.g. rad alt callouts

DMCs and FWCs receive inputs from System Data Acquisition Concentrators (SDAC x 2)

EWD will be displayed top, bottom (auto transfer) or on ND1/2 if reqd. Can display SD by holding system page read
down to display up to max 30sec.

ECAM / EWD / SD colour code:

Magenta - messages applying to specific equipment
Blue - actions or limitations (blue to do)
Cyan - units
White - titles and remarks to guide crew
Green - normal
Amber - abnormal (crew awareness; no immediate action)
Red - warning (immediate crew action required)

E/WD - upper part = engine parameters (left), fuel, flaps/slats (right) all of this information is always shown
- lower part = memo msgs unless warnings or cautions then ECAM drill (left), secondary failures, special msgs or
memo items (right)

SD - system synoptics or status (correct system page automatically selected if failure) 11 system pages plus cruise
page
- bottom always has TAT/SAT, time and GW plus metric altitude if selected

ECAM classification and priorities:

Warning level 3 - continuous chime, red message E/WD, MW, SD page (immediate effect on flight safety)
Caution level 2 - single chime, amber message E/WD, MC, SD page (system failure with no immediate effect on
safety)
Caution level 1 - amber message E/WD (loss of redundancy or system not affecting safety)
Advisory - parameter pulses green (moving towards limits), SD page
Memo - information (can be green e.g. Seatbelts, amber or magenta e.g. TO inhibit)

Failures:
Independent - affects an isolated system and no further degradation of other systems
Primary- boxed and has secondary effect - systems affected on right hand side of engines screen (secondary)
Secondary - the loss of a system due to a primary failure, show with * in front

Status page colours:

Blue - limitations and procedures
Green - information
Whites - cancelled caution or maintenance (after shutdown)
Amber - inop system or approach procedures
Red - approach procedures

After a failure crew must press the ECAM clear button until all procedures / system failures have been observed and
clear light goes out on button
Flight split into 10 phases in order to apply certain inhibits and change pages.
A/c on ground, powered, engines shut down normal page is doors/oxy
When APU started, APU page called up then returns to doors/oxy page automatically
RCL key for 3 seconds recalls all faults from previous power up eg last sector (normal = no faults)
NWS MSG changes to amb after one engine started to warn you of tow bar!
2 mins after second engine started TO memo message appears
TO inhibit msg indicates that some warnings and cautions have been inhibited (power up until 2 mins / 1500' after
TO)
Flaps up - cruise pages displayed
LG down and 2000' landing memo appears
LDG inhibit at 800' which advises the vast majority of warnings and cautions are inhibited
G/A mode armed from Flap 1 to 30s after touchdown
Engine shutdown = doors/oxy page plus may get maintenance status page

Any ECAM drill which has been replaced by a QRH procedure will have the msg *REFER TO QRH PROC on ECAM

EMER CANC button on ECAM control is for cancelling spurious master cautions ONLY for the remainder of the
flight

White diagonal line through display indicates display ok but input (DMC) failure. If screen fails will be completely
blanks

FCU - Flight Control Unit (MCP!) Pull for manual control, push for managed control by the FMGC

PFD:
Managed speed target is magenta triangle (for descent can split into two to show speed range)
Manual selected speed is blue triangle
F speed minimum flap retraction green F (Flap 1 shown as S)
Vmax is lowest of flap limit speed or Vmo and shown as red barbers pole
Once clean Vmax =Vmo is fixed at 350kts to approx 25,000' then reverts to M0.82 equivalent
Green dot speed is min drag once clean (used in expedite climb mode)
Vfe is amber double bar and indicates max speed at which next stage of flap can be selected (shown below
20,000')
Vls (lowest selectable speed) is the top of there amber hockey stick
Compass rose green diamond indicates track and heading is blue triangle

Flight Path Vector (FPV) or the bird appears when TRK/FPA is selected on FCU

ILS deviation scales show when ILS or LS button is selected. LOC scale flashes if 1/4 dot displacement about 15'R
at Cat2/3 approach and G/S flashes if more than one dot off for 2 sec above 100'R. ILS course pointer shows on
compass wheel at bottom in magenta.

ND:
GS, TAS and wind direction (true) and velocity always shown top left
Rose ILS; raw data
Rose VOR; raw data for VOR or NDB approaches
Rose NAV; like centre on Boeing
Arc; normally used shows chronometer
Plan; to check route based on true north (TCAS not shown)

Auto Flight System

Nav info + perf info + ADIRS + GPS + clock + radio aids -> FMGS

FMGS is 3 parts; flight mgmt, flight guidance (FD and A/P, A/T), flight augmentation (flight envelope, manoeuvring
speed, windshear, alpha floor)

Both FMGCs compare info for validity purposes and synchronised

Pull = selected mode and will display blue on PFD/ND

Push = managed mode and displays a white dot plus dashes on FCU
Can either have FPV or FD but not both

FMA
THRUST | VERTICAL | LATERAL | APPROACH CAPABILITY & DA | AP AT FD engagement status
Max three lines per column
Second & third column can be combined when both are the same e.g land, flare

First three columns: Line one active mode green (called by PF)
Line two armed mode blue (called by PNF)
Line three reminders of messages white
Boxed indicates change
* indicates capture phase

A/P can be engaged at 100'

Flight Path Director gives guidance for FPV (commands)

A/T range is idle to climb (all engines) and idle to MCT (OEI)
Disengage with thrust lever buttons (pressing for over 15sec will inhibit it for the rest of the flight)

FMGC

Each FMGC uses own radio Nav aids to compute position. Bias is a compensating factor to add to IRS position in
case of loss of GPS primary or radio updating.
GPS lost = GPS PRIMARY
Nav accuracy < Nav rad = NAV ACCUR DOWNGRAD

Offset achieved by selecting waypoint then inserting offset. Original flight plan shown as a dotted green, new offset
solid green.

Active flight plan is solid green line, if primary flight plan is not active it is shown as a dotted green line e.g. in HDG.
Continuous blue line is missed approach, dotted blue line is diversion to alternate
Secondary flight plan is a continuous white line.

A/T is always in SPEED mode if A/P and FD are off

Land mode engages below 400'R and can only escape by G/A or switching off FD & AP
Flare mode at 40'
Thrust reduction at 30' and runway align (not annunciated)
Retard call at 10' (auto land) and 20' (manual land)
Rollout mode at touchdown

Cat3 dual to Cat3 single not annunciated below 100'R

Auto land red warning on glare shield if A/P drop out or other failures (excessive dev loc above 15' agl or GS above
100' agl)

A/P disengages automatically at MDH/MDA - 50' or 400' if not entered

FMCG master decided by which AP engaged. FMGCs connected by cross talk bus (dual mode). If both AP
engaged FMGC 1 is master

If FMGCs become disconnected they operate in independent mode (message). Crew must make same entries on
each MCDU. If cross talk starts working they will re-connect.

If one FMGC fails remaining FMGC works in single mode.

If one FCU fails you get warning ECAM but no change on FCU as other channel takes over. If both FCUs fail then
quite serious!

If you can't enter info into MCDU it is locked. Will need to reset CB. Same for fail light.

NAVIGATION

3 main systems; ADIRS & standby, radio nav, additional nav systems
DDRMI - Digital distance radio magnetic indicator
ADIRS - air data inertial reference system - 3 units (1 Captain, 2 F/O, 3 backup)
INIT page used to align ADIRUs
ADR FAULT light + ECAM = ADR fault
IR FAULT flashing = could recover attitude / heading data, FAULT steady = faulty

ILS 1 - PFD1 & ND2

ILS 2 - PFD2 & ND1

Nav aid data cannot be shown on PLAN mode (use for checking flight plan)
ADF green
VOR white

If both FMGCs fail then back up radio tuning done on RMP1&2 (no backup on RMP3)

DDRMI has data from ADIRU 1 or 3 as selected

Stby horizon only stby instrument requiring electrical power. Total elec failure it is powered for 5 mins

EGPWS is referenced to Capt baro setting and FMGC 1. If NAV ACCUR DOWNGRAD MSG then EGPWS enhanced
functions on standby

Rad alt bottom of PFD, colour changes

White line on PFD in line with red ribbon on V/S in line come up to meet horizon on landing

Wx radar tilt appears on ND as does terrain if selected

WX/Turb function only available at 40nm range

ILS ident bottom left of PFD and inbound course bottom right

GPS mode and accuracy of NAV can be checked on the progress page. Can also enter a VOR to get bearing &
distance info to compare with that on the ND. If error check is less than 3nm a/c position check is valid except in
terminal area where it is 1nm.

Standby navigation ILS will not get DME indication on ND

TCAS available in all map modes except plan

If TCAS fails, TCAS displayed in red steady on PFD & ND
TCAS RA only gives guidance on V/S display

APU

External power panel in front of nose LG has APU shutoff button and fire warning light
Max 3 start attempts then 60 mins cooling then 3 more.
APU cool down period after shut down 60-120sec. Shutdown can be aborted within cool down cycle if AVAIL still
shown by turning master switch back on.
APU bleed air up to 15,000' (2 pack) 22,500' (1 pack) but cannot supply WAI
APU can be started up to 25,000' and supply electrics to service ceiling of 39,000'
Auto shutdown = steady amber fault light in master switch plus ECAM auto shutdown msg (N overspeed, EGT
overtemp, slow start, low oil pressure, fire)
Min oil quantity pulsing green allows 10 hrs operation
One fire bottle and one fire loop (however, two elements in loop)
If use APU to packs take off allows increase in TOPL of 1,000kg

ELECTRICS

All generators are identical and a single one can supply the entire aircraft. Each is 90KVA
Emergency generator driven by RAT via hydraulics blue can provide 5KVA if all normal generators lost
DC1 powers the DC battery bus. This bus powers and can be powered by both batteries (each 23Ah).

AC essential from AC1 and DC essential from battery bus

AC essential can be powered via inverter from Bat 1

For IDG disconnect press until generator FAULT light illuminates but not more than 3sec to avoid damage to the
solenoid. FAULT light illuminates for low IDG oil pressure or high temperature. Can only be reconnected by
engineering.
GEN 1 0% 0V 0Hz means gen not operating but engine 1 is, 0% is within normal range whereas 0V and 0Hz is not.
Units in cyan, titles in white.
Load shedding shown in white beside generator box on SD labelled GALY SHED. Includes galley power, in seat
power and IFE.
If RAT/EMER GEN red FAULT light on overhead panel comes on - RAT not yet online (auto deploy). RAT requires
min speed of 140kts
If RAT doesn't deploy must use manual deploy switch on EEC panel. If still not working you have 30mins power on
batteries.
Avionics smoke will show SMOKE in amber on GEN 1 button on EEC panel. Pressing disconnects GEN 1 and main
bus bars. Same as emergency condition except fuel pumps are still powered. EEC config sheds approx 75% of all
electrics and equipment still powered is via overhead CBs except hot battery buses.

GEN1&2 > External power > APU (automatic power priority)

Green CBs are monitored and trigger an ECAM, black are unmonitored, deactivated services CBs are red and must
not be reset, yellow are on CFM engined aircraft only.

HYDRAULICS

System runs at 3000psi. System considered available above approx 1450psi. Fluid cannot be transferred between
systems.
Green - engine 1
Yellow - engine 2 + electric pump + RAT (emergency) + hand pump (cargo door manual ops)
Blue - electric pump or RAT

PTU - Power transfer unit connects green and yellow so either one can drive the other. Operates when differential
pressure > 500psi. Inhibited during first engine start then as engine 1 started (engine 2 running) the PTU is tested
and HYD PTU memo msg shown. Once engine 1 start complete PTU switched off.

Accumulators in each system manage transient pressure changes. Priority valves cutoff supply to specific users if
system pressure drops. Leak measurement valves are fitted upstream of flying controls (function??)

Hydraulic system operation fully automatic. Switches are for ABNORMAL situations except yellow electric pump!

Cargo door movement automatically activates yellow electric pump whilst door moving.

RAT can only supply 2500psi approx

LANDING GEAR

Electrically controlled and hydraulically operated.

Landing Gear control interface units (LGCIU) control LG, doors, ECAM, air con system inputs

4 braking modes; normal, alternate with anti-skid, alternate without anti-skid, parking brake

Normal braking from green hyd, alternate and park brake from yellow hyd. Gauge shows alternate (yellow) system
pressure and will indicate 0 with toe brakes.

If accumulator pressure gauge is in the green zone pressure is sufficient to hold the park brake on for 12 hrs

During taxi ECAM wheel page is automatically shown. Each green triangle is controlled by one LGCIU. No triangle
is up and locked, green is down and locked and red is in transit. Only require one green triangle for down and
locked indication e.g. If get one green and one red. However, green triangle lights are only powered by LGCIU 1 so
if electrical failure of LGCIU 1 will get no indication.

Steering hand wheel provides 75 degrees L/R. Inputs from each side are summed. Rudder pedals offer 6 degrees.
Nose wheel steering progressively decreases from 0-130 kts becoming 0 nose wheel and 100% rudder by 130kts

Autobrake disengages after LG retracted with LG lever in up position. Autobrake setting always shown on wheels
page but only appears on EWD below 800'R. Max setting only available on the ground. Autobrake can be
deselected by push button or applying foot brakes.
To use auto brakes require green hydraulics + anti-skid + one ADIRS and no failure in braking system.

Numbers announcing each wheel are surrounded by green dashes when wheels down and locked. This means
anti-skid is normal and available. REL in blue means anti-skid valves are released.

Spoilers trigger Autobrake setting to engage, DECEL light comes on when braking is 80% of required setting
LO - braking 4sec after spoilers
MED - braking 2sec after spoilers higher decel
MAX - immediate braking at max (not available on landing just take off)
Maintenance action required if temp between two brakes on same gear differ by 150 or mean temp between
landing gear differ by 200

Green arc displayed over wheel if temp increases above 100, if brake fan turned on arc goes white. Brakes hot
ECAM, and HOT on brake fan switch if temp above 300

If LG gravity extension reqd; refer to QRH

ANTI SKID amber warning means either both Brake Steering Control Units (BSCU) have failed or green hyd fault
with yellow low system pressure

Up lock indication in amber means gear down and locked with uplock engaged

FUEL

19,000kg total fuel load (A319/320). Max temp rise is 20°C (2% volume) with full tanks to avoid spillage (fills surge
tanks)
Centre tank plus inner and outer wing tanks except A321 which has centre tank and wing tanks.
2 fuel pumps per centre tank and inner wing tanks. Transfer valves allow fuel to flow from outer to inner wing tanks.
Refuel control panel on fuselage on right side. Single refuel point is under right wing. Shroud mast collects any fuel
leaks.
REFUELG ECAM message indicates fuel control panel is open

Minimum fuel for take off is 1500kg

Fuel temp warning at -43°C and green advisory at -40°C

Gross weight appears on SD when an engine is started. Fuel used indication auto resets when first engine started.

Centre tank pumps are turned off when flaps selected for take off. Centre tank pumps again feed engines once
flaps retracted and generates CTR TK FEEDG msg on EWD.

IDGs are cooled by fuel which is returned to the outer wing tanks which when full enter the inner wing tanks via a
spill pipe. If they are full the centre tank pumps switch off to make room in the inner wing tanks. Once inner wing
tanks have reduced by 500kg each then centre tanks switch back on.

When either inner tank level reaches a level of 750kg the transfer valves open and memo msg OUTER TK FUEL
XFRD on EWD. On shutdown the transfer valves remain open until the next refuelling operation.

750kg in a wing tank triggers a low fuel ECAM. 1500kg imbalance between wings triggers high side figure to pulse
green.

FOB indicator has half amb box (on EWD) if some fuel on board is unusable. Tank with unusable fuel has complete
amber box and so does fuel synoptic total. If centre tank pumps are failed fuel is unusable.

Fuel quantity indicator (FQI) if shown with two amber dashes over last two digits means that accuracy is degraded.
Look at fuel quantity to see which one is inaccurate (also shows two amber dashes). Has 2 channels with automatic
changeover if one channel fails. Works on capacitance basis.

A321 differences: total fuel approx 18,600kg. There are no outer wing tanks and therefore no transfer valves as
before.
There are transfer valves from centre tank to wing tanks; there is no direct feed from the centre tank to the engines.
They are open at all times until 5 mins after a centre tank low level is reached and they allow fuel to be drawn into
the wing tank jet pumps.

FLYING CONTROLS

All flying controls are electrically signalled, hydraulically actuated. Stabiliser and rudders can also be controlled via
mechanical backup.

Flying controls managed by 7 computers:

2 x ELAC elevator and aileron computer (status shown on SD) = normal elevator / stabiliser control, aileron control
3 x SEC spoiler and elevator computer (status shown on SD) = spoilers control, standby elevator / stabiliser control
2 x FAC flight augmentation computer = rudder control

Also FCDC flight control data concentrators take info from ELACs and SECs and send it to EIS for display
FACs send data directly to EIS for display
Pitch control via 2 elevators and trimmable horizontal stabiliser THS [ELAC2 > ELAC1 > SEC1/SEC2 > MANUAL
PITCH TRIM]
Modes are active (electrically controlled), damping (follows surface movement), centred (hydraulically held in neutral
position)

Roll control via 1 aileron [ELAC1 > ELAC2] and 4 spoilers per wing [SECs]
Aileron modes are active and damping. Can also droop 5° for take off

Rudder deflection is controlled as a function of speed but does not have protection (rudder ratio).
If both FACs fail full rudder travel once slats extended

Spoilers: speed brakes (3 middle), roll control (4 outer), ground spoilers (all) [SECs]
During RTO ground spoilers activate above 72kts
During landing spoilers extend if both LG touch down, both engines idle and spoilers armed. If not armed both LG
down, 1 engine in reverse plus other at idle. If touchdown on only one LG then spoilers half extend until other gear
touchdown.

5 slats on each leading edge, 2 flaps on trailing edge controlled by 2 SFCC slat flap control computer each having 2
channels (one for flaps and one for slats)

Side stick inputs in opposite senses will be added to create a null input. If both side sticks moved in the same
sense this will still only achieve normal max deflection of controls.
When A/P engaged side sticks are locked and if enough force applied A/P will disengage plus sound warning.
Side stick take over button (red) disengages A/P. If button is pushed and held audio "priority L/R", red arrow and
other side stick inop. If try to move inop side stick green caption on active side illuminates (CAPT / FO). If held for
>40 sec latched onto one side and side stick other side locked out. To regain use of locked out side press takeover
switch briefly.

Normal law: Ground mode, flight mode, flare mode, ground mode

Side stick input is rate of roll in roll and g loading in pitch

Control surface deflection is fed back to flit control computers. It may result in a change to surface deflection with
no change in side stick movement to meet demanded roll / pitch input.

Normal law includes pitch protection in the following ways:

• Load factor (full side stick movement without exceeding max g load clean +2.5g to -1g and flaps out
+2g to 0g)
• Pitch attitude (small green dashes on PFD +20° to +30° and -15°)
• High AoA: this is activated when speed drops below VLS to Valphaprotect (start of amber bricks on
speed tape) and continues to Valphamax (start of red bricks i.e. stall margin speed) and will not allow a higher
AoA than Alphamax. A/P drops out at Alphaprotect +1°
• High speed (Vmo/Mmo shown as start of red bricks, green dashes at Vmo+6 kts indicate speed
protection active which is at or above Vmo). If protection activated A/P drops out and a/c pitches up with pitch
trim frozen. If neutral input speed will remain at Vmo/Mmo. Roll protection reduces bank limit to 40° and if no
input roll reduces to 0°.
• Lateral protection; bank angle (normal roll to 33 degrees without elevator trim, up to 67 degrees max
shown by green dashes). Flight directors disappear above 45°. Releasing side stick means AoB reduces to 33
degrees and is held, flight directors reappear at 40°. Max roll rate is 15°/second

Multiple failures (never a single failure) will cause degradation of normal law to alternate law. This may be called
reconfiguration.

Alternate law: in flight pitch is still load factor (no change), roll control like a conventional aeroplane based on
surface deflection and proportional to speed (feels more sensitive) and yaw damping more limited. In landing mode
goes into direct law when LG selected down. Most protections are lost (pitch, bank angle,)

High alpha replaced by stall warning speed Vsw and low speed stability. As speed approaches Vsw a/c will pitch
down. At Vsw warning "stall, stall". A/c will stall if warning ignored.

High speed protection replaced by high speed stability with nose up pitch which can be overridden by pilot input
(different from normal law)

Possible in alternate law that could have no protection except pitch loading dependent on failures.

Direct law is lowest level; pilot inputs are sent direct to control surfaces. Very unlikely in flight except once LG
down. No protections and aircraft responds like a conventional aircraft. No auto trim, manual pitch trim only. No
Dutch roll or turn co-ordination damping. Max roll rate clean is 30°/second.

In mechanical backup mode only pitch control is trim wheel and roll achieved with rudder pedals providing one
hydraulic system available. Extremely unlikely and resets should recover some normal controls.

If aircraft departs normal flight envelope in normal law then aircraft drops into alternate law and allows recovery.
Remains in alternate law without protections, auto pitch trim and stays in alternate even with LG down.

On take off in normal law changes from ground mode 5sec after lift off
On landing changes from flight mode to flare mode below 50'R

NORMAL LAW
|
\/
FAILURES or A/C ATTITUDE
|
\/
ALTERNATE LAW (with or with out protections)
|
\/
LG DOWN or FAILURES
|
\/
DIRECT LAW
|
\/
FAILURES
|
\/
MECHANICAL BACKUP

If flaps not retracted from 1 to 0 then TE will be automatically retract but not the slats. Conf 1 shown.

Speed brake pulled to arm ground spoilers, pushed to use speed brakes. With A/P engaged deflection is half that in
manual flight. Speed brake retraction speed is reduced at high speed

LG compression causes spoilers to deploy. If only one LG compressed get half deployment until both LG are.
Applying power retracts spoilers.

SEC 3 only works on spoilers.

Each hydraulic source has a separate actuator on control surfaces. One actuator is always in active mode
(depending on FCC) and the rest are in damping mode. If an FCC fails then actuator controlled by it go into
damping mode and have a half amber box shown.

If both ELAC 1&2 u/s SEC 2 allows pitch via elevator and stab trim, roll only available from spoilers as ailerons in
damping mode??.? If SEC 2 fails then replaced by SEC 1.

If elevator fails on one side then remaining side operates with reduced deflection to prevent over stress of tail
structure. If both sides fail elevators are set to neutral position.

Mechanical backup always available

If spoiler on one wing fails, spoiler on other side will be inhibited to maintain symmetry. Spoilers are retracted if
faulty, inhibited or not electrically controlled. If hydraulic actuator fails remains in current position unless pushed
down by air loads.

If both FCDCs fail SD display has amber crosses and positions except rudder are lost.

When an SFCC flap channel is inop flaps will operate at half speed. If both channels fail both slats and flaps will
operate at half speed.
Will cause alternate law.

In the event of asymmetry, uncommanded movement, symmetrical runaway or overspeed hydraulic wing tip brakes
prevent movement of the flaps and once engaged cannot be released in flight.
Slats / flaps controlled by 2 x SFCC (slat flap control computer). If one fails slats / flaps move at half speed.
Flaps electrically signalled and hydraulically operated by green & yellow.
Slats electrically signalled and hydraulically operated by green & blue.
In position 1 flaps but not slats auto retract above 210 kts.

POWERPLANT

International Aero Engines V2500 on all variants; 2 spool engine

Engine controlled by FADEC (Full Authority Digital Engine Control) also can be known as EEC (Electronic Engine
Control). Each FADEC has 2 channels A & B; one active and one on standby to take over if active channel fails.
FADECs owered for 5 mins after AC power is connected and then shut down automatically - indications replaced
by amber crosses on EWD. When Ignition/Start selected the EWD indications appear as the FADECs are now
powered by aircraft electrics. Above N2 of 10% self powered by engine alternator.

FADECs control engine fully during automatic start and operations on ground and in the air. Limited control during
manual start.
Functions controlled or monitored are N1, N2, EPR, EGT, bleed valves, fuel valves, ignition, thrust reverse, fuel
recirculation.
Normally operates in EPR mode but failures can cause reversion to N1 mode rated or unrated. Reversion causes
loss of auto thrust capability.
If EPR mode fault need to select N1 mode on push button overhead. Doughnut moves from EPR gauge to N1
gauge. If N1 greater than N1 limit value pulses amber and if above 100% goes red. Called N1 rated mode. Further
failure cause unrated N1 mode (no doughnut and no N1 max amber tick and no N1 thrust reference limit). N1 mode
= manual thrust with no over boost protection. Emergency Electrical Config causes unrated N1 mode.
Idle control varies: modulated idle in flight depending on bleed demand, approach idle when flaps out and reverse
idle which is higher than normal ground idle

Thrust levers can only be moved manually and have 5 detents:

Max reverse
Idle (reverse idle if reverse switches lifted upwards)
Climb = max climb EPR available
Flex / MCT = assumed temp take off or max continuous thrust on one engine (if no flex temp set will give MCT)
TOGA = full thrust for full power take off and go-around

On ground thrust levers operate conventionally over whole quadrant. Thrust limit mode is TOGA (based on OAT) or
FLEX

On take off TOGA power is always available by moving T/L into TOGA detent. After take off if move T/L from Flex to
TOGA or Climb and back to Flex/MCT will get MCT. Flex derate is lost.

FMA indications:
LVR ASYM - A/T active and one lever out of Climb detent (amber)
LVR CLB - above Aa T/L not in Climb detent (flashes white)
LVR MCT - one engine inop and T/L not in MCT detent (flashes white)

EWD / SD indications:
EGT amber tick indicates limit which changes by phase of flight. It is not displayed on take off.

Start valve position is indicated on engine SD page.

Fuel supplied under positive pressure by fuel pumps then through engine driven pump (two stage) plus used to cool
both engine oil and IDG oil.

Automatic start sequence:

Mode selector to ignition/start: FADECs powered, EIS indications
Engine master switch on: start valve opens, fuel used reset
N2 rotation then N1
30sec after master switch igniter starts either A or B (alternates on successive starts unless second attempt and
uses both)
Fuel flows
N2 43% start valve closes and ignition turned off
N2 stabilises at about 58% and grey box disappears indicating start sequence complete
After first engine start GW displayed on SD screen
Stable idle = 4, 2, 5, 3 on EWD
Engine warmup is 5 mins

Manual start process (use FCOM):

FADEC controls closing start valve and ignition cutoff
Man start push button on overhead panel opens start valve
Master switch puts fuel in, both ignitors on and resets fuel used then need EGT increase within 20sec
After engine start complete man start push button turned off.

On take off set 50% N1 initially to stabilise then move to FLEX gate. TOGA thrust is always available
At AA when levers moved to climb auto thrust engages in CLB
At 1500' engine page replaced by cruise page and TO inhibit removed

In heavy rain or turbulence recommended to set ignition on - get memo msg. Automatically on with engine anti ice
and approach phase.

Warm up 5 mins after second engine running. Cool down 3 mins if using above rev idle on taxi in before shut down.

EIS indications:
Fuel used from last sector resets when first engine starts
OIl quantity pulses green when quantity drops below 5 quarts
Oil pressure amber below 80psi and red below 60 psi plus CRC
Vibration pulses green above 5 units
Fuel / oil filters - if become clogged CLOG in amber displayed
If nacelle (anti ice area at front of engine) temp increases above 320°C the temp pops up with value pulsing green
When both engines shut down GW disappears
If EGT exceedence pulses amber then red. Tick mark in red records max EGT

If significant difference between EGT, N1, N2 and fuel flow CHK in amber beside indication which means one of the
indications is unreliable.

FIRE PROTECTION

Each engine and APU have 1 FDU (fire detection unit) and two loops A and B in parallel. Both loops need to trigger
if working or single loop if one u/s. Both loops breaking within 5 secs of each other will trigger a fire warning. If both
loops or FDU in that system fails get FIRE DET FAULT caution (level 2). Each engine loop has an element in the
core, fan and pylon.
Each engine has 2 fire bottles, APU has 1 bottle which is automatically discharged if fire detected.

Engine Fire Switch when pushed pops out and causes:

Silences aural warning
Arms squibs (white SQUIB light)
Closes low pressure fuel valve, hydraulic fire shut off valve, engine bleed valve and pack control valves
Cuts FADEC power supply
Deactivates IDG
Starts countdown timer

When initial countdown finished fire agent 1 (gives amber DISCH) light and starts second countdown of 30 sec for
agent 2. If fire extinguished then msg and light in switch plus countdown all disappear. LAND ASAP red changes to
LAND ASAP amber.

APU Fire Switch when pushed causes:

Silences aural warning
APU shutdown
Arms squib (white SQUIB light)
Closes low pressure fuel valve, APU bleed valve and cross feed valve
Shuts off APU fuel pump
Deactivates APU generator

APU fire light also comes on at nose gear panel with warning horn. APU will auto shutdown and fire extinguisher
after 3 secs. If an emergency condition is detected by ground crew the APU can be shutdown immediately with
button on nose gear.

Smoke detection in avionics air extraction duct - indications are SMOKE on EEC config panel and FAULT light x2
on ventilation panel. No extinguishing system.

Toilet smoke detectors linked to SDCU (smoke detection control unit) which feeds FWC and CIDS (cabin inter
communication data system)

Cargo compartments have 2 smoke detectors in front hold, 4 in rear hold. Each connected to one of two loops.
Loops connected to SDCU and then FWC for cockpit indications. 2 detectors in each hold need to detect smoke to
trigger warning. SMOKE illuminates on cargo smoke panel.
One fire bottle for both holds (assumes only one fire). One nozzle into forward hold and two into rear hold. When
bottle discharged DISCH light confirms bottle fired.
Smoke in cargo holds cause hold isolation valves to close automatically. SMOKE will remain illuminated since
detects agent and red LAND ASAP remains as a result.

On walk round need to check APU over pressure indication disc is intact (red)

PNEUMATICS

3 sources; engines, APU and HP air start cart

Used for air conditioning, engine starting, wing anti-icing, water tank pressure, hydraulic reservoir pressurisation.

System monitored by two BMCs (Bleed Management Computer) one per engine. If one fails the other takes over
most functions.

Bleed air leak detectors in LEs, pylons and along APU duct which if triggered BMC isolates that part of the system
automatically.

Bleed air from engines come from IP and HP valves in the engines and controlled automatically. Normally IP except
at low thrust settings. Bleed valve acts as both shutoff and pressure regulating valve (approx 45psi) but only
controls IP valve since HP fully automatic. Pre-cooler uses fan air to regulate temperature approx output 200°C.
Cross bleed can connect both systems downstream of the pre-coolers. Bleed valve closed by BMC if over temp,
over pressure, leak, open start valve or APU bleed on. Also closes for Fire Switch. FAULT in amber come son in
bleed switch for all fault conditions including valve not in commanded position.

If bleed valve shows FAULT, light remains on and you do not switch engine bleed off. Single bleed cannot supply 2
packs and WAI so need to turn one pack off if WAI reqd.

Ground bleed legend on SD is always green on ground whether supplied or not. Disappears once in the air.

APU bleed air has priority over engine bleed air so when APU bleed selected on will close engine bleed valves.
When APU shut down APU valve disappears from SD schematic.

If using air start unit then cross feed would need to be opened manually to start engine 2. Switch APU bled off to
prevent possible reverse flow.

AIR CONDITIONING

System has 2 pack control flow valves, 2 packs (air cycle machines) , 2 pack controllers, 1 zone controller, 1 mixing
unit, 2 cabin fans, 1 hot air pressure regulating valve, 3 trim air valves, 1 ram air inlet

Bleed air travels through pack flow control valve which can modulate to control pressure into pack.

Each pack has 3 heat exchangers with bypass valve past last 2 to allow temp control via mixing

Pack controller controls pack flow control valve, inlet and outlet scoops and bypass valve. During take off and
landing both inlet and outlet scoops close to prevent FOD damage.

Outlet air from packs fed to mixing unit. If both packs fail a ram air valve admits air to the mixing unit assuming
cabin pressure diff <1psi.

ECAM monitors pack flow, compressor outlet temp, bypass valve position and pack outlet temp.

3 zones; cockpit, fwd cabin, aft cabin

Zone controller monitors temperatures and communicates with pack controllers. Mixing unit sends cold air and 3
trim air valves modify actual zone supply. Trim air valves are supplied by Hot air valve which controls pressure of
hot air and can isolate trim air system. Hot air to trim system is downstream of pack air valves so if pack valves off
no trim air available. Zone controller controls position of trim air valves and hot air valve. Zone temp rotary switches
offer 18 - 30C and each division is 2 C.
If one channel fails in Zone Controller then secondary takes over - ALTN MODE displayed in green and hot air valve
plus trim air valves close - means all zones controlled to 24°C.
If both channels fail PACK REG shown in green, zone temps disappear and packs delver a fixed temp of 20°C pack
1 and 10°C pack 2. In ALTN MODE and PACK REG pack 1 controls cockpit and pack 2 the cabin.
If hot air valve fails then pack 1 controls cockpit and pack 2 the cabin. Temp will be as demanded cockpit and
mean of both demanded temps in cabin for fwd and aft zones.
Pack switches on overhead panel control pack control valves. Hot air switch controls hot air valve.
Cabin fans switch is on ventilation panel
Pack flow switch controls flow rate / fuel burn when running on 2 engines. No effect when on APU or 1 engine as
automatically set to high flow. Will also increase flow if temp demand cannot be met.

Pack valves close automatically when engine start is initiated and open when start complete. APU continues to
supply packs after engines running until turned off. If doing a bleeds off takeoff then just need to leave APU running
as engine bleed valves will remain closed. When APU bleed turned off cross feed closes, engine bleed valves open.

External PRE conditioned air can be supplied into mixing unit - no cockpit indications of this.

Hot air switch illuminates FAULT if duct overheat detected in conditioned air supply. Trim air and hot air valves all
close automatically.
If fault in cabin fan detected get FAN in amber displayed at top of COND page.

Cargo air supplied via inlet isolation valve and discharged overboard via an outlet isolation valve sometimes with
the help of an extractor fan. This is controlled by a cargo ventilation controller

PRESSURISATION

Constant pack supply and pressurisation controlled by outflow valve which has 2 motors controlled each by a CPC
(Cabin Pressure Controller). Controller plus motor = system. Only one system operates at a time with the other as a
backup. A third manually controlled motor is fitted in case of a double system failure. Double CPC failure gives
FAULT light in mode selector
CPCs interface with ADIRS, FMGC, LGCIU and EIU (Engine Interface Unit)

2 safety valves prevent excessive cabin positive (8.6psi) or negative (1psi) differential pressure. If safety valve opens
due to diff pressure shown as SAFETY in amber on CAB PRESS page

CAB PRESS page shows diff pressure valves, outflow valve position, system in use, avionics cooling etc. If cabin
v/s exceeds 1800'/min pulses green.

At start of take off outflow valve partially closed to pressurise to 0.1psi to prevent pressure surge at rotate. Similar
effect when coming into land.

When pressurisation landing elevation set to auto info comes from the FMGS. If no info from FMGS baro ref is
taken from Captain's baro ref from ADIRS. Max descent rate approx 750'/min and cabin reaches destination
altitude just prior to touchdown. After landing outflow valve fully opened to ensure no diff pressure. Once valve fully
open changeover of controllers takes place ready for next flight so controllers used equally.

Cruise page shows most needed info

When using cabin altitude manual control aim for 300'/min. Schedule shown on status page.

Ditching switch closes all valve under water line in the event of a ditching

Max cabin altitude 8,000'. At 8,800' pulses green and if it reaches 9,550' Master Warning EXCESS CAB ALT with
CRC. At 11,300' No smoking / Fasten belts / exit sign illuminate. Masks drop?

Max cabin diff is 8.6psi. Shown amber if below -0.4psi or above 8.5psi.

VENTILATION

2 systems:
Lavatory and galley extraction fan to Overboard via outflow valve runs continuously
Avionics ventilation CBs, flight deck instruments and avionics bays
Blower and extractor fans run continuously when aircraft powered. Intake LHS, extract RHS
Closed circuit config when OAT cool and uses skin heat exchanger as opposed to open or intermediate config.

FAULT lights in ventilation switches come on if low pressure, computer problems or smoke warning and blower
FAULT can indicate duct overheat condition.

if blower in override then fan switched off and extract continues to run (closed config / smoke config)
If extract in override then both fans run and closed config / smoke config
If both switched to override blower fan stops, cooling air supplied from air con and is vented overboard

ICE & RAIN PROTECTION

WAI 3 outboard slats air supplied from HP and if electrical failure valve fails open
When probe/window heat switch in auto they are heated after first engine start but can defrost before engine start
by switching to ON if reqd
Engine anti ice on means ignition to continuous and idle N1 increase with associated EPR limit decrease due to
bleed extraction
If fan blade icing suspected 50% N1 to try and shed

OXYGEN

Cockpit gaseous. If OXY shown in amber on DOORS/OXY page then crew oxygen is switched off. If value half
boxed pressure low.
Cabin chemical generators 13 mins which starts when mask pulled towards face and away from PSU
Drawer smoke hood 20 mins

COMMUNICATIONS

overhead panel has cabin call buttons; fwd or aft (double chime) or emergency (triple chime). If CC call cockpit 3
long buzzes and ON light flashes white and CALL light amber.

CVR records last 2 hours. To erase push button for 2 secs if a/c powered, on ground with park brake on. Runs for
5 mins after first power up then switches off. To test apply power ON, check park brake on and press test button -
check for pulsing tone. It will revert to auto mode automatically after first engine start and run until 5 mins after last
engine shutdown.

AIDS (Aircraft Integrated Data System) button take a snapshot of system parameters

LIGHTING

Right hand dome light is only light source if on battery only

NLG has taxi light (small), take off light (large) and two turnoff lights
Landing lights on wings extend into airflow
NO SMOKING - auto signs - on permanently and exit signs when gear down
Emergency exit lights come on if power lost to DC ESS SHED bus

DOORS

4 main doors with slides

2 escape hatches on each side with one slide pack stowed in wing root
3 cargo doors; 2 main hydraulic and 1 bulk manual

LIMITATIONS

Maneuvre clean (-1 to +2.5), slats or slats & flaps (0 to +2)

MTOWMLW
A31964,00061,000
A32073,50064,500

Max wind for pax door operation 65kts (cargo doors 40kts unless leeward side then 50kts)

Runway slope ±2% and width 45m

Max crosswind 38kts including gusts

Max tailwind 15kts (take off) and 10kts (landing)

LG retract 220kts / extend 250kts / extended 280kts

Max tyre speed 195kts

Cockpit window open 200kts

Wipers 230kts
Cabin pressure 8.6psi

Min A/P engage height 100'

Slats / flaps operation 20,000'

Fuel max outer tank imbalance 690kg

APU after 3 starter cycles wait 60 mins then 3 more permitted