A320 Airframe & Powerplant, Electro, Avionics Level 3 PDF

A320 Family Training Manual
Airframe & Powerplant / Electro / Avionics

Level 3
Technical Training
THTA
Issue 2
June 2004
Training Manual
A320 Family
00 General Information
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Equipment Identification/Functional Item Numbers (FIN) . . . . . . . . . . . . . 13
Functional Item Numbers (FIN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
System Identification Letters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Circuit identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Identification of Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Inspection of the Engine after a Bird Strike or Slush Ingestion . . . . . . . . . 7

Inspection/Check of Foreign Objet Damage (FOD) (Bird Strike Included) . . 7
05-57 Aircraft Stability

Check of the Aircraft Stability on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
06 Dimensions and Areas

06-00 General
05 Time Limits - Maintenance Checks
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Scheduled Maintenance Checks (05-20-00). . . . . . . . . . . . . . . . . . . . . . . . . 1
Unscheduled Maintenance Checks (05-50-00). . . . . . . . . . . . . . . . . . . . . . . 1
06-10 Fuselage Datum Lines

Coordinate System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
06-20 Zoning
05-20 Scheduled Maintenance Checks

Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Task numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedure Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Major Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Major Sub - Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Unit Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
06-30 Stations
05-50 Unscheduled Maintenance Checks

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fluid Leak Measurement - Maintenance Practices . . . . . . . . . . . . . . . . . . . .
Measurement of Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Check of the External Leaks of the Hydraulic Components . . . . . . . . . . . . .
Standard Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preparation for Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
1
1
1
2

Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection after Hard/Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . . .
Example: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADAS Structure Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
Copyright by SR Technics
Table of Contents
1
1
2
2
5
5
Stations (STA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Frames (FR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Section Numbers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
06-40 Access
Access Panels and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
07 Lifting & Shoring

07-00 Jacking
Jacking the A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
08 Leveling and Weighing

Aircraft Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Weighing of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Corresponding with JAR

For training purposes only
Contents - 1
Training Manual
A320 Family
10 Parking & Mooring
08-10 Weighing and Balancing

Inspection/Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Weigh the Aircraft and Calculate the Position of the Center of Gravity . . . . 2
Extract from Weight & Balance Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Aircraft Views and Main Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Reference Trihedral and Balance Scale Definition . . . . . . . . . . . . . . . . . . . . 5
Definition of the Reference Chord and Relevant Formulae . . . . . . . . . . . . . 7
Weight Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
10. Effect of Moving Components on the Aircraft CG . . . . . . . . . . . . . . . . . 13
B. Weighing on Aircraft Jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Weighing on Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Equipment / Component Removal List . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Aircraft Stability Control During Loading and Unloading . . . . . . . . . . . . . . . 21
Abbreviations - Aircraft Weighing and Leveling . . . . . . . . . . . . . . . . . . . . 23
10-00 General
12 Servicing
12-00 General
"NO STEP" Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
20 Maintenance Practices
20-00 Sta Lock Fasteners
Removal / Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
00-20-Study Questions
08-21 QUICK LEVELING

Leveling Methods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Leveling using the Attitude Monitor . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Leveling with a Spirit Level in the FWD Cargo Compartment . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Leveling with a Spirit Level in the Passenger Compartment . . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Leveling Procedure with the ADIRU . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Access to the Parameter Call-Up Menus . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
2
2
2
2
2
2
3
00-00 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

05-00 Time Limits- Maintenance Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . .
06-00 Dimensions and Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
07-00 Lifting and Shoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
08-00 Leveling and Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
09-00 Towing and Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-00 Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-00 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20-00 Standard Practices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
2
2
3
3
3
4
21 Air Conditioning
09 Towing and Taxiing
21-00 General
09-00 General
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Apr04/THTA
Table of Contents
System Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sub Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling Pack Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
4
6
6
8
Contents - 2
Training Manual
A320 Family
Air Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
21-21 Air Distribution and Recirculation

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
21-23 Lavatory and Galley Ventilation

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation of Lavatory and Galley Extraction Fan . . . . . . . . . . . . . . . . . . . . .
2
2
2
5
5
5
6
21-24 Individual Air Distribution

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
21-26 Avionics Equipment Ventilation

Avionics Ventilation System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Avionics Ventilation System Normal Operation . . . . . . . . . . . . . . . . . . . . . . 7
Avionics Ventilation System Abnormal Operation. . . . . . . . . . . . . . . . . . . . 10
Avionics Ventilation System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Avionics Ventilation System Computer Interfaces . . . . . . . . . . . . . . . . . . . 18
Avionics Ventilation LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
AEVC Bite and Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
21-28 Cargo Compartment Ventilation

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Main Components and Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
21-31 Pressurization Control

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Automatic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Apr04/THTA
Table of Contents
Manual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Main Components and Subsystem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Cabin Pressure Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Safety Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Automatic Pressure Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Manuale Pressure Control Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
System Control Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Interface Unit (EIU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Landing Gear Control Interface Unit (LGCIU) . . . . . . . . . . . . . . . . . . . . . . . . 9
Air Data Inertial Reference Unit (ADIRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Flight Management and Guidance Computer . . . . . . . . . . . . . . . . . . . . . . . . 9
Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Controller 1 /Controller 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Air Conditioning Panel and Cabin Pressurization Panel . . . . . . . . . . . . . . . 10
Pressurization Panel / Motor 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
System Monitoring Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Flight Warning Computer (FWC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
System Data Acquisition Concentrator (SDAQ) . . . . . . . . . . . . . . . . . . . . . 11
Centralized Fault Display Interface Unit (CFDIU) . . . . . . . . . . . . . . . . . . . . 11
Cabin Intercommunication Data System (CIDS) . . . . . . . . . . . . . . . . . . . . . 11
Cabin Press Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Cabin Press Panel /SDACs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Safety Valves /SDACs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Pressurization System LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Functional Test of Manual Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Aircraft Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Cabin Pressure Controller (CPC) Bite and Test Description . . . . . . . . . . . 21
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Contents - 3
Training Manual
A320 Family
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
State Change Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
25
26
28
21-51 Flow Control and Indication

Pack Flow Control Valve (FCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
21-52 Air Cooling System

Pack Flow Control Valve (FCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bypass Valve (BPV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ram Air Inlet / Outlet Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti-Ice Valve (AIV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Cycle Machine (ACM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exchangers - Reheater - Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water Extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
3
3
3
21-55 Emergency Ram Air Inlet

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Emergency Ram Air Inlet Flap Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
21-61 Pack Temperature Control

Pack Controller Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operational Temperature Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Back-Up Temperature and Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pack Sensors Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pack Inlet Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Pneumatic Overheat Sensor . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Overheat Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water Extractor Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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4
Table of Contents
Pack Outlet Pneumatic Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Pack Outlet Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Pack Overheat and Controller Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Pack Overheat T = 205C (401F) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Pack Overheat T = 210C (410F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Pack Overheat T = 230C (446F) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Pack Overheat T = 260C (500F) or 4 Times 230C (446F) . . . . . . . . . . 11
Primary Computer Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Primary and Secondary Computers Failure . . . . . . . . . . . . . . . . . . . . . . . . 13
21-63 Cockpit and Cabin Temperature Control

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

Contents - 4
Training Manual
A320 Family
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Data Acquisition Concentrator (SDAC) . . . . . . . . . . . . . . . . . . . . .
Engine Interface Unit (EIU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Data Inertial Reference Unit 3 (ADIRU 3) . . . . . . . . . . . . . . . . . . . . . . .
Electronic Control Box (ECB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Centralized Fault Display Interface Unit (CFDIU) . . . . . . . . . . . . . . . . . . . .
Zone and Pack Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fans Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti-Ice and Pneumatic Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear Control Interface Unit 2 (LGCIU 2) . . . . . . . . . . . . . . . . . . . .
Braking and Steering Control Unit (BSCU) . . . . . . . . . . . . . . . . . . . . . . . . .
Zone and Pack Controller Bite and Test Description . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
14
14
14
14
14
14
14
14
15
15
16
16
18
20
22
21-Study Questions
22 Auto Flight
22-00 General
Auto Flight System Design Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFS/ Fly by Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Flight System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMGCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FACs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
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Table of Contents
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Rudder Travel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Flight Envelope Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FMGC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
MCDUs (Control Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FCU (Control Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Lateral Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Vertical Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
A/ THR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
MCDUs (Display Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FCU (Display Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
PFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
NDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ECAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Auto Flight System Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . 11
FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
MCDUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
NDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
PFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Resets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
RMPs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
EWD/ SD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Attention Getters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Basic Operational Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Data Base Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Power- Up Test FD Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Contents - 5
Training Manual
A320 Family
MCDU Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
A/ THR Engagement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
AP Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
22-10 Autopilot
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Autopilot Engagement Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Load Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FD Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FD Bars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FPD/ FPV Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Flight Director Engagement Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Flight Guidance Priority Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
AP, FD, A/THR Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Selected/ Managed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
AP/ FD Lateral Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
LOC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
AP/ FD Vertical Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
V/ S - FPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Open CLB - Open DES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
CLB - DES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Altitude Constraint Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
AP/ FD Common Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Take Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
FM Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
GO Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
FMGS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Altitude Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Apr04/THTA
Table of Contents
Decision Height (DH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Autoland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FCU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMA Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LAND Capability Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
45
46
46
48
51
51
52
22-30 Autothrust
Autothrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/ THR Loop Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/ THR Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/ THR Function Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alphafloor Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/ THR Operation In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disconnection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Autothrust Engagement Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alpha Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
1
1
3
3
3
3
6
7
22-60 Flight Augmentation

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flight Augmentation Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
YAW AXIS Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
YAW Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
YAW Damping Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
YAW Damping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Speed Computation Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Contents - 6
Training Manual
A320 Family
Speed Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Windshear Warning and Guidance System . . . . . . . . . . . . . . . . . . . . . . . .
Low Energy Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Envelope Data on PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Trend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Target Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECON Speed Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum Selectable Speed VLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alpha Protection Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alpha Max Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
12
13
13
13
13
13
13
13
14
15
22-70 Flight Management System

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flight Management (FM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FMGC Modes of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Dual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Master FMGC Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Independent Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Single Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Navigation Data Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Lateral Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Vertical Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Flight Management Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FM Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Typical FM Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lateral Principles and Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Position Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
RADIO Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
GPS Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FM Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Apr04/THTA
Table of Contents
Vertical Principles and Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FMGS Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lateral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMGS Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other FM Functions via MCDU Mode-Keys . . . . . . . . . . . . . . . . . . . . . . . .
EFIS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Management (FM) Display on PFD . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Management (FM) Display on ND . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Base Display P/ Bs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Management (FM) Source Switching . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Base Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossloading Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossloading Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossloading Operation (Continued). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warnings and Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
17
17
26
26
30
32
32
33
35
36
36
37
37
40
41
41
42
22-80 AFS Components

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

Contents - 7
Training Manual
A320 Family
Alphanumeric Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page Keys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Display Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Line Select Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Display Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Color Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMA Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
14
15
16
16
17
17
18
21
21
22-90 Fault Isolation and Tests

AFS Maintenance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
BITEs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FAC/ FM/ FG BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FCU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MCDU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Ground Scan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LAND Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Safety Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FMGC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
FAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FlDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
22-99 CFDS
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Last Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Apr04/THTA
Table of Contents
Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Trouble Shooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fault Isolation Exercise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Ground Scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Windshear Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Land Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Land Test Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Test OK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Anomaly Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
22-Study Questions
23 Communication
23-00 General
23-11 HF System
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
23-12 VHF System

VHF Transceiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
23-13 Radio Management

Radio Management Panels (RMPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP / Radio Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP Communication Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP NAV Back Up Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
2
3
6
7
8
23-24 ACARS
ACARS Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ACARS VHF Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ACARS Management Unit (ACARS MU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Contents - 8
Training Manual
A320 Family
Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ACARS ECAM Messages (Memo) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
ACARS Test via CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
23-28 Satellite Communications System

System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Main Components and Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Equipment Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
23-32 Announcement - Music Tape Reproducer System

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
23-34 Passenger Information System (Airshow)
ACP-AMU Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Selcal Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Interphone System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Muting Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AMU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
11
12
14
15
16
23-60 Static Discharging

Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
23-71 Cockpit Voice Recorder

Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit Voice Recorder Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hot Mic - & Time Reference Recording. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
2
3
4
5
23-73 Cabin Intercommunication Data System (CIDS)
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
RCU Operation and Flight Information Displays . . . . . . . . . . . . . . . . . . . . . . 4
23-35 Cabin Telecommunications System

Component Description & Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
23-36 Passenger Information (Video)

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
23-42 Cockpit to Ground Crew Call System

23-51 Audio Management
Audio Integrating System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACP Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Audio Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
Table of Contents
1
3
7
9
CIDS Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CIDS General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CIDS Description & Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
CIDS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FAP Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AAP Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
PTP Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
CIDS Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Normal Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Abnormal Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Emergency Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
General DEU Type A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
General DEU Type B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
General PTP Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Programming and Test Panel (PTP) Utilization (CIDS). . . . . . . . . . . . . . . . 30
General FAP Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Aft Attendant Panel (AAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Attendant Indication Panel (AIP) - Presentation . . . . . . . . . . . . . . . . . . . . . 37

Contents - 9
Training Manual
A320 Family
24-24 AC Emergency Generation
24-Study Questions
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSM/G Control Unit Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voltage Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generation Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Static Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
2
9
24-30 DC Generation
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loss of the Transformer Rectifier 1, 2, or Essential . . . . . . . . . . . . . . . . . . .
Transformer Rectifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC Essential & Normal Generation Switching - D/O . . . . . . . . . . . . . . . . . .
DC Generation Monitoring and Indicating - D/O . . . . . . . . . . . . . . . . . . . . . .
DC GENERATION - BATTERIES - D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
3
4
5
7
8
9
24-40 External Power

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Normal Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Abnormal Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AC/DC Ground Service Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
DC Ground Servive Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
New Enhanced Electrical Power System Design . . . . . . . . . . . . . . . . . . . . . 9
Enhanced Electrical Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
24-50 Load Distribution

AC Electrical Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Circuit Breaker Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Configuration of Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Galley Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Refueling on Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Apr04/THTA
Table of Contents
25 Equipment / Furnishings
25-00 General
25-10 Cockpit Seats
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Captain and First Officer Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Seat Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Occupant Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
4
4
6
25-50 Cargo Loading System

Semi Automatic Cargo Loading - General. . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ball Mats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Roller Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Power Drive Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Door Sill Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
XZSingle Latch 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Additional A319 Informations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
25-62 Escape Slides

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

Contents - 11
Training Manual
A320 Family
26 Fire Protection
26-00 General
Engine and APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Extinguishing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fire Warnings and Loop Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Avionics Bay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cargo Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Lavatory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Smoke Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Waste Bin Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Smoke Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
26-01 CFDS System Report / Test

FDU - Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
SDCU - Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
System Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Lav Smoke Sys Fail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
System Status (Next Page). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
26-12 Engine Fire and Overheat Detection

Fire Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Detection Unit (FDU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Test P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Loop Fault Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Detection Fault Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
26-13 APU Fire and Overheat

Fire Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Detection Unit (FDU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Apr04/THTA
Table of Contents
Test P/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Detector Normal / Alarm / Fault States . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loop Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Detection Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
5
7
8
8
26-15 Avionics Compartment Smoke Detection

Smoke Detector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avionic Equipment Ventilation Computer (AEVC). . . . . . . . . . . . . . . . . . . . .
GEN 1 Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blower and Extract Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
26-16 Cargo Compartment Smoke Detection

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Detectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Detection Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Detection Control UNIT (SDCU) Fault . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
2
2
26-17 Lavatory Smoke Detection

Smoke Detectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Detection Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lavatory Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lavatory Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
26-21 Engine Fire Extinguishing

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

1
1
1
1
6
6
Contents - 12
Training Manual
A320 Family
26-22 APU Fire Extinguishing
Auto Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fire P/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Agent P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bottle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Red Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Operation in Case of APU Fire (Manual Extinguishing) . . . . . . . . . .
Auto Extinguishing on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Extinguishing Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
5
5
6
8
9
26-23 Cargo Compartment Fire Extinguishing

Disch Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bottle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
4
4
Spoilers 27-60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Speedbrake Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Ground Spoiler Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Flap and Slat Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Flight Controls Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Electrical Power Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Hydraulic Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Priority Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Leakage Measurement Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
27-01 EFCS Control Laws

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Pitch normal law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pitch alternate law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pitch direct law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Lateral normal law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Reduced Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
27-10 Aileron
26-24 Portable and Lavatory Fire Extinguishing

Waste Bin Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
26-Study Questions
27 Flight Controls
27-00 General
Description of Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Flight Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ailerons 27-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder 27-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevators 27-30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trimmable Horizontal Stabilizer 27-40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
Table of Contents
2
2
4
4
4
5
5
5
Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aileron and Hydraulic Actuation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aileron Servocontrol - Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal operation with the servocontrol pressurized . . . . . . . . . . . . . . . . . . .
Operation after an electrical failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation after a hydraulic failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance and Rigging facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
4
4
5
5
6
6
7
27-20 Rudder
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Augmentation Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
YAW Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
2
Contents - 13
Training Manual
A320 Family
Rudder Travel Limitation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Rudder Mechanical Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Stops and Rigging Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Rudder Trim Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Rudder Trim Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Artificial Feel and Rudder Travel Limiting - Actuation . . . . . . . . . . . . . . . . 10
Rudder Artificial Feel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Rudder Travel Limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Normal control circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Emergency control circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Rudder Hydraulic Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Rudder Servocontrol Component Description . . . . . . . . . . . . . . . . . . . . . . 17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Yaw Damper Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Yaw Damper Servo-Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Maintenance and rigging facilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Airbus Industrie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
27-30 Elevator
Elevator Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interface with the Autopilot System (22-70) . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator-Servocontrol Simultaneous-Pressurization Logic . . . . . . . . . . . . . .
Elevator Oscillation Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
1
1
1
1
1
Table of Contents
Pitch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator and Hydraulic Actuation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator Servocontrol Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
4
4
4
4
4
6
27-40 Trimmable Horizontal Stabilizer

Trimmable Horizontal Stabilizer (THS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
THS Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
THS Mechanical Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Stop and Rigging Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cable Tension Regulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
THS Hydraulic Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Pitch Trim Actuator Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fail-Safe Ball Screw-Jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Hydraulic Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Control Valve Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Pressure-Off Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Pitch Trim Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Position Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Mechanical Control Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Ground Operation from the Electric Pumps . . . . . . . . . . . . . . . . . . . . . . . . 12
Operation in Failure Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Technical Data of THS Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
THS Position Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
27-50 Flaps
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Contents - 14
Training Manual
A320 Family
Area Call Panel Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PA System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Announcement from Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Announcement from Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit and Cabin Interphone & Call System - Presentation . . . . . . . . . . .
Service Interphone - Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Call System - Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Lighted Signs - Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . .
Bite - Failure Transmission List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Power - Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTP - System Status & Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Access via MCDU / CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Differences to Enhanced CIDS System of the A320 Family. . . . . . . . . . . .
System Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decoder/Encoder Unit (DEU) Type A . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Interface and Supply Adapter (PISA) . . . . . . . . . . . . . . . . . . . .
Stand Alone Passenger Interface and Supply Adapter (StA PISA) . . . . . .
Flight Attendant Panel (FAP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
On Board Replaceable Module (OBRM). . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Assignment Module (CAM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Integrated Prerecorded Announcement & Boarding Music (PRAM) . . . . . .
Handling of Flight Attendant Panel (FAP) . . . . . . . . . . . . . . . . . . . . . . . . . .
Prerecorded Announcement and Boarding Music (PRAM) System . . . . . .
CIDS Test / BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
40
41
43
44
45
47
49
51
53
57
59
68
71
71
73
74
75
75
76
76
77
77
77
81
86
23-Study Questions
Abnormal Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
System Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Circuit Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
24-01 System Report / Test

CFDS A320 Family Enhanced . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
24-22 AC Main Generation

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Control Unit Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Operation Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Integrated Drive Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Servicing of IDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AC Main System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Generator Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Generator Control and Protection Functions. . . . . . . . . . . . . . . . . . . . . . . . 14
Differential Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Engine Fire and Open Feeder Cable Protection . . . . . . . . . . . . . . . . . . . . . 17
Other Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
24-23 AC Auxiliary Generation
24 Electrical Power
24-00 General
Main Components and Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit Brakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GCU Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Operation Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Temperature Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enhanced Electrical Power System A320 Family . . . . . . . . . . . . . . . . . . . . .

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Contents - 10
Training Manual
A320 Family
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Controls and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Electrical Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Electrical Control and Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Hydraulic Actuation and Power Transmission . . . . . . . . . . . . . . . . . . . . . . . 1
Extension and Retraction of the Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Hydraulic Actuation and Power Transmission . . . . . . . . . . . . . . . . . . . . . . . 4
Asymmetry and Power Transmission Monitoring . . . . . . . . . . . . . . . . . . . . . 4
System Ground Operation Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Position Indicating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Flaps Electrical Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Electrical Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Power Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Feedback Position Pick-Off Unit (FPPU) . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FPPU / APPU adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Asymmetry Position Pick-Off Unit (APPU) . . . . . . . . . . . . . . . . . . . . . . . . . 14
Flap Interconnecting Strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Flap-Attachment Failure Detection Sensors . . . . . . . . . . . . . . . . . . . . . . . . 16
Wing Tip Brake and WTB Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Flaps Hydraulic Actuation and Power Transmission . . . . . . . . . . . . . . . . . 24
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Power Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Right Angle Gearbox 6203CM(6253CM) . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Line Gearbox 6209CM(6259CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Bevel Gearbox 6217CM(6267CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Torque Shafts and Steady Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Flap Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Flap Carriages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Flap and Track Fairing Operating Mechanism . . . . . . . . . . . . . . . . . . . . . . 32
Flaps Position Indicating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
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Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Instrumentation Position Pickoff-Unit (IPPU). . . . . . . . . . . . . . . . . . . . . . . . 34
CFDS - Related System Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
27-60 Spoiler
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Spoiler Hydraulic Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
27-80 Slats
Lift Augmenting (Slats) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Slats Hydraulic Actuation and Power Transmission . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power Control Unit (6001CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Bevel Gearbox, 19 degree (6003CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Tee Gearbox (6005CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Bevel Gearbox, 63.5 degree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Torque Shafts and Steady Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Slat Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
27-90 EFCS
FCDC System (Flight Control Data Concentrator) . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Training Manual
A320 Family
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Maintenance and Safety Tests/Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SFCC-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SLT System Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Panels, Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
27-Study Questions
28 Fuel A319 / 320

28-00 General
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Storage (28-10-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tanks (28-11-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tank Venting System (28-12-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intercell Transfer System (28-15-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Recirculation for Cooling (Recirculation System) . . . . . . . . . . . . . . . . .
Distribution (28-20-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Fuel Pump System (28-21-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel-Pump System (28-22-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed System (28-23-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine LP Fuel Shut Off (28-24-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refuel/Defuel System (28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU LP Fuel Shut Off (28-29-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indication on ECAM Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indication (28-40-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Quantity Indicating System (28-42-00) . . . . . . . . . . . . . . . . . . . . . . . . .
Quantity Indication (28-42-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Magnetic Level Indicators (28-43-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Tank Level Sensing (28-46-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Hi-Level BITE (28-46-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
28-10 Storage
Tanks (28-11-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
LH and RH Wing Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Center Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Water Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Clack Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Tank Venting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Burst Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Overpressure Protector (Center Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Wing Center Tank External Ventilating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Intercell Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
28-16 Fuel Recirculation and Cooling

Fuel IDG Cooling System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Return Valve Closure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel IDG Cooling System Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inner Cell High Temp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Outer Cell High Temp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Pressure Lost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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28-20 Fuel Feed

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

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Training Manual
A320 Family
Refuel/Defuel System (28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
28-21 Main Fuel Pump System

Fuel Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel-Pump Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scavenge Jet Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sequence Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Release Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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28-22 APU Feed

Fuel Pump System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Vent APU Fuel Line Pushbutton-Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
APU Inlet Low Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Drain and Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel-Feed Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
APU LP Fuel Shut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
APU Fuel LP Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Operation with Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
28-23 Crossfeed System

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed Valve 10QM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed Valve Actuator 5QE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indicating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
2
4
4
5
5
Table of Contents
28-24 Engine LP Fuel Shut Off

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cockpit Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
28-25 Refuel/Defuel System

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Refuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Defuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Refuel/Defuel Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cockpit Preselector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Refuel/Defuel Coupling 100QM(40QM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Refuel Valve 7QU(8QU), 10QU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Defuel/Transfer Valve 11QM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Air Inlet Valve 161QM(162QM)/Fuel Drain Valve 31QM(32QM). . . . . . . . . 11
Pressure Relief Valve 97QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
28-28 Additional Center Tank Transfer System

Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3. Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. Operation/Control and Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
4
5
9
28-29 APU LP Fuel Shut Off

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

2
2
2
2
2
2
2
Contents - 17
Training Manual
A320 Family
28-40 Indicating
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Quantity Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FQI Computer (FQIC) 3QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Quantity Preselector 5QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Multi-Tank Indicator 6QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cockpit Preselector 10QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FQI Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cadensicon 19QT1(19QT2), 20QT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Refuel/Defuel Operations (Ref. 28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Tank Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
High Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lo Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Full and Underfull Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Overflow Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
IDG Shut-off Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Fuel Level Sensing Control Units (FLSCUs). . . . . . . . . . . . . . . . . . . . . . . . 12
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Center-Tank High-Level Dummy-Load Resistor (6QJ) . . . . . . . . . . . . . . . . 12
Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
28-42 Quantity Indicating

Quantity Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FQI Computer (FQIC) 3QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Quantity Preselector 5QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Tank Indicator 6QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit Preselector 10QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FQI Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cadensicon 19QT1(19QT2), 20QT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refuel/Defuel Operations (Ref. 28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . .
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
Table of Contents
2
2
2
3
3
4
6
6
6
8
28-43 Manual (Magnetic) Indicators

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MLI 92QM,104QM and 113QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attitude Monitor 39QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure to enter the Parameter Alpha Call-up through the MCDU. . . . . .
2
4
4
5
5
28-99 CFDS
MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
28-Study Questions
28 Fuel A321
28-00 General
Storage (Ref. 28-10-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distribution (Ref. 28-20-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hi-Level BITE (Ref. 28-46-00). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Quantity Indicating System (Ref. 28-42-00) . . . . . . . . . . . . . . . . . . . . .
2
2
5
7
7
9
9
9
28-10 Storage
Tanks (28-11-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
LH and RH Wing Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Center Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Water Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Clack Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Tank Venting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Burst Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Overpressure Protector (Center Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Wing Center Tank External Ventilating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Contents - 18
Training Manual
A320 Family
Fuel Recirculation - Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
28-20 Fuel Feed

Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel-Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refuel/Defuel System (Ref. 28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Transfer System (Ref. 28-26-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT Transfer System (Ref. 28-28-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
1
1
1
2
2

Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel-Pump Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Release Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
2
5
5
6
28-22 APU Fuel Feed

APU Fuel Pump System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vent Apu Fuel Line Pushbutton-Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Inlet Low Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drain and Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel-Feed Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apu LP Fuel Shut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel LP Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation with Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
2
3
3
3
3
3
3
3
3
5
7
8
9
9
9
Table of Contents
Indication on ECAM Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed Valve 10QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed Valve Actuator 5QE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
4
4
5
5

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Refuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Defuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Refuel/Defuel Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cockpit Preselector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Refuel/Defuel Coupling 100QM(40QM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Refuel Valve 7QU(8QU), 10QU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Defuel/Transfer Valve 11QM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Air Inlet Valve 161QM(162QM)/Fuel Drain Valve 31QM(32QM). . . . . . . . . 10
Pressure Relief Valve 97QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
28-26 Main Transfer System

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

1
2
2
2
4
4
7
9
Contents - 19
Training Manual
A320 Family
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT1 and ACT2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Transfer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT1 and ACT2 Refuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT1 and ACT2 Automatic Forward Fuel Transfer . . . . . . . . . . . . . . . . . . .
ACT1 and ACT2 Manual Forward Fuel Transfer . . . . . . . . . . . . . . . . . . . . .
Operation with Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
3
3
5
5
5
7
9

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
2
28-40 Indicating
Quantity Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FQI Computer (FQIC) 3QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Quantity Preselector 5QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Multi-Tank Indicator 6QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cockpit Preselector 10QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FQI Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Ultracomps 50QT, 52QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Dualcomp 53QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Refuel/Defuel Operations (Ref. 28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Tank Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
High Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Lo Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Apr04/THTA
Table of Contents
Full and Underfull Level Sensing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Overflow Level Sensing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Shut-off Sensors: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Level Sensing Control Units (FLSCUs) . . . . . . . . . . . . . . . . . . . . . . . .
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dummy Load Resistors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
14
14
15
15
16
16
16

Quantity Indiction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FQI Computer (FQIC) 3QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Quantity Preselector 5QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Tank Indicator 6QT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit Preselector 10QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FQI Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cadensicon 19QT1(19QT2), 20QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refuel/Defuel Operations (Ref. 28-25-00). . . . . . . . . . . . . . . . . . . . . . . . . . .
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
2
2
3
5
5
5
7
7

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MLI (Magnitic Level Indicator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attitude Monitor 39QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure to enter the Parameter Alpha Call-up through the MCDU. . . . . .
1
3
3
4
4
28-99 CFDS
28-Study Questions

Contents - 20
Training Manual
A320 Family
29 Hydraulic Power
29-00 General
System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Shut-Off Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Driven Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Electric Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ram Air Turbine (RAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Power Transfer Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Priority Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Hydraulic System Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Green, Blue, Yellow Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Line Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Circuit Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
29-10 Main Hydraulic Power

System Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine 1 Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ram Air Turbine (RAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blue Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Transfer Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine 2 Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Yellow Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blue Pump Override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leak Measurement Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
2
2
2
29-11 Green Hydraulic System

Green Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reservoir. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reservoir Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Driven Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
2
2
2
2
2
Table of Contents
Ground Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
High Pressure Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Leak Measurement Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
HP Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Sampling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Leak Measurement Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Power Transfer Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Return Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Green Hydraulic System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Leakage Measurement Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine Driven Pump 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
EDP 1 Case Drain Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
EDP 1 Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Engine Fire Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Green Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Ground Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
29-12 Blue Hydraulic System

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

2
2
2
4
4
4
4
6
6
6
6
9
Contents - 21
Training Manual
A320 Family
Leakage Measurement Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
High Pressure Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Blue Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Case Drain Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Blue Electric Pump Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Ram Air Turbine (RAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
RAT Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Blue Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Return Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Ground Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
29-15 Maintenance Practices

Hydraulic Reservoir Pressurizing System. . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Restrictor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ground Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reservoir Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Manual Depressurization Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Hydraulic Reservoir Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Coupling Socket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Restrictor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Filling Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Reservoir Filling Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Reservoir Quantity Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Seal Drain System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Forward System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AFT System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Leakage Measurement System Presentation . . . . . . . . . . . . . . . . . . . . . . . 10
Apr04/THTA
Table of Contents
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Full System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
10
12
12
29-13 Yellow Hydraulic System

Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reservoir Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Driven Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ground Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Leak Measurement Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
PTU Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Return Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Yellow Hydraulic System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Leakage Measurement Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
High Pressure Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Yellow Hydraulic System Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Yellow Hydraulic System Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Yellow Hydraulic System Electric Pump Protection . . . . . . . . . . . . . . . . . . 13
Yellow Engine Driven Pump 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
EDP 2 Case Drain Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
EDP 2 Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Engine Fire Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Return Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Yellow PTU-Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Yellow Brake Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Yellow Ground Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
29-20 Auxiliary Hydraulic Power

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

Contents - 22
Training Manual
A320 Family
30 Ice & Rain Protection
29-22 Ram Air Turbine (RAT)

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
RAM Air Turbine A319/A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RAT De-Icing Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
RAT Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Retraction Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
RAM Air Turbine A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
RAT Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Retracted Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
PTU General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Transfer Unit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Transfer Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Yellow PTU Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Green PTU Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Isolation Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
5
5
5
5
5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
30-11 Wing Ice Protection

Wing Anti-Ice System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wing Anti-Ice Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LRUs Wing Anti-Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
6
8
Engine Anti-Ice System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Anti-Ice System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Anti-Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
5
30-31 Probe Ice Protection
29-30 Indication
Electrical Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
29-99 CFDS
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Flight System (AFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Controls (F/CTL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear (L/G). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
30-00 General
30-21 Engine Air Intake Ice Protection
29-23 Power Transfer System (PTU)
29-Study Questions
Table of Contents
2
3
4
6
8
Probe Heat System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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

Contents - 23
Training Manual
A320 Family
Table of Contents
30-42 Windshield Anti-Icing and Defogging
30-73 Potable Water Ice Protection
Window Heat System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fresh/Waste Water Anti-Ice LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-45 Windshield Rain Protection
31 Indicating / Recording System
Rain Removal Systems Presentation and Operation . . . . . . . . . . . . . . . . . .

Wiper System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wiper Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rain Repellent System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rain Repellent Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
30-71 Waste Water Ice Protection

Drain Mast Ice Protection System Presentation . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Users. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ice and Rain Protection LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
2
3
4
30-72 Water Service Panel Heating

Water Service Panel Heating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Apr04/THTA
2
2
2
2
2
2
3
30-81 Ice Detection

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ice Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ice Detector Built In Test (BITE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
30-Study Questions
31-10 Panels
Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
31-21 Clock
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ND Chronometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFDIU Backup Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mechanical Alert Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loss of Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Display Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clock with GPS Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
4
4
4
4
8
8
9
31-32 CFDS
CFDS Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System BITE Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Contents - 24
Training Manual
A320 Family
Post Flight Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Internal / External Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Memorization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Failure Gravity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Normal Mode - Menu Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
BITE Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
System Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Failures Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
CFDS Reports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Last Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Last Leg ECAM Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Avionics Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
System Report / Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
System Report/Test (Type 1 System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Post Flight Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
GMT/Data INIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Backup Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ACARS / Print Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Post Flight Report Filtering Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
CFDS Flight Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Flight / Ground Condition Elaboration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
CFDIU Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Main Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
CFDIU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Data Flow to the CFDIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
CFDIU Bite and Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
31-33 DFDRS
DFDRS Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Apr04/THTA
Table of Contents
DFDRS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
DFDRS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
FDIU Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Enhanced FDIMS (Flight Data Interface and Management System) of the
A320 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DFDRS Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
31-35 Printer
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Printer Paper Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
31-36 AIDS
AIDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Aids Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Initial Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Manual Start/Stop of the DAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Parameter Label Call Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Parameter Alpha Call Up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Parameters Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
List of Previous Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Stored Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Standard Header Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Manual Report Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Assignement Remote Print . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Enhanced FDIMS (Flight Data Interface and Management System) of the
A320 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
31-50 ECAM
ECAM General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ECAM (Electronic Centralized Aircraft Monitoring) . . . . . . . . . . . . . . . . . . . . 2
ECAM Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Contents - 25
Training Manual
A320 Family
ECAM Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Failure of two DMCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
ECAM Control Panel Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Failure of one SDAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Failure of SDAC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Failure of one FWC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Failure of FWC 1 + 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
ECAM Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Cruise Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Permanent Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
ECAM Control Panel Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ECAM Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
ECAM Flight Phases. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Audio Warnings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
ECAM System Page Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Warning Definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
ECAM Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
FWC Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
SDAC Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
OEB REMINDER function description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
31-60 EIS
EIS General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
EIS Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
EIS Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
EIS Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Switching Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
PFD General Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
ND General Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
EFIS Control Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
EIS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DMC Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
ElS System Report/Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Enhanced EIS System of the A320 Family. . . . . . . . . . . . . . . . . . . . . . . . . . 28
Apr04/THTA
Table of Contents
System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Teleloading function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DMC description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Functioning Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FEEDBACK MONITORING FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . .
FIDS and BITE Functions in the EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
28
29
31
32
35
31-Study Questions
32 Landing Gear
32-00 General
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
32-10 Main Gear & Doors

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
32-11 Main Gear Shock Absorber Service

Oil-Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nitrogen-Pressure-Adjustments with A/C on Jacks. . . . . . . . . . . . . . . . . . . .
With A/C on Wheels: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjustment of the Dimension H with a heavy A/C . . . . . . . . . . . . . . . . . . .
With A/C on Wheels: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjust the dimension H with a lightweight A/C.. . . . . . . . . . . . . . . . . . . . . .
1
2
4
4
8
8
32-20 Nose Gear and Doors

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
32-21 Nose Gear Shock Absorber Service

Oil-Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Adjustment of the Shock Absorber Dimension H . . . . . . . . . . . . . . . . . . . . 2
32-31 Extension and Retraction

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

2
2
4
8
Contents - 26
Training Manual
A320 Family
Free Fall Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear Control LRUs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MLG Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MLG Uplock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
13
13
16
23
32
36
Table of Contents
32-48 Brake Cooling System

Brake Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Brake Cooling Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Electrical Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
32-51 Steering System
32-40 Wheels and Brakes
Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
NWS Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Tires, Wheels, Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
32-60 Controls, Indicating and Warning
32-43 Brake System
32-69 CFDS
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Auto Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Anti-Skid System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Alternate Braking with Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Normal Brake System LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Brake Selector Valve and Brake Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Automatic Selector and Throttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Normal Brake Servo Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Modified Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Alternate Brake System LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Automatic Selector (Alternate Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Brake Control Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Master Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Alternate Dual Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Parking Brake System LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Parking Brake Electrical Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Landing Gear - Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Menu Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CFDS Menu Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
32-47 Brake System Temperature

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Temperature Sensor to Brake-Temperature Monitoring Unit Connections. . 2
Apr04/THTA
32-Study Questions
33 Lights
33-00 General
Cockpit Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo and Service Compartment Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . .
External Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Emergency Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
33-10 Cockpit Lights

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

1
1
1
1
1
1
1
Contents - 27
Training Manual
A320 Family
Annunciator Light System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General Cockpit Illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Cockpit Lighting by Dome Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Console Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Instrument Panel Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Reading Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Captain and First Officer map table lights (41LE and 42LE). . . . . . . . . . . . 12
Supplementary reading light (First Officer) . . . . . . . . . . . . . . . . . . . . . . . . . 12
Center pedestal light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Second supplementary reading light (Captain) . . . . . . . . . . . . . . . . . . . . . . 12
Instrument and Panel Integral Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Annunciator Light Test and Dimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Four Identical Transformers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Switch 33LP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Fourteen Annunciator Light Test and Interface Boards . . . . . . . . . . . . . . . 17
Four-Stage Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Cockpit Outlets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
33-20 Cabin Lighting

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Cabin Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Entrance Area Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lavatory Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Passenger Reading Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lavatory Lighted Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Attendant Worklights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General Illumination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Forward Attendant Panel (FAP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Entrance Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Lavatory Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lavatory Lighted Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Lamp and Ballast Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Passenger Reading Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Cabin Attendant Work-Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Cabin Lights - Reading/Work Light Test using PTP . . . . . . . . . . . . . . . . . . 21
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33-30 Cargo and Service Compartments

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Forward and AFT Cargo-Compartment Lighting. . . . . . . . . . . . . . . . . . . . . .
Avionics Compartment Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wheel Well Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Service Area Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
2
3
4
5
33-40 Exterior Lights

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Taxi and Takeoff Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Runway Turnoff Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Wing and Engine Scan Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Navigation Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Logo Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Anticollision / Beacon Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
33-50 Emergency Lighting

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

Contents - 28
Training Manual
A320 Family
34 Navigation
34-00 General
System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Independent Position Determining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Dependent Position Determining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ADIRS CDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
RMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ACP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ROSE/ILS Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ROSE/VOR Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ROSE/NAV Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ARC Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
PLAN Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
PFD-General Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Standby Compass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Standby Horizon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Standby Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Standby Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
ISIS Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
VOR/DME RMI - Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
VOR/DME RMI - Failure and Non Computed Data. . . . . . . . . . . . . . . . . . . 17
Radio Navigation Tuning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
RMP - Description and Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
RMP Description and Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Radio Navigation Manual Tuning via MCDU . . . . . . . . . . . . . . . . . . . . . . . 25
Navigation Display - Features of Selected Navaids (ROSE/VOR Mode) . . 27
Selected Navaids Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
34-10 Air Data/Inertial Ref. Syst. (ADIRS)

Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ADIRS Switching. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Air Data Probes and Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Air Data Module (ADM) Inputs/Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Air Data Reference (ADR) Inputs/Outputs . . . . . . . . . . . . . . . . . . . . . . . . . 13
Inertial Reference (IR) Inputs/Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
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ADIRU Interconnection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS CDU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS CDU Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IR - Mode State Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS CDU Utilization (Alignment). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS MCDU Utilization (Alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS CDU Attitude Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD - Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD - Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD - Vertical Speed . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD - Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on ND - ROSE Mode. . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on ND - ARC Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on ND - PLAN Mode . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on ND - Failure and HDG Discrepancy . . . . . . . . . . . . .
ADIRS Indications on ECAM Display Unit. . . . . . . . . . . . . . . . . . . . . . . . . .
ECAM Warnings - Typical Display/Action Sequence . . . . . . . . . . . . . . . . .
Displays - General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADR OUTPUT TESTS> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Displays - IR Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADR Self Test Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
27
31
33
35
37
38
39
43
45
46
47
49
50
51
52
53
54
55
61
65
68
34-36 Instrument Landing System (ILS)

Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ND Rose ILS Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ND Rose NAV/ARC Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
ND - ILS Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ECAM Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
BITE Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
34-41 Weather Radar System

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

Contents - 29
Training Manual
A320 Family
Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Failure Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
34-42 Radio Altimeter

Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PFD - Radio Altitude Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PFD - Decision Height Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PFD - Radio Altimeter Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECAM Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bite Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
2
5
6
7
7
8
34-43 Traffic Collision Avoidance System (TCAS)

Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ATC/TCAS Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Display of Intruders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Aural Alerts (Synthetic Voice) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ND - TCAS Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
PFD - TCAS Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
TCAS Messages on PFD and ECAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Test Display on ND and PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Functional Test via CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
34-48 Ground Proximity Warning System (GPWS)

Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GPWS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
GPWS Visual - and Aural Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Mode 1 - Excessive Rate of Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Mode 2 - Excessive Terrain Closure Rate . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Mode 3 - Descent after Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Mode 4 - Unsafe Terrain Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Mode 5 - Descent below Glide Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ECAM Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Cockpit Flight - and Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Maintenance Test - Present Status. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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Maintenance Test - Flight History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
34-48 Enhanced Ground Proximity Warning System (EGPWS)

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
EGPWS Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
MAIN INSTRUMENTS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
34-51 Distance Measuring Equipment (DME)

Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
PFD Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ND Rose Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ND ARC Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ND -DME Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
34-52 Air Traffic Control (ATC)

Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATC/TCAS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
2
5
6
34-53 Automatic Direction Finder (ADF)

Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Frequency Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROSE/ARC Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADF NDB P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADF Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
2
5
6
7
7
8
34-55 VOR / Marker

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

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1
2
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Contents - 30
Training Manual
A320 Family
VOR Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Marker Indications on PFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Marker Indications on NDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7
8
8
9
34-58 Global Positioning System (GPS)

Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Inertial Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Control Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
User Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Indication and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
GPS Input and Output Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GPSSU Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FMS Position Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Modes of Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Bite Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
34-Study Questions
Overpressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Supply Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crew Oxygen Electrical Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crew Oxygen Mask Utilization Stowage and Test . . . . . . . . . . . . . . . . . . . .
Crew Oxygen LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
5
6
8
35-20 Passenger Oxygen

Passenger Oxygen System Presentation and Operation . . . . . . . . . . . . . . .
Cabin Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Triggering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Oxygen Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chemical Oxygen Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Oxygen Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operational Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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2
3
3
4
4
6
6
8
9
35-30 Portable Oxygen

Portable Oxygen Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
First Aid Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
35 Oxygen
35-Study Questions
35-00 General
Oxygen System Presentation - General. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crew System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Portable System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Warnings and Caution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
3
35-10 Crew Oxygen

Crew Oxygen System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP Source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overpressure Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
Table of Contents
2
2
2
2
36 Pneumatic
36-00 General
Pneumatic - General - Description and Operation . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bite Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Training Manual
A320 Family
38 Water and Waste
36-10 General
Distribution - Description and Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
HP Bleed Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Pressure Regulator Valve (PRV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Bleed Temperature Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
BMC Bleed Monitoring Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine Bleed Current Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
High Pressure Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Bleed Pressure Regulator Valve (PRV) . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Overpressure Valve (OPV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Fan Air Valve (FAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Fan Air Valve Control Thermostat TCT. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Temperature Limitation TLT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Bleed Transfer Regulated Pressure Transducers TPT . . . . . . . . . . . . . . . . 19
APU Bleed Air Supply & X - Feed System . . . . . . . . . . . . . . . . . . . . . . . . . 20
APU Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
APU Bleed Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
HP Ground Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Environment Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Protection of the Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Protection of the Nacelle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
36-20 General
Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Leak Detection - Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . 1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Leak (Overheat) Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
BMC 1 + 2 Current Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
36-Study Questions
Apr04/THTA
Table of Contents
38-00 General
Water/Waste System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Potable Water System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
38-10 Potable Water System A320

Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Galleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Lavatorys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Level Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
38-11 Potable Water System A319/A321

Differences between A320 and A319/321. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water Tank Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sevice Panel Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Motorized Fill/Drain and Overflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
1
38-30 Waste Water System

Waste Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Drain Masts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
38-31 Vacuum Toilet System

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

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1
1
2
2
4
Contents - 32
Training Manual
A320 Family
Vacuum System Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Forward Attendant Panel Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
The Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Liquid Level Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Liquid Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Vacuum Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Vacuum System Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Altitude Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Toilet ServicePanel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Toilet Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
38-99 CFDS
38-Study Questions
46 ATIMS
46-00 Information System - General
Introduction / What is Fans?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Today & Future Air Traffic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
FANS Advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Transition to FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
What is AIM FANS A or ATIMS? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Required Systems in the Aircraft for CNS/ATM? . . . . . . . . . . . . . . . . . . . . . 6
ATIMS Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
AIM FANS Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
46-21 Components and Interfaces

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ATSU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
MCDU Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Printer Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Apr04/THTA
Table of Contents
RMP Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU Reconfiguration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Exchange between Aircraft and Ground Network. . . . . . . . . . . . . . . .
ATSU Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU/VDR3 Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMM STATUS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Company Call Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATIMS Interactive Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Test Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Specific Data Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
11
12
14
16
17
17
19
20
22
24
25
26
28
30
32
32
37
49 APU - APIC 3200

49-00 General
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Unit - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
APU Operating Envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
APS 3200 - Parts Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Identification of Components (APU Left Side). . . . . . . . . . . . . . . . . . . . . . . 14
Identification of Components (APU Right Side) . . . . . . . . . . . . . . . . . . . . . 16
49-10 Power Plant

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

Contents - 33
Training Manual
A320 Family
Load Compressor Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Gearbox Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AC Generator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APS 3200 - Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
APU Attachment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Front Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Rear Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Lifting of the APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
APU Compartment Access Doors Operation . . . . . . . . . . . . . . . . . . . . . . . 10
Door Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Door Closure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APU Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Operation Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
49-50 Air
49-30 Engine Fuel and Control
49-90 Oil System

Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel LP Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Drain/Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel APU Inlet Low Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Flow Divider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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4
49-40 Ignition and Starting

Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
2
2
4
6
Table of Contents
Load Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation/Control and Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Bleed and Surge Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Component Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Operation/Control and Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Accessory Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Components Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
49-60 Engine Control

Electronic Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APS 3200 APU Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scavenge Return. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Indication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Oil Pressure and High Oil Temperature Warning . . . . . . . . . . . . . . . . .

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Contents - 34
Training Manual
A320 Family
49-Study Questions
49 APU - Garrett GTCP 36-300

49-00 APU Presentation
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Ignition and Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
AC Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
APU System Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Running Sequence - Air Intake Flap Sequence . . . . . . . . . . . . . . . . . . . . . . 4
Running Sequence - Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Running Sequence - Acceleration Sequence . . . . . . . . . . . . . . . . . . . . . . . . 6
Running Sequence - Pneumatic and Electrical Supply. . . . . . . . . . . . . . . . . 8
Normal Shutdown Sequence - Pneumatic and Electrical Supply . . . . . . . . . 8
Normal Shutdown Sequence - Deceleration Sequence . . . . . . . . . . . . . . . 10
Normal Shutdown Sequence - Air Intake Flap Sequence. . . . . . . . . . . . . . 10
Protective Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Emergency Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Miscellaneous System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Attach Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Serial Number Encoder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
EGT Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Electronic Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Apr04/THTA
Table of Contents
Drain Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Igniter Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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26
28
28
30
30
49-10 APU Installation Presentation

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mounts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Intake Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Intake Duct. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drain System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Compartment Access Door Operation . . . . . . . . . . . . . . . . . . . . . . . . .
Door Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Closure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Ignition and Starting - Description and Operation . . . . . . . . . . . . . . . .
Starter Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Drain System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel/Oil Pump Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drain-Port Air Check-Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gearbox Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inlet Guide Vane Actuator Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flow Divider Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbine Plenum Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heat Shield Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Coupling Drain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drain Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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49-20 APU Basic Description

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

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Contents - 35
Training Manual
A320 Family
Load Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Inlet Guide Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Accessory Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
49-30 Fuel System Components

Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel Feed System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel LP Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Inlet Low Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Drain / Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flow Divider and Drain Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Time Acceleration Rate Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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49-50 Air System Components

Load Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surge Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Sensing Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
P2 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load Compressor Discharge Temperature Sensor (LCDT) . . . . . . . . . . . . .
Load Compressor Inlet Temperature Sensor (LCIT) . . . . . . . . . . . . . . . . . .
Air Intake Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Actuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGV Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Air System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inlet Guide Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Environmental Control System (ECS) Load . . . . . . . . . . . . . . . . . . . . . . . . .
Main Engine Start (MES) Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Gas Temperature (EGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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2
2
3
3
4
4
5
5
6
7
7
7
7
7
7
8
8
8
Table of Contents
49-60 APU Controls Presentation

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
External Power Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Master Switch Pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Back Up and Main Start Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LGCIU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIUs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BMCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSO/JAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Environment Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A320/321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SDACs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
3
4
4
4
4
4
4
4
4
6
6
6
6
6
6
49-70 APU ECAM Page Presentation

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

Contents - 36
Training Manual
A320 Family
49-90 APU Oil System Description
Oil Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Level Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Gearbox Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Scavenge Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
De-Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Drain Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Generator Scavenge Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
De-Oil Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Cooling Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Oil Cooler Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Low Oil Pressure / High Oil Temperature Switches . . . . . . . . . . . . . . . . . . 12
Pressure Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Oil Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Sump Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Oil Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
49-Study Questions
51 Structures
51-00 General
Structural Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unpainted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aircraft Internal Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Types of Protective Treatments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pretreatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Paint Coatings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
2
2
2
4
4
4
Table of Contents
Special Coatings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Surface Treatments (Galvanic or Chemical) . . . . . . . . . . . . . . . . . . . . . . . . . 4
Protection of Mating Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Sealed Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Damage Classification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Terms and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Sealant Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Mixing the Sealant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Types of Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Type of Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
52 Doors
52-00 General
Passenger Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overwing Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avionic Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Slide Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
6
6
6
52-11 Passenger / Crew Doors

Passenger/Crew Doors - Description and Operation . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Door Suspension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Door Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Door Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Door Damper and Emergency Operation Cylinder . . . . . . . . . . . . . . . . . . . . 8
Emergency Escape Slide Release Mechanism. . . . . . . . . . . . . . . . . . . . . . 10
Cabin Overpressure Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
52-21 Emergency Exit

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

Contents - 37
Training Manual
A320 Family
Overwing Emergency Exit Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Emergency Exits I Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Emergency Exit - A320 - LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
52-22 Emergency Exit Doors A321

Passenger Compartment Emergency Exit (Doors) - General . . . . . . . . . . . .
Escape Slide-Release Mechanism (Ref. Fig 8 and 9) . . . . . . . . . . . . . . . . .
2
5
6
6
52-30 Cargo Doors

Cargo Compartment Doors - Description and Operation. . . . . . . . . . . . . . . 1
Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Interlock Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Drift Pin Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Safety Mechanism and Vent Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . 5
Proximity Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cargo Door Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Components of the Door Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . 17
Extension of the Door Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Retraction of the Door Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Manual Opening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Manual Closing Procedure (Again, two persons are needed) . . . . . . . . . . 20
Locking Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Bulk Cargo Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Balancing Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Door Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Door Suspension And Balance Mechanism . . . . . . . . . . . . . . . . . . . . . . . . 25
Door Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
CFDS Specific Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Last Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Trouble Shooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Apr04/THTA
Table of Contents
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
52-51 Cockpit Door-Lock System (CDLS)

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Cockpit Door-Lock System (CDLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Escape Hatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Three Latch Mechanism. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Components of the Cockpit Door Lock System . . . . . . . . . . . . . . . . . . . . . .
Indication Light 22MQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Key pad 25MQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Buzzer 23MQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Toggle Switch 26MQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Electrical Release Strikes 30MQ, 31MQ and 32MQ . . . . . . . . . . . . . . .
Control Unit 24MQ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
4
4
4
4
4
4
4
6
6
6
53 Fuselage
53-00 General
53-10 Nose Forward Fuselage
Nose Fuselage (Section 11/12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Forward Fuselage (Section 13/14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
53-30 Center Fuselage

Centre Fuselage (Section 15) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Skins and Stringers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
53-40 Rear Fuselage

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

Contents - 38
Training Manual
A320 Family
53-50 Cone / Rear Fuselage
Tailcone (Section 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section between frames 70 and 77 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fin Attachment Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tailplane Attachment Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section Aft of Frame 77 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
5
54 Nacelles / Pylon
54-00 Nacelles / Pylon
Main Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pylon to Wing Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine to Pylon Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
6
6
6
55 Stabilizers
Wing Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leading Edge and Leading Edge Devices . . . . . . . . . . . . . . . . . . . . . . . . . .
Leading Edge Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trailing Edge and Trailing Edge Devices . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trailing Edge Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A 319 / 321 Wing Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A 321 Wing Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4
4
4
4
4
4
4
4
4
6
6
57-10 Center Wing

Center Wing Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rod Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ribs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Access Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
4
4
4
57-20 Outer Wings
55-10 Horizontal Stabilizer
Outer Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
55-30 Vertical Stabilizer (Fin)
57-21 Structure
56 Windows
56-10 Cockpit Windows
Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
56-21 Cabin Windows
57 Wings
57-00 Wings
Centre Wing Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Outer Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wing Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Apr04/THTA
Table of Contents
Main Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wing Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ribs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Wing Root Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Wing Spars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Rear Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Wing Spars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Front Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Skin Panels and Stringers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
57-24 Partition
Slat Track Cans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Contents - 39
Training Manual
A320 Family
57-27 Access Covers
Access Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Door Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cover Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
57-30 Wing Tip

Wing Tip and Wing Tip Fence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wing Tip Fence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
57-40 Leading Edge and Leading Edge Devices

Leading Edge and Leading Edge Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Opening/Closing of Engine Cowl Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
71-10 Cowling/Mounts/Connections
Inlet Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
71-70 Power Plant Drains

Drain System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
71-Study Questions
72 Engine - CFM56-5B
72-00 General
57-50 Trailing Edge and Trailing Edge Devices

57-52 Inboard Flap
Linkage & Support Sys. of the Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . 2
Linkage & Support Sys. of the Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . 4
57-53 Outboard Flap

Outboard Flap A319/A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Outboard Flap A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Linkage System of the Outboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
57-60 Aileron
57-70 Spoilers
Introduction to the CFM56 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Engine General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Engine General Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Design and Operation (Contd) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Modular Conception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LP Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
HP Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Accessory Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AGB Housing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Aerodynamic Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
72-21 Fan and Booster Assembly
71 Power Plant - CFM56-5B

71-00 General
Engine Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Apr04/THTA
Table of Contents
Fan Major Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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

Contents - 40
Training Manual
A320 Family
No. 1 and 2 Bearing Support Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Frame Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inlet Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan and Booster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spinner Front- and Rear Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Front Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spinner Rear Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Cone Retention Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Blades and Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Booster Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spool Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
3
3
4
4
4
5
5
6
6
6
7
7
7
72-30 HP Compressor
High Pressure Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Rotor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Stator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
3
4
72-40 Combustion Section

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Case (DAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Chamber (DAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Case (SAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Chamber (SAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
3
4
5
6
72-50 Turbine Section

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure Turbine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure Turbine Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure Turbine (HPT) Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
2
3
3
3
3
Table of Contents
HPT Shroud & Stage 1 LPT Nozzle Assembly . . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Pressure Turbine (LPT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5
5
7
7
72-Study Questions
73 Engine Fuel and Control - CFM56-5B

73-00 General
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Metered Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Servo Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECU Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
2
4
4
4
4
73-10 Distribution
73-20 Controlling
FADEC Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Benefits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Limit Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Systems Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
4
4
4
4
4
4
4
Contents - 41
Training Manual
A320 Family
FADEC Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fuel Hydromechanical Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine Interface Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Thrust Reverser Hydraulic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Start and Ignition Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ECU Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ECU Functional Aircraft Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Channel A Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Channel B Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Channel A Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Channel B Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Electrical Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Powering N2<12% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Powering N2>12% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Auto Depowering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FADEC Ground Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
EIU Functional Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Data Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Data Outputs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Discrete Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Analog Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Supply Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
The Power Sources Available to the E.C.U. are: . . . . . . . . . . . . . . . . . . . . 16
T12 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Ps 13 Static Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
P25 Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
T3 Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
PS3 Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
T5 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Apr04/THTA
Table of Contents
73-25 CFDS
Engine System Report / Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIU Bite and Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
5
5
73-EE Electrical Circuits

73-Study Questions
74 Ignition / Starting - CFM56-5B

74-00 General
Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Automatic Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Continuous Relight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Crank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
74-25 CFDS
Ignition Test with the MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
74-20 Distribution
Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Igniters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
3
5
6
8

74-Study Questions

Contents - 42
Training Manual
A320 Family
75 Air - CFM56-5B
75-00 General
Air System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airflow Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Active Clearance Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECU and Nacelle Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelle Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pneumatic Sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
5
5
5
8
75-20 Cooling
HP Turbine Active Clearance Control System (HPTACC) . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
T Case Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
LP Turbine Clearance Control (LPTCC) System . . . . . . . . . . . . . . . . . . . . . . 8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LPTCC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Rotor Active Clearance Control and Start Bleed System (RACC/SB). . . . 12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Rotor Active Clearance and Start Bleed System . . . . . . . . . . . . . . . . . . . . 14
Locate and Identify . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
RACSB Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
75-30 Compressor Control

Variable Bleed Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apr04/THTA
2
2
2
2
Table of Contents
Variable Stator Vane System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4
4
4
4
75-Study Questions
76 Engine Controls - CFM56-5B

76-00 General
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Controls Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine FADEC Ground Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Manual Start Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Throttle Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Throttle Lever Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Reverse Thrust Latching Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Mechanical Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Throttle Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Autothrust Disconnect Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Throttle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine HP Shut off Valve Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Master Lever Opening Command . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Master Lever Closure Command . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine LP Shut off Valve Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Master Lever Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Fire PB Command. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Mechanical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Mechanical linkage adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Mechanical Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
76-10 Power Control

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

Contents - 43
Training Manual
A320 Family
Fadec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Management and Guidance Computer . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Thrust Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
4
4
6
Table of Contents
EVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EVMU Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EVMU Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACC. Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
3
3
4
6
77-Study Questions
78 Exhaust - CFM56-5B
76-Study Questions
78-00 General
77 Engine Indicating - CFM56-5B

77-00 General
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
77-10 Power
N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
N2 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
77-20 Temperature
EGT Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
77-30 Analyzers
Accelerometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Vibration Monitoring Unit (EVMU). . . . . . . . . . . . . . . . . . . . . . . . . . .
Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EVMU Bite and Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
6
6
6
8
9
77-35 CFDS
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Apr04/THTA
Exhaust General - Description and Operation. . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser Control and Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
4
4
5
5
78-30 Thrust Reverser

Thrust Reverse Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse Actuaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFDS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stow Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shut - Off Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
2
2
4
4
6
8
8
8
78-31 Control and Indicating

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

Contents - 44
Training Manual
A320 Family
78-35 CFDS
Thrust Reverser Test with the MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Table of Contents
73 Engine Fuel and Control - CFM56-5A

73-00 Fuel System Presentation
Engine Fuel System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Metered Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Servo Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECU Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
78-Study Questions
79 Oil - CFM56-5B
79-00 General
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Scavenge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
2
73-20 FADEC General
71 Power Plant - CFM56-5A
FADEC Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Full Authority Digital Engine Control (FADEC) . . . . . . . . . . . . . . . . . . . . . . .
FADEC Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Limit Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Systems Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start and Ignition Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Control P/Bs and Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
71-00 Introduction
73-10 Fuel Distribution Components
79-20 Distribution
Engine Oil System LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

79-Study Questions
CFM 56 Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Differences CFM 56-5A1 /5A5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATA 73 Engine Fuel and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
6
6
6
71-70 Drains
Pylon and Engine Drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Drain Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Apr04/THTA
2
2
2
2
2
2
2
2
2
4
4
4
4
4
4
4
4
4
4
6
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Pump LP Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Pump HP Stage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Filter Diff Pressure Sw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Hydromechanical Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fuel Metering Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
HP & LP Fuel SOV Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Low Pressure Fuel Shut Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Contents - 45
Training Manual
A320 Family
Fuel Return System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Burner Staging Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
12
14
16
18
20
20
73-30 Engine Fuel Indicating

Fuel Flow Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Flow Indication, Fuel Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Filter Clogging Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
4
75 Engine Air - CFM56-5A

75-00 Engine Clearance Control Systems
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Rotor Active Clearance Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Rotor Active Clearance Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
HP Turbine Clearance Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
HPT Clearance Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
LPTCC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
LPT Clearance Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Compressor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Variable Bleed Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
VBV System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
VBV System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
VBV Doors & Flex Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
VBV Position Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Variable Stator Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Nacelle Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Nacelle Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Nacelle Temperature General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Apr04/THTA
Table of Contents
79 Oil - CFM56-5A
79-00 General
System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Supply Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Scavenge Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Vent Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Monitoring and Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Minimum Oil QTY on ground (ECAM Indication). . . . . . . . . . . . . . . . . . . . . . 4
Oil Tank Pressurization and Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Chip Detectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Main Fuel Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Servo Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
79-30 Oil Indicating

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

1
1
2
2
2
2
2
2
3
3
3
5
5
7
7
Contents - 46
Training Manual
A320 Family
00 General Information
Abbreviations
A
General Information
00-00
ACM
Air Cycle Machine
ACP
Area Call Panel
ACP
Audio Control Panel
ACQ
Aquire
ACT
Actuator
Ampere
ADAS
Air Data Aquisition Unit
A/BRK
Auto Brake
ADC
Air Data Computer
A/C
Aircraft
ADF
Automatic Direction Finder
A/D
Analog/Digital
ADI
Attitude Direction Finder
A/R
Audio Reproducer
ADIRS
Air Data / Inertial Reference System
A/S
Airspeed
ADIRU
Air Data/Inertial Reference Unit
A/SKID
Anti Skid
ADM
Air Data Module
A/THR
Autothrust
ADR
Air Data Reference
AA
Arithmetical Average
ADV
Advisory
ABBR
Abbreviation
ADV
Advisory
ABS
Auto Brake System
AEVC
Avionics Equipment Ventilation Computer
ABS VAL
Absolute Value
AFS
Automatic Flight System
ABSORB
Absorber
AGB
Accessory/Angle Gear Box
ABV
Above
AGC
APU Generator Contactor
AC
Alternating Current
AGL
Above Ground Level
ACARS
Aircraft Communication Addressing and Reporting System
AIDS
Aircraft Integrated Data System
ACC
Active Clearance Control
AIL
Aileron
ACCEL
Acceleration
AIP
Attendant Indication Panel
ACCU
Accumulator
AIV
Anti Ice Valve
Sep04/THTA

Level 3 B1 B2
00-00-1
Training Manual
A320 Family
General Information
00-00
ALT
Altitude, Altimeter
AVNCS
ALTN
Alternate, Alternative
AM
Amplitude Modulation
Blue
AMU
Audio Management Unit
BAT
Battery
ANN
Annunciator
BCL
Battery Charge Limiter
AOA
Angle-of-Attack
BFE
Buyer Furnished Equipment
AOG
Aircraft on Ground
BITE
Built-in Test Equipment
AP
Autopilot
BMC
Bleed Monitoring Computer
APPR
Approach
BRK
Brake
APPU
Asymmetry Position Pickup Unit
BRT
Bright, Brightness
APU
Auxiliary Power Unit
BSCU
Braking/Steering Control Unit
ARINC
Aeronautical Radio Incorporated
BSI
Boreskope Inspection
ARM
Aircraft Recovery Manual
BTC
Bus Tie Contactor
ARPT
Airport
BTL
Bottle
ASAP
As soon as possible
BTMU
Brake Temperature Monitor Unit
ASI
Airspeed Indicator
BTS
Bleed Temperature Sensor
ASM
Aircraft Schematic Manual
ATA
Aircraft Transport Association
C/B
Circuit Breaker
ATC
Air Traffic Control
CAB
Cabin
ATE
Automatic Test Equipment
CAM
Cabin Assignment Module
ATS
Autothrust System
CANC
Cancel
ATT
Attitude
CAPT
Captain
ATTN
Attendant
CAS
Computed Airspeed
AVAIL
Available
CAT
Category
Sep04/THTA

Avionics
Level 3 B1 B2
00-00-2
Training Manual
A320 Family
General Information
00-00
CAUT
Caution
CPU
Central Processor Unit
CBMU
Circuit Breaker Monitoring Unit
CRG
Cargo
CC
Cargo Compartment
CRS
Course
CCDL
Cross Channel Data Link
CRT
Cathode Ray Tube
CCW
Counter Clockwise
CSTR
Constraint
CDL
Configuration Deviation List
CSU
Command Sensor Unit
CDU
Control and Display Unit
CTL
Central
CFDIU
Centralized Fault Display Interface Unit
CTL
Control
CFDS
Centralized Fault Display System
CVR
Cockpit Voice Recorder
CFM
Commercial Fan Motor
CW
Clockwise
CG
Center of Gravity
CIDS
Cabin Intercommunication Data System
DADC
Digital Air Data Computer
CKPT
Cockpit
DAR
Digital Aids Recorder
CL
Center Line
DC
Direct Current
CLB
Climb
DDRMI
Digital Distance and Radio Magnetic Indicator
CLR
Clear
DEU
Decoder/Encoder Unit
CMD
Command
DFDR
Digital Flight Data Recorder
CMM
Component Maintenance Manual
DH
Decision Height
COM
Communication
DIM
Dimming
CONF
Configuration
DIS
Disengaged
CONT
Continuous
DISC
Disconnect
CP
Cabin Pressure
DISCH
Discharge
CP
Control Panel
DMC
Display Management Computer
CPC
Cabin Pressure Controller
DME
Distance Measuring Equipment
Sep04/THTA

Level 3 B1 B2
00-00-3
Training Manual
A320 Family
General Information
00-00
DMU
Data Management Unit
ETA
Estimated Time of Arrival
DU
Display Unit
ETOPS
Extended Twin Operation System
EVAC
Evacuation
E
E
East
EVMU
Engine Vibration Monitoring Unit
E/E
Electric/Electronic
EXC
Excitation
E/WD
Engine/Warning Display
EXPED
Expedite
ECAM
Electronic Centralized Aircraft Monitoring
EXT
Exterior, External
ECB
Electronic Control Box
EXT PWR
External Power
ECP
ECAM Control Panel
ECS
Environmental Control System
F/CTL
Flight Control
EDP
Engine Driven Pump
F/O
First Officer
EFCS
Electrical Flight Control System
FADEC
Full Authority Digital Engine Control
EFIS
Electronic Flight Instrument System
FAP
Forward Attendant Panel
EGT
Exhaust Gas Temperature
FAR
Federal Aviation Regulations
EIS
Electronic Instrument System
FAV
Fan Air Valve
ELEC
Electric, Electrical, Electricity
FBW
Fly by Wire
ELEV
Elevation
FCDC
Flight Control Data Concentrator
EMER
Emergency
FCU
Flush Control Unit
ENG
Engage
FCV
Flow Control Valve
ENG
Engine
FD
Flight Director
EPC
External Power Contactor
FDIU
Flight Data Interface Unit
EPR
Engine Pressure Ratio
FDR
Flight Data Recorder
EPSU
Emergency Power Supply Unit
FDRS
Flight Data Recording System
ESS
Essential
FDU
Flight Detection Unit
Sep04/THTA

Level 3 B1 B2
00-00-4
Training Manual
A320 Family
General Information
00-00
FF
Fuel Flow
FWC
Flight Warning Computer
FG
Flight Guidance
FWD
Forward
FIDS
Fault Isolation and Detection System
FWS
Flight Warning System
FIG
Figure
FIN
Functional Item Number
G/S
Glide Slope
FL
Flight Level
GA
Go-Around
FLP
Flaps
GCU
Generator Control Unit
FLSCU
Fuel Level Sensing Control Unit
GEN
Generator
FLT
Flight
GLC
Generator Line Contactor
FLX TO
Flexible Take-Off
GMT
Greenwich Mean Time
FMA
Flight Mode Annunciator
GND
Ground
FMGC
Flight Management and Guidance Computer
GPCU
Ground Power Control Unit
FMMV
Fuel Manifold and Modulating Valve
GPS
Global Positioning System
FMS
Flight Management System
GPWS
Ground Proximity Warning Computer
FMU
Fuel Metering Unit
GS
Ground Speed
FOB
Fuel on Board
GW
Gross Weight
FOD
Foreign Object Damage
FPA
Flight Path Angle
HCU
Hydraulic Control Unit
F-PLN
Flight Plan
HDG
Heading
FPPU
Feedback Position Pickup Unit
HF
High Frequency
FQI
Fuel Quantity Indication
HMU
Hydromechanical Unit
FQIC
Fuel Quantity Indication Computer
HP
High Pressure
FREQ
Frequency
HPC
High Pressure Compressor
FRV
Fuel Return Valve
HPT
High Pressure Turbine
Sep04/THTA

Level 3 B1 B2
00-00-5
Training Manual
A320 Family
General Information
00-00
HPTACC
High Pressure Turbine Active Clearance Control
KG
Kilogram
HPV
High Pressure Valve
KT
Knot
HSI
Horizontal Situation Indicator
KV
Kilo Volt
HUD
Head Up Display
KVA
Kilo Volt Ampere
I
IAE
International Aero Engines
L/G
Landing Gear
IAS
Indicated Air Speed
LAF
Load Alleviation Function
IDG
Integrated Drive Generator
LAT
Lateral, Latitude
IFR
Instrument Flight Rules
LAV
Lavatory
IGN
Ignition
LCD
Liquid Crystal Display
IGV
Inlet Guide Vane
LDCC
Lower Deck Cargo Compartment
ILS
Instrument Landing System
LDG
Landing
INOP
Inoperative
LED
Light Emitting Element
INST
Instrument
LFE
Landing Field Elevation
INT
Interphone
LGCIU
Landing Gear Control and Interface Unit
INV
Inverter
LH
Left Hand (Side)
IP
Intermediate Pressure
LO
Low
IPC
Illustrated Parts Catalog
LOC
Localizer
IPPU
Indication Position Pickup Unit
LPC
Low Pressure Compressor
IR
Inertial Reference
LPT
Low Pressure Turbine
IRS
Inertial Reference System
LPTACC
Low Pressure Turbine Active Clearance Control
LRU
Line Replaceable Unit
LT
Light
LVDT
Linear Variable Differential Transducer
J
JAR
K
Sep04/THTA
Joint Airworthiness Requirements

Level 3 B1 B2
00-00-6
Training Manual
A320 Family
General Information
00-00
LVL
Level
MMO
Maximum Operating Mach
LVL/CH
Level Change
MON
Monitor, Monitoring, Monitored
MOT
Motor
M
MAC
Mean Aerodynamic Cord
MSG
Message
MAG DEC
Magnetic Declination
MSL
Main Sea Level
MAG VAR
Magnetic Variation
MSN
Manufacturer Serial Number
MAINT
Maintenance
MTBD
Mean Time Between Defects
MAN
Manual
MTBF
Mean Time Between Failure
MCDU
Multipurpose Control & Display Unit
MTBI
Mean Time Between Inspection
MCT
Maximum Continuous Thrust
MTBIFS
Mean Time Between In Flight Shut-down
MDDU
Multipurpose Disk Drive Unit
MTBPR
Mean Time Between Premature Removals
MEL
Minimum Equipment List
MTBR
Mean Time Between Removals
MEM
Memory
MTBT
Mean Time Between Trouble
MES
Main Engine Start
MTBUR
Mean Time Between Unscheduled Removals
MHz
Megahertz
MTO
Maximum Take-Off
MID
Middle
MTOGW
Maximum Take-Off Gross Weight
MIN
Minimum
MTOW
Maximum DesignTake-Off Weight
MISC
Miscellaneous
MTP
Maintenance Test Panel
MKR
Marker Beacon
MU
Management Unit
MLG
Mail Landing Gear
MZFW
Maximum Zero Fuel Weight
MLS
Microwave Landing System
MLW
Minimum/Maximum Landing Weight
North
MMEL
Master Minimum Equipment List
N/A
Not Applicable
MMI
Manual Magnetic Indicator
N/W
Nose Wheel
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Training Manual
A320 Family
General Information
00-00
N1
Low Pressure Rotor Speed
OVRD
Override
N2
High Pressure Rotor Speed
OVSP
Overspeed
NAV
Navigation
OXY
Oxygen
NAVAID
Navigation Aid
NBR
Number
P/B
Push Button
ND
Navigation Display
P0
Pressure Altitude
NDB
Non-Directional Beacon
PA
Passenger Address
NDT
Non Destructive Testing
PB
Burner Pressure
NLG
Nose Landing Gear
PCU
Power Control Unit
NM
Nautical Mile
PDU
Power Drive Unit
NORM
Normal
PERF
Performance
NVM
Non Volatile Memory
PES
Passenger Entertainment System
NWS
Nose Wheel Steering
PF
Pilot Flying
PFD
Primary Flight Display
O
OAT
Outside Air Temperature
PHC
Probe Heat Computer
OBRM
On Board Replaceable Module
PMA
Permanent Magnetic Alternator
OFV
Out Flow Valve
PMG
Permanent Magnet Generator
OK
Correct
PMG
Permanent Magnetic Generator
OM
Outer Marker
PN
Part Number
OMS
Onboard Maintenance System
PNF
Pilot non Flying
OPS
Operation
PNL
Panel
OPV
Overpressure Valve
POB
Pressure On/Off Brake
OVHD
Overhead
POS
Position
OVHT
Overheat
PPU
Position Pickoff Unit
Sep04/THTA

Level 3 B1 B2
00-00-8
Training Manual
A320 Family
General Information
00-00
Pr
Regulated Pressure Transducer
PRAM
Prerecorded Announcement and Music
RA
Radio Altimeter / Radio Altitude
PRESS
Pressure
RACC
Rotor Active Clearance Control
PREV
Previous
RAD
Radio
PRIM
Primary
RAD
Ram Air Door
PRIM
Primary
RAT
Ram Air Turbine
PROX
Proximity
RCL
Recall
PRTR
Printer
RCV
Receiver
PRV
Pressure Regulating Valve
REF
Reference
PSI
Pound per Square Inch
REG
Regulator
PSU
Passenger Service Unit
REV
Reverse
Pt
Transferred Pressure Transducer
RH
Right Hand (Side)
PTP
Programming & Test Panel
RMP
Radio Management Panel
PTT
Push-to-Talk
RNAV
Radio-Navigation
PTU
Power Transfer Unit
ROM
Read Only Memory
PWR
Power
RPM
Revolution per Minute
RSVR
Reservoir
Q
QAD
Quick Attach Detach
RTN
Return
QAR
Quick Access Recorder
RTOK
Retest OK
QFE
Field Elevation Atmosphere Pressure
RTS
Return to Service
QNE
Sea Level Standard Atmosphere Pressure
RUD
Rudder
QNH
Sea Level Atmospheric Pressure
RVDT
Rotary Variable Differential Transducer
QRG
Quick Reference Guide
RWY
Runway
QTY
Quantity
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Training Manual
A320 Family
General Information
00-00
South
SPLY
Supply
S/F
Slat / Flap
SRM
Structure Repair Manual
S/N
Serial Number
SSMM
Solid State Mass Memory
S/O
Shutoff
STA
Station
SAT
Static Air Temperature
STAB
Stabilizer
SATCOM
Satellite-Communication
STAT
Static
SD
System Display
STAT INV
Static Inverter
SDAC
System Data Acquisition Concentrator
STBY
Standby
SDCU
Smoke Detection Control Unit
STD
Standard
SDU
Satellite Data Unit
STG
Stage
SEC
Secondary
STRG
Steering
SEC
Spoiler/Elevator Computer
STS
Status
SEL
Select, Selected, Selector, Selection
SV
Servo Valve
SELCAL
Selective Calling System
SVCE
Service
SFCC
Slat Flap Control Computer
SW
Switch
SIC
System Isolation Contactor
SYS
System
SIGN
Signal
SIL
Service Information Letter
TA
Traffic Advisory
SIM
Simulation
TAPRV
Trim Air Pressure Regulating Valve
SLT
Slats
TAS
True Airspeed
SOL
Solenoid
TAT
Total Air Temperature
SOV
Shut-Off Valve
TAV
Trim Air Valve
SPD
Speed
TCAS
Traffic Alert and Avoidance System
SPLR
Spoiler
TCT
Temperature Control Thermostat
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Training Manual
A320 Family
General Information
00-00
TD
Time Delay
Voltage
TEMP
Temperature
V/S
Vertical Speed
TGT
Turbine Gas Temperature
V1
Critical Engine Failure Speed
THR
Thrust
V2
Takeoff Safety Speed
THS
Trimmable Horizontal Stabilizer
V3
Flap Retraction Speed
TLA
Throttle Lever Angle
V4
Slat Retraction Speed
TLT
Temperature Limiting Thermostat
VACBI
Video and Computer Based Instruction
TM
Torque Motor
VBV
Variable Bleed Valve
TO
Take-Off
VCU
Video Control Unit
TOGA
Take Off Go Around
VENT
Ventilation
TOT
Total
VFE
Maximum Flap Extended Speed
TPIC
Tire Pressure Indicating Computer
VFEN
Predictive VFE at next Flap/Slat Position
TPIS
Tire Pressure Indicating System
VFR
Visual Flight Rules
TR
Transformer Rectifier
VHF
Very High Frequency
TRF
Turbine Rear Frame
VLS
Lower Selectable Speed
TRK
Track
VLV
Valve
TURB
Turbine
VMAN
Maneuvering Speed
VMAX
Maximum Allowable Airspeed
U
U/S
Unserviceable
VMO
Maximum Operating Speed
UNLK
Unlock
VOR
VHF Omnidirectional Range
UPR
Upper
VSC
Vacuum System Controller
USGAL
US Gallon
VSI
Vertical Speed Indicator
UTC
Universal Time Coordinated
VSV
Variable Stator Vane
VTR
Video Tape Reproducer
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Training Manual
A320 Family
W
General Information
00-00
ZC
Zone Controller
West
ZFW
Zero Fuel Weight
WAI
Wing Anti-Ice
ZFWCG
Zero Fuel Weight Center of Gravity
WARN
Warning
WDM
Wiring Diagram Manual
WHC
Windshield Heat Controller
WPT
Waypoint
WTB
Wing Tip Brake
WX
Weather Radar
WXR
Weather Radar Transceiver
X
XCVR
Transceiver
XDCR
Transducer
XFEED
Crossfeed
XFMR
Transformer
XFR
Transfer
XMTR
Transmitter
XPDR
Transponder
XREF
Crossreference
Y
Y
Yellow
YC
Tourist Class
YD
Yaw Damper
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Training Manual
A320 Family
Equipment Identification/Functional Item Numbers

(FIN)
General Information
00-00
11CA: Component identification

B: Plug identification letter
Fictitious Components
Functional Item Numbers (FIN)

The equipment on the A/C is identified by a unique identifier designated Functional
Item Number (FIN). The basic element of the FIN is a two letter code indicating to
which system circuit the equipment belongs. To this code are added prefixes and/
or suffixes which provide the unique identification for individual items of equipment.
For electrical equipment (any component with an electrical connection) the FIN is
of the form 2CA1 where:
2 = Second component in circuit CA
CA = Circuit two letter code
1 = Suffix - First of several similar systems (System 1)
NOTE:
Several identical components which perform the same function in the same circuit
can be differenciated by the suffix number.
The general rule is that an even suffix is identifies a component on the right hand
side and an odd suffix identifies a component on the left hand side.
For mechanical equipment the FIN is similar to the electrical FIN.
The FIN sequence number serves to differenciate between mechanical and electrical equipment. The sequence number below 5000 are reserved for electrical
FINs and the sequence numbers equal or above 5000 are reserved for mechanical FINs.
All components not specifically related to a circuit are identified by fictitious circuit
letter V. The second letter defines the type of component.
1. VC A/C electrical connectors
The electrical connector is identified in a fictitious circuit VC by a numerical designator.
This identification shall be preceded by a group of numbers.
Example: 19VC-A
19: Component number
VC: Fictitious circuit code
A: Plug identification letter
19VC associated receptacle.
2. VD diode module
The diode module is identified in fictitious circuit VD by a numerical designator.
Example: 138VD
VD: Fictitious circuit code
3. VE panel
VE panels are similar to VU except that they are for commercial circuits and all the
wires in the VE are identified by ATA chapter 31-18.
Connectors
Connections to components shall be identified by a suffix letter (or two for multiple
connection parts) following the circuit identification.
Example: 14CA-A
CA: Circuit code
A: Plug identification
This will identify plug A on the 14th component in the circuit CA. If there are several
connections, the other plugs shall be identified A, B, C, D, etc...
Example 1: 11CA-B
Sep04/THTA

Level 3 B1 B2
00-00-13
Training Manual
A320 Family
System Identification Letters
Example:
The letters A and B are reserved for special request by an airline for system references where the system i s considered likely to be unique to that airline and not
covered by the system letters shown in the table.
CA
Flight control systems
De-icing
Engine monitoring
Flight instrumentation
Landing gear
Air conditioning
Hydraulics
Engine/APU control and starting
Lighting
Interior arrangement/Passenger service system
DC generation
Fuel
Radio (navigation & communications)
Radar, navigation
Recording
Fictitious circuits
Fire protection & warning system
AC Generation
General Information
00-00
System Identification
Circuit Identification
Identification of Circuits
C - Flight control systems
CA
FMGES - Electrical power supply
CB
FMGES - Discretes/analog interfaces
CC
FMGES - ARINC bus interfaces
CD
EFCS - ARINC buses and discretes interfaces
CE
EFCS - Control inputs & power supply
CF
Flaps position indicating
CN
Slats position indicating
CS
EFCS - Electrical control and monitoring of actuation
CV
Flaps electrical control & monitoring
CW
Slats electrical control & monitoring
D - De-icing
DA
Probe ice protection
D3
Windshield rain protection
DD
Ice detection
DG
Windshield anti-icing & defogging
Circuit identification
DH
Escape slide locking mechanism ice protection
The identification number of a circuit consists of 2 Letters: the letter o f the system
followed by a letter identifying the circuit within a system.
DL
Wing ice protection
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Training Manual
A320 Family
General Information
00-00
DN
Engine air intake ice protection
GF
Free fall extension
DR
Flight crew foot warmers
GG
Normal braking
DU
Waste water ice protection
GK
Alternate braking without anti skid
DV
Water servicing panels heating
GT
Weight and balance system (WBS)
DW
Potable water ice protection
GV
Tire pressure indicating system (TPIS)
E - Engine monitoring
GW
Brake system temperature
EH
Ignition starting and continuous relight
GX
Yellow auxiliary hydraulic power (electrical/hand pumps)
EL
Fuel filter clogging warning system
GY
Alternate braking with anti skid
EN
Oil indicating & power supply
GZ
Parking braking
EV
Engine vibration indicating system
H - Air conditioning
F - Flight instrumentation
HA
Engine bleed air supply system
FA
Angle of attack indicating
HB
Flow control & indicating
FC
Attitude and heading standby data
HD
Avionics equipment ground cooling
FH
Head up display (HUD)
HC
Lower deck cargo compartment heating (FWD, AFT and bulk)
FN
Radio magnetic information switching and indicating
HF
Leak detection
FP
Sensors, power supply and switching
HG
Air distribution & recirculation
FS
Electrical clock
HH
Pack control and indicating
FV
Altitude and airspeed standby data
HK
Cockpit & cabin temperature control
FW
Paravisual indicating (PVI)
HL
Pressure control & monitoring
HN
Lower deck cargo compartment ventilation and cooling (FWD, AFT

and bulk)
HQ
Avionics equipment ventilation
HR
Air conditioning compartment ventilation
HS
Therapeutic oxygen
G - Landing gear
GA
Normal extension & retraction
GB
Indicating and warning
GC
Steering
GD
Brake cooling
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Training Manual
A320 Family
General Information
00-00
HT
Crew Control and indicating
LB
Landing lights
HU
Lavatory/galley ventilation
LC
Runway turnoff lights
HV
APU bleed air supply and crossbleed systems
LE
General illumination
HZ
Emergency ram air inlet
LF
Instrument and panel integral lighting
J - Hydraulics
LG
General illumination
JB
Blue main hydraulic power
LJ
Service area lighting
JC
Blue auxiliary power (electric pump)
LK
Air conditioning duct and accessory compt lighting
JG
Green main hydraulic power
LL
Wheel well lighting
JJ
Yellow auxiliary hydraulic power (electric/hand pump)
LP
Annunciator light test and dimming
JL
Ground internal leak test system
LQ
Lavatory lighting
JR
Green auxiliary hydraulic power (ram air turbine)
LR
Taxi and take off lights
JS
Hydraulic system-data acquisition interface and indicating
LS
Avionics compartment lighting
JV
Blue auxiliary hydraulic power (electric pump)
LU
Lower deck cargo compartment lighting (FWD, AFT and bulk)
JY
Yellow main hydraulic power
LV
Anti-collision/strobe lighting
K - Engine/APU control & starting
LW
Passenger and cabin attendant lights
KA
Starting
LX
Wing and engine scan lighting
KB
Air intake system
LY
Logo lights
KC
Engine master control
M - Interior arrangement
KD
Control and monitoring
MA
Quantity indicating
KL
Emergency shutdown
MB
Water heater
KS
Functional interfaces (FADEC)
MC
Galley supply
KT
APU oil heating
MD
Air supply boost system
L - Lighting
ME
Electrical service supply
LA
MF
Supplementary medical equipment
Navigation lights
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Training Manual
A320 Family
General Information
00-00
MG
Toilet system
PX
MH
Passenger video entertainment
Q - Fuel
MJ
Door and escape slide contol system
QA
Main fuel pump system
MK
Passenger music entertainment
QB
Tanks
ML
Galley cooling
QC
APU fuel pump system
MM
Passenger information system
QE
Crossfeed system
MP
Water draining (dump)
QF
APU LP fuel shut off
MQ
Passenger compartment fixed partitions interior doors
QG
Engine LP fuel shut off
MR
Passenger compartment seats
QJ
Tank level sensing
MS
Cockpit seats
QL
Main transfer system
MT
Razor supply
QM
Fuel control and monitoring system
MU
Main deck cargo loading system
QN
Trim transfer system
MX
Miscellaneous emergency equipment
QQ
Water scavenge
MY
Lower deck cargo loading system
QR
Fuel temperature measurement
P - DC power supply distribution
QT
Quantiy indicating
PB
Battery DC generation
QU
Refuel/defuel system
PC
DC essential & normal generation switching
QV
Jettison system
PE
DC emergency generation (TR)
R - Radio (navigation & communications)
PH
DC essential distribution
RB
Aircraft communication addressing & reporting system (ACARS)
PN
DC main distribution
RC
VHF system
PP
DC ancillary equipment
RE
HF system
PR
Refuelling on battery
RF
Cabin management system
PU
DC main generation (TR)
RG
Radio management
PV
DC generation monitoring & indicating
RH
Cabin intercommunication DATA system (CIDS)
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DC ground service bus control
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00-00-17
Training Manual
A320 Family
General Information
00-00
RJ
Service interphone
VD
Diode module
RK
Cockpit voice recorder (CVR)
VE
Panel (Commercial)
RN
Audio management (integrating/flight interphone/slackly/call)
VG
Ground terminal block
RP
ADF
VN
Ground points
RQ
Omega navigation system
VP
Pressure seal feedthrough
RS
VOR/MARKER
VS
Splices
RT
ILS
VT
Terminal blocks
RU
Microwave Landing system (MLS)
VU
Panels
RX
Announcement and music tape reproducer system
VX
Printed circuit board assembly
S - Radar navigation
VZ
Spare wires
SA
Radio altimeter
W - Fire protection & warning system
SG
Traffic collision avoidance system (TCAS)
WA
Avionics compartment smoke detection
SH
ATC/Mode S (select)
WC
Cockpit to ground crew call system
SQ
Weather radar system
WD
Engine fire & overheat detection
SD
DME
WE
Engine fire extinguishing
T - Recording
WF
APU fire extinguishing
TD
Up and down loading system acquisition/interface
WG
APU fire & overheat detection
TP
Printer
WH
Lower deck cargo compartment smoke detection (FWD, AFT, bulk)
TS
DTMS interface and power supply
WK
DMC /CRT control and interconnection
TU
DFRS (FDIU, DFD ,LA, QAR)
WL
Cabin emergency lighting
TV
ACMS (DMU, DAR)
WM
ECAM control
V - Fictitious circuits
WQ
Lavatory smoke detection
VB
Main wire routing
WR
Passenger control and indicating
VC
A/C electrical connectors
WS
EIS switching
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Training Manual
A320 Family
WT
DMC - acquisition/interface
WT
EIS - switching
WU
Main deck cargo compartment smoke detection
WV
SDAC - acquisition/interface
WW
FWC - acquisition/interface
WX
Lower deck cargo compartment fire extinguishing (FWD, AFT, bulk)
WZ
Ground proximity warning system (GPWS)
General Information
00-00
X - AC generation
XA
Galley supply control
XB
Static inverter AC generation
XC
AC essential generation switching
XD
Circuit breaker monitoring
XE
AC emergency generation (CSM/G, GCU)
XG
AC external power control (GPCU)
XH
AC essential distribution
XM
Electrical contactor management system (ECMS)
XN
AC main distribution
XP
AC equipment ancillary
XS
AC auxiliary generation (APU generator GCU)
XT
Integrated drive generator system (IDG, GCU)
XU
AC main generation
XX
AC ground service bus control
Sep04/THTA

Level 3 B1 B2
00-00-19
Training Manual
A320 Family
Sep04/THTA

General Information
00-00
Level 3 B1 B2
00-00-20
Training Manual
A320 Family
Time Limits & Maintenance Checks

05-00
05 Time Limits - Maintenance Checks

Overview
This chapter includes the following sections:
05-20-00: SCHEDULED MAINTENANCE CHECKS
05-50-00: UNSCHEDULED MAINTENANCE CHECKS
Scheduled Maintenance Checks (05-20-00)

This section includes all the zonal inspections that you must do on the aircraft.
Unscheduled Maintenance Checks (05-50-00)

This section includes maintenance checks to be performed whenever a flight in
abnormal conditions is reported by the Flight Crew.
This section is divided into two categories of information:
inspections,
checks.
Jun04/THTA

Level 3 B1 B2
05-00-1
Training Manual
A320 Family
Jun04/THTA


05-00
Level 3 B1 B2
05-00-2
Training Manual
A320 Family

Task numbering
This section gives the accomplishment instructions for zonal inspection tasks related to the requirements of the Maintenance Planning Document (MPD) a specific AMTOSS zonal task number which combines the ATA 05-20 and the concerned
A/C zone is used as follows :
Task Numbering System for Zonal Inspection Tasks.
ATA Reference Number
Figure 1: AMTOSS Task Number Example
TASK N 0 5 - 2 2 - 6 0 - 6 0 0 - 0 0 1
2
Topic
Pageblock
Description and Operation
001 - 100
Troubleshooting
101 - 200
Maintenance Practices
201 - 300
Servicing
301 - 400
Removal / Installation
401 - 500
Adjustment / Test
501 - 600
Inspection / Check
601 - 700
Cleaning / Painting
701 - 800
Approved Repairs
801 - 900
Procedure Content
It is thought that people which perform the zonal tasks have an adequate knowledge of the aircraft construction and systems installations thus a list of all the items
contained in the zones to be inspected is not given.
1 : ATA
2 : Relates to ATA section 20 scheduled maintenance checks
3 : Zone
4 : Function code, E.G. 600 : INSPECTION CHECK
5 : Unique identification of discrete tasks
Jun04/THTA
Table 1: Function Codes
If you find damage, corrosion, leaks, it is recommended to refer to the related

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

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05-20-1
Training Manual
A320 Family
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Level 3 B1 B2
05-20-2
Training Manual
A320 Family
NOTE : The definitions of the terms used in this procedure are:

"DROP"
General
Unscheduled Maintenance Checks

A leak is the quantity of fluid that comes out of a component that is sufficient to
become a drop or drops, or will possibly become a drop (approximately 20 drops
= 1 cc, 75600 drops = 1 gallon ).
A leakage is a quantity of fluid on the surface of a component that is not sufficient

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

Reason for the Job is to make sure that the external leaks, leakage or stains of the
hydraulic components are in the specified limits.
Jun04/THTA
Put a piece of cloth or paper below the component, to absorb the fluid. Make sure
that it does not touch parts which turn or move.

Level 3 B1 B2
05-50-1
Training Manual
A320 Family

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

1. Operate the component.
2. Do an inspection of the component for external leaks. If you find leaks, you
must compare the quantity of the leaks with the values given in the table below:
Jun04/THTA

Level 3 B1 B2
05-50-2
Training Manual
A320 Family
Table 1: Leak Limits
Equipment
Normal Operation
Limit
Others
Dispatch Limit to
Avoid Delay
Hydraulic Pump
Engine Driven Pump (EDP)
Ram Air Turbine (RAT)
Power Transfer Unit (PTU)
Static Seals
None

Brake Unit (at rest)
None
None
Brake Unit (pressure

applied)
1 drop/min.
2 drops/min.
NOTE: 1. For the elevator and the aileron servocontrols, two leaks of more than
the normal operation limit are not permitted on the same flight surface.
2 drops in 10 min.
NOTE: 2. Make sure that the connection is tightened to the correct torque value.
Static Casing
1 drop in 10 min.
1 drop/min.
Shaft Seal (system pressurized)
2 drops/min.
8 drops/min.
NOTE: 3. The total leaks from the components and the connections, that are part
of the alternate brake system, must not be more than 10 drops/min.
System leak rate limits

(a) The total leak rate of the Green system must not be more than 50 drops/min.
(b) The total leak rate of the Yellow system must not be more than 50 drops/min.
Shaft Seal (in operation)
EDP: 30 drops/min.
EDP: 60 drops/min.
EMP: 5 drops/min.
EMP: 30 drops/min.
RAT: 1 drop/min.
RAT: 1 drop/min.
PTU: 5 drops/min.
PTU: 30 drops/min.
(f) Make sure that the drops of the hydraulic fluid do not fall on electrical equipment.
Depressurize the Hydraulic System

Depressurize the necessary hydraulic system(s):
If the quantity of the leak from a component is more than the limits, repair or replace the component as necessary.
Connections
Pipe to Pipe Connection
None
2 drops in 10 min.
(see NOTE 2.)
Pipe
None
None
Swivel Joint
None
30 drops/min.
Manifold Fitting
None
2 drops in 10 min.
(see NOTE 2.)
Jun04/THTA
(c) The total leak rate of the Blue system must not be more than 50 drops/min.
Close-up

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A320 Family
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Training Manual
A320 Family

The small zones are then broken down into items, which can be individually signed
off as inspection is completed.
The inspections are divided into three phases:
Inspections
Phase 1: is a general inspection for primary damage and indication of remote

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

removal may be called up.
General
This section contains those inspections that are necessary after an incident or
flight in abnormal conditions and will, in most cases, be called for as a result of
flight crew report.
Phase 3: is a very detailed inspection involving component removal and strip

down.
If the Phase 1 inspection reveals no damage, no further examination is necessary.
If Phase 1 reveals damage then Phase 2 must be accomplished.
Inspection Coverage
It is not possible to lay down precise details of the inspection procedure to adopted
after every incident because of the wide variations of weight, speed, nature and
direction of loads, weather conditions and component failure patterns. Therefore
these inspections have been written for the worst possible case. In order to gain
an indication of the severity of the incident and to facilitate rapid location of primary
damage it is essential that full information is obtained from the flight crew. Therefore prior to starting an inspection consult the crew and ascertain details of:
Weather conditions
Aircraft speed and flight attitude
Aircraft weight and fuel distribution

In landing mode, if touchdown was straight, drifting, wing low, nose high or low
If any noise of impact or indicative of structure or component failure was heard
Relevant instrument indications
If Phase 2 reveals damage then Phase 3 must be accomplished.

The layout of the inspection form has been arranged as follows:
Columns INSP. CODE and INSP. SIGN are provided for use by the operators,
they wish to use them, for inspection intensity code and accomplishment signature. The forms may thus be photo-copied, used as work cards and then filed with
the aircraft technical record on completion. Figure 1 on page 2.
Printout of the maintenance data recorder tape will provide valuable additional
data and indication of system malfunction.
Inspection Sequence
To permit simultaneous inspection of several areas of the aircraft the inspection
has been divided into a number of Packages.
For example: Inspection after Hail Impact requires on Phase 1 a complete airframe external check. Therefore this is divided into four major zones: fuselage,
wings, nacelles/pylons and stabilizers. These major zones are further divided into
smaller zones or major components.
Jun04/THTA

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Training Manual
A320 Family
Figure 1: Inspection Form

Inspection after Hard/Overweight Landing

Example:
The following example explains a typical inspection sequence after a hard/overweight landing.
Reason for the Job
A hard landing is defined as a landing with a vertical acceleration of more than 2.6
g at the center of gravity or a vertical speed (V/S) of more than 540 ft/min.
An overweight landing is defined as a landing at more than the maximum landing
weight with a vertical acceleration of more than 1.7 g at the center of gravity or a
vertical speed (V/S) of more than 360 ft/min.
Inspection Preparation
1. We can not give you accurate details of the inspection procedure to be applied
after each incident. This is because there can be important variations in the
weight, the speed and the direction of the loads. Thus, before you start, we recommend that you get information:
a) From the crew about the landing conditions. For example, find out:
if the landing was straight, drifting, wing-low, tail or nose heavy.
if the crew heard a noise possibly related to a structural failure.
b) From the flight recorder (DFDR):
vertical acceleration, vertical speed (V/S), weight of the aircraft.
With these pieces of information refer to the inspection definition diagram.
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A320 Family

If you find damage during an inspection and it is necessary to disconnect or remove components, pipes, ducts, cables, electrical connectors and mechanical
linkages, you must do a functional test of the related system.
Figure 2: Inspection Definition Diagram
If it is necessary to open (remove) access panels and doors, examine them. Make
sure that:
they are aligned correctly,
they have no distortion or cracks,
the paint is not damaged,
all fasteners and safety devices are in the correct position.
Extension of the flight control surfaces

(1) Fully extend the flaps 27-50-00-866-008
(2) Fully extend the slats 27-80-00-866-004
(3) Fully extend the spoilers 27-60-00-866-002
Get access to the necessary compartments as described
General
NOTE: All the inspection are visual unless differently specified in the text. Operators can refer to the Non-destructive Testing Manual (NTM) and use the non-destructive procedures.
Jun04/THTA

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A320 Family
Aircraft structure - critical areas

Do a walk around inspection of the aircraft. Make sure that you cannot see damage and fluid leaks. Carefully examine the landing gears, the wheels, the tires and
the brake units.
General Inspection
Table 1: Inspection Chart Example

ITEM
INSP INSPECTION TASKS

CODE
PHASE PHASE PHASE

1
2
2
1.
Examine the engine pylon
A.
Examine the pylon panels, the doors and the auxiliary structure. Make sure that there are no: buckling,
cracks and pulled or missing fasteners.
B.
Examine the main frame and pylon lower area. Make sure that:
- there are no distortion or cracks,
- the paint is in the correct condition,
- the rivets are not loose,
- there are no signs of shearing.
INSP
SIGN
REF
FIG
If you find damage:

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

there is no distortion on the pylon main frame and the spars connected to the side panels are in the
correct condition,
examine the attachment between main ribs (1, 3, 4 and 10), the side panels, the upper and lower
spars,
examine the fire protection system especially extinguishing containers attachments, examine the electrical cables, the hydraulic pipes, the fuel pipes and the components of the engine air-bleed system,
examine the different components installed on the main frame.
If you find damage:
Do the inspection of the engine-to-pylon and the pylon-to-wing attachments.
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A320 Family

ADAS Structure Reports

General
The AIDS Reports are results of the related AIDS monitored aircraft systems (refer
to the list below for the list of reports which are available). The reports can be requested manually or are started automatically. The monitor functions have fixed
trigger mechanisms, fixed data collection and output formatting. Collected monitored-aircraft-data is automatically supplied to the related systems during unusual
aircraft operation. If a report is requested manually with the remote print button, it
is generated immediately (independently of any other start logic). The manually or
automatically generated reports (stored in the SSMM) can be transferred to the
printer and/or the MDDU, and/or the ACARS and/or the DAR/SAR. Some parameters for customer requirements are re-programmable through the MCDU or by
GSE (For more information refer to AMM 31-36-00).
The following Load AIDS Report is available:
Load Report 15
The Load report shall be a snapshot collection of aircraft data before, at, and after
an abnormal load condition either in the air or at touchdown. The report is generated when one of the logic conditions (for detail see Load report logic in AMM 3137-51-00 ) is present.
SSMS= Solid state mass memory
Jun04/THTA

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A320 Family

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

1234567890123456789012345678901234567890
+----------------------------------------+
1|
AAAAAAAAAAAAAAAAAAAAAAAA
|
2|
|
3|
|
4|
|
5|
|
6|
|
7|
A320 LOAD REPORT <15>
|
8|
|
9|
A/C ID DATE UTC
FROM TO
FLT
|
10|CC XY-XYZ Oct04 123848 LSXY LSXZ 1234
|
11|
|
12|
PH CNT
CODE BLEED STATUS
APU |
13|C1 07 06701 4100 56 0010 0 0100 35 X
|
14|
|
15|
TAT ALT
CAS MN GW
CG DMU/SW
|
16|CE 0140 01290 129 200 5864 302 C31080
|
17|
|
18|
ESN
EHRS AP FLAP SLAT
|
19|EC 779165 00036 06 0350 0269
|
20|EE 779186 00036 06 0350 0269
|
21|
|
22|LIMIT EXCEEDANCE AND SPOILER EXT SUMMARY|
23|
|
24|
MAX LIM COUNTS
|
25|E1 N131 N090 000 000 000 000 000
|
26|
|
27|
REASON: RAL
|
28|
|
29|
VALUES AT 1 SEC BEFORE LAND/EVENT
|
30|
RALT RALR PTCH PTCR ROLL ROLR YAW
|
31|S1 0012 N128 0021 N003 N002 0017 0004
|
32|
|
33|
VALUES AT LAND/EVENT
|
34|S2 N000 N146 0027 N032 N003 N003 0011
|
35|
|
36|
MAX/MIN 1 SEC TO 3 SEC INTERVAL
|
37|
VRTA LONA LATA
|
38|S3 0302 0004 0009
|
39|S4 0023 N016 N011
|
+----------------------------------------+
Jun04/THTA
Description of data lines:

- Report line S1 contains snapshot data at 1 second before Land/Event.
- Report line S2 contains snapshot data at Land/Event.
- Report line S3 contains the "max-values" from the time interval 1 sec.
before Land/Event to 3 sec. after Land/Event.
- Report line S4 contains the "min-values" from the time interval 1 sec.
before Land/Event to 3 sec. after Land/Event.
The report lines T1, T2, T3 and T4 shall be generated if the a/c bounced
and the appropriate logic conditions are true. Otherwise these lines
shall be ormitted (inclusive header lines 55, 57, 61, 65 and 67).
Parameter
FLAP
SLAT
MAX *
LIM
COUNTS
REASON
RALT
RALR
PTCH
PTCR
ROLL
ROLR
YAW
VRTA
LONA
LATA
Print Value (Standard Progr.)

Value at moment of trigger.
Max value during 0.5 sec before until 0.5 sec after landing.
Current value.
Reason of trigger
Snapshot value.
Snapshot value.
Snapshot value.
Snapshot value.
Snapshot value.
Snapshot value.
Snapshot value.
Max and Min values.
Max and Min values.
Max and Min values.
GW 5864
RALR N128
VRTA S3
VRTA S4
=
=
=
=

58.64 tons
12.8 feet/sec (Radio Altimeter Rate)
+3.02g (Vertical Acceleration max positiv)
-0.23g (Vertical Acceleration max negativ)
Level 3 B1 B2
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Training Manual
A320 Family
Inspection of the Engine after a Bird Strike or Slush

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

Included)
Refer to the AMM for the complete TASK
1. Reason for the Job

Self Explanatory
1. Reason for the Job
2. Job Set-up Information
You must do a visual inspection and, when applicable, a borescope inspection

when unwanted materials (foreign objects) have gone into the engine.
A. Referenced Information
A. Visual Inspection
REFERENCE
DESIGNATION
72-00-00-200-006
Inspection/Check of Foreign Objet Damage

(FOD) (Bird Strike Included)
3. Procedure
A. Inspection of the Engine 72-00-00-200-006
ITEM
1.

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

1
2
2
SIGN FIG
X
Do a visual inspection of the following:

1. Possible damage to the spinner front and rear cones 72-21-00-210-005 .
2. General condition of the fan rotor blades (blade leading edge distortion, bending, cracking) 72-21-00-210-006 .
3. Wear of abradable material in fan inlet case 72-23-00-210-004 .
4. Condition of acoustical panels that may have been damaged as a result of interference with blade tip 72-23-00-210-004 .
5. Condition of splitter fairing and booster inlet guide vanes (IGV) 72-23-00-210004 and 72-21-00-210-005 .
6. Condition of fan outlet guide vanes (OGV) and seals of fan OGV inner shroud
72-23-00-210-004 .
7. Damage to T12 sensor probe 73-21-40-210-002 .
8. Condition of exhaust and stage 4 LP turbine blades 72-54-00-290-006 .
B. Gaspath Inspection
FOD associated with normal engine parameters.
Do the step that follows if one or more of these conditions apply:
NOTE: The borescope inspection may be delayed 25 hours or 10 cycles (whichever comes first) provided FOD did not result in missing material to the fan blades.
Service extension is only permitted on one engine in the event of a dual engine
FOD.
a) FOD event has resulted in fan blade missing material/fan blade damage beyond serviceable limits.
b) FOD event struck fan blades radially inward of mid span shroud.
c) Evidence of debris have entered the booster inlet, ie: damage or debris on
spinner front and rear cones, stage 1 booster vane or splitter fairing.
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Do a borescope inspection of the HPC stages 1, 3 and 8 (72-31-00-290-002).
If damage is found inspect the other stages 72-31-00-290-002 .
Do a borescope of the combustion chamber after a bird strike/ingestion event 7242-00-290-005 .
NOTE: The borescope inspection may be delayed 25 hours or 10 cycles (whichever comes first).
FOD associated with abnormal engine parameters.
If FOD event was associated with surge, stall or flameout, do the step which follow:
Do a borescope inspection of the booster
(72-21-00-290-003).
Do a borescope inspection of the HPC stages 1, 3 and 8
(72-31-00-290-002).
If damage is found inspect the other stages
(72-31-00-290-002).
Do a borescope inspection of the combustion chamber dome area
(72-42-00-290-005).
Do a Maximum Power Assurance check
(71-00-00-710-008).

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

Blockage.
4. If the FOD went through the inlet cowl structure, look for:
Damage to internal structure.
Damage to internal equipment.
5. If there is an indication of engine imbalance, examine the following nacelle
components for signs of damage:
Inlet cowl.
Exhaust nozzle.
Fan cowl hinges and surrounding structure.
Fan cowl latches and surrounding structure.
Centerbody attachment rings and fasteners.
Close-up
Figure 4: Engine Inlet
NOTE: The borescope inspection may be delayed 25 hours or 10 cycles (whichever comes first).
C. Birdstrike Inspection
NOTE: Before this inspection, perform step A Visual Inspection and B Gaspath
Inspection.
1. Examine the external portions of the nacelle inlet at the point of impact and look
for:
Cracks.
Signs of distortion.
Loose or missing fasteners.
2. Examine the inlet cowl structure for secondary damage and look for:
Cracks.
Signs of distortion.
Delamination.
Loose or missing fasteners.
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family

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

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

related diagram:
diagram for aircraft on wheels, on dry ground,
diagram for aircraft on wheels, on wet ground,
diagram for aircraft on jacks,
diagram for aircraft on forward jack or on nose wheel jack,
diagram for aircraft on one main gear wheel jack,
diagram for aircraft jacked at main and nose gears for wheel change.
NOTE: The same procedure is applicable in all the above configurations.
Example
GROUP-WORK
The following diagram related to aircraft on wheels on dry ground is an example.
Check the aircraft stability, aircraft with two engines installed:
without crew
without galleys
without pallets and containers.
Aircraft Maintenance Configuration
For example, make a plot of point A on the chart from these coordinates:
Weight: 46600 kg (102735.3852 lb)
CG: 24%.
Make sure that the flaps, the slats, the spoilers, the speed brakes and the thrust
reversers are retracted.
NOTE: In these conditions, the aircraft will be safe in winds up to

55 kts (102 km/h).
Make sure that the THS is set to neutral.
Check the aircraft stability after removal of two engines.

1. From point A, make a horizontal line: this cuts across the weight axis at point
B.
2. From this point B, subtract the weight of the two removed engines 7000 kg
(15432.3540 lb) approx. to get point B'.
3. From point A, make a vertical line: this cuts across one division of the removed
engine scale at point C.
4. Make a line across two divisions on this scale (1 division for each engine) to
get point C'.
5. From point C', make a vertical line and from point B', make a horizontal line:
these two lines cut at point D. For this point, the diagram gives these values:
Aircraft weight: 39600 kg (87303.0312 lb)
CG: 35.5%
permitted wind: 35 kts (65 km/h).
Procedure
If necessary, install the ballast:
in the forward compartment
at the pax/crew door No 1.

You can also refuel two wing tanks to put the aircraft back into balance. In this
case, add the weight of the fuel to the aircraft weight.
NOTE: Before you put ballasts on the aircraft, make sure that you obey the limits.
maximum weight of section 11
maximum loads on cabin floor
maximum load on jacking points.
Jun04/THTA

Level 3 B1 B2
05-57-1
Training Manual
A320 Family

Check the aircraft stability during engine installation with a hydraulic lift.
For this example, we calculate that the hydraulic lift puts a 800 kg (1763.6976 lb)
contact force on the pylon.
6. Continue vertical line DC' until it cuts across the contact force scale to get
point E.
7. From this point, make a line across one division (0.8 ton/division) to get point
E'.
8. From this point E', make a vertical line until it cuts across the horizontal line DB'
to get point F.
9. The diagram shows that in these conditions, engine installation is possible in
the open air in winds of less than 35 kts (65 km/h).
Calculate the quantity of ballast necessary for engine installation.
The engines are installed in the open air with a maximum windspeed of 45 kts (83
km/h).
If necessary, you will install the ballast in the forward cargo-compartment at position 11.
10.Continue line B'F until it cuts across the 45 kts (83 km/h) average windspeed
line at point H.
11.Continue vertical line FE' until it cuts across the ballast on section 11 scale at
point G.
12.From point G, make a horizontal line which cuts across the vertical line from H
at point J.
13.Count the number of divisions on the scale between point G and J (in the example, 2.3 divisions).
The weight of ballast necessary is thus:
2.3 x 500 kg (1102.3110 lb) = 1150 kg (2535.3153 lb)
In the example given, use the same procedure to calculate the quantity of ballast
necessary at cabin door No 1:
1.6 x 500 kg (1102.3110 lb) = 800 kg (1763.6976 lb)
NOTE: As the ballast only increases the aircraft weight by a small quantity, this is
ignored.
Jun04/THTA

Level 3 B1 B2
05-57-2
Training Manual
A320 Family

Figure 1: Stability Graph aircraft on wheels on dry ground
F
B
24
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A320 Family
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A320 Family
Dimension and Areas

06-00
06 Dimensions and Areas
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A320 Family
Dimension and Areas

06-00 General
06-00 General
General
Description
This chapter defines:
Dimensions and Areas
see
06 - 10
Zoning
see
06 - 20
Stations
see
06 - 30
Access Privisions
see
06 - 40
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Training Manual
A320 Family
Dimension and Areas

06-00 General
Figure 1: Dimensions A318
31,44 m
103 ft 2 in
12,56 m
41 ft 2 in
10,252 m
33 ft 8 in
34,10 m
111 ft 10 in
12,45 m
40 ft 10 in
7,59 m
24 ft 11 in
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A320 Family
Dimension and Areas

06-00 General
Span
34.10m
Length
33.84m
Height
11.76m
Fuselage diameter
Sep04/THTA

Level 3 B1 B2
3.96m
06-00-4
Training Manual
A320 Family
Dimension and Areas

06-00 General
A320Span
34.10m
Length
37.57m
Height
11.76m
3.96m
Fuselage diameter
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Dimension and Areas

06-00 General
A321Span
34.10m
Length
44.51m
Height
11.81m
Fuselage diameter
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3.96m
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Training Manual
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Dimension and Areas

06-00 General
Table 1: Data, Dimensions and Weights of the A320 Family

A319
A320
A321
Aircraft Dimensions
SI
GB
SI
GB
SI
GB
Overall Length
33,84m
111ft 0in
37,57m
123ft 3in
44,51m
146ft 0in
Fuselage Diameter
3,96m
13ft 0in
3,96m
13ft 0in
3,96m
13ft 0in
Height
11,76m
38ft 7in
11,76m
38ft 7in
11,76m
38ft 7in
Wing Span (geometric)
34,09m
111ft 10in
34,09m
111ft 10in
34,09m
111ft 10in
Wing Area (reference)
122,6m2
1320ft2
122,6m2
1320ft2
122,6m2
1320ft2
Sweep (25% chord)
25 degrees
25 degrees
25 degrees
Design Weights
Max. Ramp Weight
64,4T
142,0lb X 1000
73,9T
162,9lb X 1000
83,4T
183,9lb X 1000
Max. Take-off Weight
64,0T
141,1lb X 1000
73,5T
162,0lb X 1000
83,0T
183,0lb X 1000
Max. Landing Weight
61,0T
134,5lb X 1000
64,5T
142,2lb X 1000
73,5T
162,0lb X 1000
Max. Zero fuel Weight
57,0T
125,7lb X 1000
61,0T
134,5lb X 1000
69,5T
153,2lb X 1000
Max. Fuel Capacity
23860 Litres
6300 USg
23860 Litres
6300 USg
23700 Litres
6260 USg
Typical Operating Weight

Empty
40,1T
88,4lb X 1000
41,0T
90,4lb X 1000
47,7/49,2T
105,6/108,4lb X 1000
Typical Volumetric Payload
12,9T
28,4lb X 1000
16,3T
35,9lb X 1000
21,0/20,4T
46,0/45,0lb X 1000
Basic Operating Data

Powerplants
CFM56-5A4/-5A5
CFM56-5B5/-5B6
V2522-A5
CFM565A1/-5A3
CFM56-5B4
V2525-A1/V2527-A1
CFM56-5B1/-5B2
V2530-A5
Thrust Range
22000-23500lb
22000-27000lb
30000-33000lb
Typical Seating (two class)
124
150
185
Typical Seating (one class)
134
164
199
Cockpit Crew
2/4/(5)
2/4/(5)
2/5/(6)
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Dimension and Areas

06-00 General
Table 1: Data, Dimensions and Weights of the A320 Family

A319
Range (max. pax)
3360km
A320
1800nm
4900km
A321
2650nm
4350km
Max. Operating Mach Nr (Mmo) 0,82M
0,82M
0,82M
Average Cruise Speed

at 30-35000 ft
750-850km/h
750-850km/h
750-850km/h
Max. Cruise Speed
850km/h
850km/h
850km/h
Operational Area
short range
short range
short range
Sep04/THTA

Level 3 B1 B2
2300nm
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A320 Family
Dimension and Areas

06-00 General
Figure 5: Dimensions and Areas
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A320 Family
Dimension and Areas

06-00 General
Figure 6: Typical Cabin
Also for A319
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A320 Family
Dimension and Areas

Sep04/THTA

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06-10-1
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A320 Family
Dimension and Areas

Coordinate System
For measurements and location of components within the fuselage of the A 320
Family a metrical coordination system is in use. It exists of three datum lines:
means length distances from X 0 also called .STA 0 .

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

Y 0 is a vertical plane over the center line
+ Y is a plane left hand from Y 0 in flight direction
Y is a plane right hand from Y 0 in flight direction
means a horizontal distance from any point to the aircraft center line
Z 0 is a horizontal plane over the center line
+ Z is a plane above the center line
Z is a plane below the center line
Sep04/THTA

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06-10-2
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A320 Family
Dimension and Areas

Figure 1: Coordinate System
2540mm in front of Radom
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Sep04/THTA

Dimension and Areas

Level 3 B1 B2
06-10-4
Training Manual
A320 Family
Dimension and Areas

06-20 Zoning
06-20 Zoning
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A320 Family
Dimension and Areas

06-20 Zoning
The aircraft is divided into zones as follows:

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

06-20 Zoning
Figure 1: Major Zones
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Dimension and Areas

06-20 Zoning
Major Sub - Zones

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

06-20 Zoning
Figure 2: A320 Major Sub-Zones - Fuselage and Vertical Stabilizer
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Dimension and Areas

06-20 Zoning
Figure 3: Major Sub-Zones - Wing and Nacelle
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Dimension and Areas

06-20 Zoning
Unit Zones
Defines a certain position within that sub zone. They are identified through single
digit Numbering, counting from 0 to 9. Numbering within a major sub zone are as
follow:
from front to rear
from inboard to outboard
uneven numbers (e. g. 131, 211, etc.) identifies the left hande side of the center
line
even numbers (e. g. 142, 162, 264, etc.) identifies the right hand side of the
center line
For Example: 162
1 - major zone 100 = identifies the range below center line
6 - major sub zone 160 = identifies the bulk cargo compartment
2 - unit zone 162 = identifies the forward, right hand part of the center line of the
bulk cargo compartment.
NOTE:
Wings, Stabilizers and Engine Nacelles have similar major-, sub major- and
unit zones.
The cabin passenger / crew doors, cargo compartment and main landing gear
doors are only identified by the zone number, since each of these doors is a
zone in itself.
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Dimension and Areas

06-20 Zoning
Figure 4: A321 Unit Zones - Fuselage and Vertical Stabilizer
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Dimension and Areas

06-20 Zoning
Figure 5: Unit Zones - Wing and Horizontal Stabilizer
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Dimension and Areas

06-20 Zoning
Figure 6: Unit Zones - Landing Gear
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Dimension and Areas

06-20 Zoning
Figure 7: Engines Major-, Major Sub- and Unit - Zones
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Dimension and Areas

06-20 Zoning
Figure 8: A 319 Door Zone Numberss
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Dimension and Areas

06-20 Zoning
Figure 9: A 320 Door Zone Numbers
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Dimension and Areas

06-20 Zoning
Figure 10: A 321 Door Zone Numbers
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Dimension and Areas

06-30 Stations
06-30 Stations
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Dimension and Areas

06-30 Stations
INFO: Stations and frames for A 319 / A210 see AMM.
This section gives the Stations and their related frames or ribs.
The stations (STA) are shown in millimeters, messured from station 0 , which is
2540 mm before the RADOM.
Stations (STA)
The station designation system is used to identify reference planes and points
along those planes, providing a means of identifying the location of structure, center of gravity, and the distribution of weight.
A station corresponds to a cross section (plane) for a given assembly group, as
Fuselage, engine nacelle, wing vertical and horizontal stabilizer.
The sum of all stations gives a station diagram. Each station is a measured distance in millimeters, measured from a station point 0 . For the Fuselage it is
measured over the X - datum line, beginning 2540 millimeters in front of the RADOM. In addition the stations are supplemented by frame (FR) figures, e. g. STA
9500 / FR 24.
Frames (FR)
Frames been counted from the front bulk head to the aft within the fuselage.
The distance between the frames are generally 530 millimeters. In ranges of hight
loads the distances is about 230 millimeters.
Depending on the frames the fuselage of A 320 has seven sections.
SECTION
DESIGNATION
FRAMES
11 / 12
Nose Fuselage
0 - 24
13 / 14
Forward Fuselage
24 35
15
Center Fuselage
35 47
16 / 17
Aft Fuselage
47 65
18
Aft Fuselage
64 70
19
Forward Tailcone
70 77
19.1
Aft Tailcone
77 87
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Dimension and Areas

06-30 Stations
Figure 1: Fuselage Stations
8966mm
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Figure 2: Wing Rib Stations
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Dimension and Areas

06-30 Stations
Figure 3: Stabilizer Rib Stations

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Dimension and Areas

06-30 Stations
Figure 4: Pylon and Nacelle Stations
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Dimension and Areas

06-30 Stations
Section Numbers
The fuselage is divided into various sections for manufactoring reasons.
Each major part of the aircraft, corresponding to the production sharing receives
a section number.
Fuselage
Wing
20
Vertical Stabilizer
30
Horizontal Stabilizer
35
Engine
40
Landing Gear
50
Belly Fairing
60
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10 thru 19.1 (shown)

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Dimension and Areas

06-30 Stations
Figure 5:
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Dimension and Areas

06-30 Stations
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Dimension and Areas

06-40 Access
06-40 Access
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Access Panels and Doors
All access panels and doors are provided with an identification system.
The identification code exist of three figure to identify the zone and two letters to
clarify the position.
The first or identification letter identifies the door (panel) in a logical sequence,
i. e.
from the inside to the outside, or
from the forward to aft.
The first identification letter is an A for each zone.
The second or location letter, gives the location of the door (panel) on the aircraft if necessary.
T Top (upper surface)
Dimension and Areas

06-40 Access
In case all letters of the alphabet have been used, panels are identified as follows.
the letter A is still the identification letter
location letters than are
U Top (upper surface)
D Bottom (lower surface)
P Left
S Right
G Floor Panel
X Sidewall panel
Y Ceiling Panel
F Floor Panel
NOTE:
The letters I and O are not used.
The cabin passenger / crew doors, cargo compartment and main landing gear
doors are only identified by the zone number, since each of these doors is a
zone in itself.
Doors along the aircraft center line have the left side zone number.
For more rules see AMM 06 - 40 - 00
W Sidewall panel
EXAMPLE of the identification of an access door 121AL and 191AT:
B Bottom (lower surface)

L Left
R Right
Z Internal
C Ceiling Panel
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Dimension and Areas

06-40 Access
Figure 1: Access Left Side RADOME, Avionic Compartments, Nose Landing

Gear
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Dimension and Areas

06-40 Access
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Lifting and Shoring

07-00
07 Lifting & Shoring
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Lifting and Shoring

07-00 Jacking
07-00 Jacking
Jacking the A320
You must lift the aircraft at three points on the structure with three hydraulic jacks.
One point is under the forward fuselage at FR9. The two other points are under
the wings at the Ribs 9. When the aircraft is on the jacks, put a safety stay between
FR73 and 74. This prevents any accidental movement of the aircraft. You must not
use the safety stay to lift the aircraft. You can lift the aircraft with jacks when the
tires and the shock absorbers are deflated. You can lift the aircraft at the forward
jacking point only, with the wheels of the main landing gear on the ground.
Before you lift the aircraft with jacks make sure that the weight of fuel is applied
equally on the two sides of the aircraft centerline.
Make sure that the aircraft is stable before you lift it with jacks.
You must not lift the aircraft with the safety stay.
Before you lift or you lower the aircraft make sure that there is no equipment
adjacent to it (that can cause damage).
Make sure that no other work is being done.
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Lifting and Shoring

07-00 Jacking
Figure 1: Jacking Points
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Lifting and Shoring

07-00 Jacking
Figure 2: Jacking Pads
LH wing jacking pad is not identical to the RH wing jacking pad
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Lifting and Shoring

07-00 Jacking
Figure 3: Trim Indicator
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Lifting and Shoring

07-00 Jacking
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Leveling and Weighing

08-10
08 Leveling and Weighing

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

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

Defuel the aircraft for the weight and balance procedure WBM 1-20-07 .
Inspection/Check
Preparation
This procedure gives data to find the operating empty weight of the aircraft and to
calculate the center of gravity.
NOTE: You can do this operation with the shock absorbers and the tires deflated.
To get accurate results, we recommend to weigh the aircraft on a level area in a
hangar with:
the hangar doors and windows closed.
the hangar heating, air conditioning and ventilation systems stopped. Wind and
air flows prevent accurate results.
Check of the Fluid Levels
1. Do a check of the engine oil level and refill if necessary 12-13-79-610-001 .
2. Do a check of the APU oil level and refill if necessary 49-90-00-600-004 .
3. Do a check of the hydraulic fluid level in the systems 29-30-00-200-002 and refill if necessary 12-12-29-611-001 or 12-12-29-611-002 .
4. Do a check of the IDG oil level and refill if necessary 24-21-00-210-046 .
5. Make sure that all the fire extinguishers, oxygen masks and safety belts are in
position.
Check of the Pressure of the MLG and NLG Shock Absorbers and Check of the
Tire Pressure
Removal of Components
Close Access
1. Close the NLG doors if opened
32-22-00-410-001 .
2. Close the MLG doors if opened
32-12-00-410-001 .
3. Close the doors of aft and forward cargo compartments if opened
52-30-00-860-002 .
4. Close all the access doors/panels if opened.
5. Close the passenger/crew doors
52-10-00-410-001 .
Weigh the Aircraft and Calculate the Position of the Center of

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

1. Retract the spoilers 27-60-00-866-002 .
2. Retract the flaps 27-50-00-866-009 .
3. Retract the slats 27-80-00-866-005 or 27-80-00-866-008 .
4. Make sure that all flight control surfaces are in the neutral position.
5. Externally and internally examine the aircraft to make sure that all the weighing
conditions are correct (galley equipmemt, ground power units connected, etc.).
Jun04/THTA

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

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

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Extract from Weight & Balance Manual

For abbreviations refer to page 23.
Aircraft Views and Main Dimensions

The aircraft three views and principal dimensions are shown in Figure 1 on
page 4.
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Figure 1: A/C views and main dimensions
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Reference Trihedral and Balance Scale Definition

Reference Trihedral
A reference trihedral in front of and below the aircraft has been chosen. This trihedral is defined by the following planes.
1. Forward plane H-arm 0 (yoz) located 2.540 meters forward of aircraft nose section.
2. Vertical plane (xoz) being the aircraft symmetry plane.
3. Horizontal plane (xoy) located 7.000 meters below the fuselage datum line.
This definition is illustrated in Figure 2 on page 6.
Balance Scale
To facilitate CG calculations and representation on the diagrams, the moment is
reduced to a more workable magnitude by the following balance scale unit.
MOMENT (kgm)
unit = -----------------------------------------1000kgm
On balance diagrams the moments are relative to 25 % RC (H-arm = 18.850 m).
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Z
18.850 m
17.8015 m
25% RC
Figure 2: Reference Axis
4.1935 m
7.000 m
H-arm = 0
2.540 m
X
Z
Y
0
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Definition of the Reference Chord and Relevant Formulae

The length of the reference chord = 4.1935 meters.
H-arm of reference chord leading edge = 17.8015 meters.
Percent reference chord and H-arm conversion:
A. An H-arm can be converted into percentage of the reference chord through:
H-arm 17.8015
%RC = ----------------------------------------0.041935
B. A percentage of the reference chord can be converted into H-arm through:
H-arm = ( % RC 0.041935 ) + 17.8015

These conversions can be read on Table 1 on page 8, Table 2 on page 8 and
Table 3 on page 9.
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Table 1: Table of Conversion % RC to H-Arm
Jun04/THTA

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

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Table 3: Table of Conversion H-Arm to% RC
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Weight Definitions
Actual Zero Fuel Weight (AZFW)
The weight terms used throughout this manual are given below together with their
respective definitions.
Sum of operational empty weight and payload. The AZFW must never exceed the
maximum design zero fuel weight (MZFW).
Manufacturer's Empty Weight (MEW)
Operational Take-Off Weight (OTOW)
The weight of structure, power plant, systems, furnishings and other items of
equipment that are an integral part of a particular aircraft configuration, including
the fluids contained in closed systems.
Maximum weight permitted at brake release for a given flight operation. This is a
function of airport and operational restrictions.
The weights of all operator's items are excluded.
Operational Landing Weight (OLW)
Operator's Items
These items include the following:
1. Unusable fuel
2. Oil for engines, IDG and APU
3. Water for galleys and toilets
4. Chemical fluid for toilets
5. Aircraft documents and tool kits
6. Passenger seats and passenger life jackets
7. Tables and baby bassinets
8. Galley structure and fixed equipment
9. Catering
10.Pallets and baggage containers
11.Emergency equipment including:
Evacuation aids, portable O2 bottles and boxes, extinguishers, megaphones,
flash lights, axes, first aid kits, emergency radio beacons, asbestos gloves and
smoke goggles, demonstration kits, life jackets for crew and children.
12.Crew and their baggage
Operational Empty Weight (OEW)

Sum of manufacturer's empty weight and operator's items weight.
Payload (P/L)
Sum of passengers, cargo and baggage.
The OTOW must never exceed the maximum design take-off weight (MTOW).
Maximum weight permitted at touchdown for a given flight operation. This is a
function of airport and operational restrictions.
The OLW must never exceed the maximum design landing weight (MLW).
Maximum Payload
The difference between the maximum design zero fuel weight (MZFW) and operational empty weight (OEW).
Maximum Useful Load

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

The maximum weight for ground manoeuvre (including the weight of run-up and
taxi fuel).
Maximum Design Take-Off Weight (MTOW)

The maximum weight at the start of take-off run.
Maximum Design Landing Weight (MLW)

The maximum weight at which the aircraft may land.
Maximum Design Zero Fuel Weight (MZFW)

The total maximum of operational empty weight (OEW) and payload. It is also the
maximum operational weight without usable fuel.
Minimum Weight
The minimum weight at which the aircraft may be operated.
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Figure 3: Station Diagram for the Wing
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Figure 4: Station Diagram for Horizontal Tail

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Figure 5: Station Diagram for Vertical Tail
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Figure 6: Fuselage Frame Numbering

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Figure 7: H-Arm Table of Fuselage Frames

Figure 8: Take-Off Horizontal Trim Wheel Setting
10. Effect of Moving Components on the Aircraft CG

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

The table below gives the moments due to slats and flaps extension.
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B. Thrust Reverser Extension

or
Thrust reverser = negligeable
C. Landing Gear Retraction

Nose landing gear = - 202 kgm
where:
Main landing gear = - 738 kgm
Rm: Addition of LH side and RH side reactions measured at wing jacking points.
NOTE:
Rn: Reaction measured at forward jacking point.
The aircraft is weighed with slats, flaps and thrust reverser retracted.
W: Weight of the aircraft, equal to Rm + Rn.

NOTE:
B. Weighing on Aircraft Jacks
The CG position expressed in % RC can also be evaluated from the diagram in

figure 1-10-09.
CAUTION:
MAXIMUM JACK AND JACK POINT LOADS MUST NOT BE EXCEEDED DURING WEIGHING OPERATIONS. Refer to paragraph 1.10.08.
The weighing is achieved at zero degree pitch attitude.
Weighing on Wheels
The load on each scale is a function of aircraft weight and CG and can be estimated on figure 1-10-09 and a minimum capability required for each one deduced.
Weighing should preferably take place in a closed hangar to exclude all wind and
strong air currents.
=0
Aircraft Datum
G
H-Arm = 0
CG or H-Arm
Rm
Rn
The following equipment is required:

one clinometer for measuring the aircraft pitch attitude,
two scales for the main landing gear reactions,
one scale for the nose landing gear reaction.
The load on each scale is a function of aircraft weight and CG and can be estimated on Figure 9 on page 15, and the minimum capability required for each one deduced.
CG Computation
The CG position can be determined by either of the following equations:
The CG position can be determined by either of the following equation:
Cr
H-arm = A B sin -----W
or
Where:
A = Distance from Aircraft datum to main wheel reaction.
B = Z CG above Main landing gear axle.
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Figure 9: CG as a Function of A/C Weight and Nose Landing Gear Load
C = Distance between Main wheel reaction & Nose wheel reaction.

= Aircraft pitch attitude (positive nose up)
r
= Reaction on Nose landing gear
W = Weighed weight.
r + 21
CG ( %RC ) = 59.35 65.3 sin 302.6 --------------
W
or
r + 21
H-arm(m) = 20.29 2.738 sin 12.690 --------------
W
or
r + 46
H-arm(in) = 798.82 107.79 sin 499.61 --------------
W
NOTE:
The CG position can also be evaluated from the diagram in Figure 9 on page 15.
EXAMPLE: Assume an aircraft with a gross weight of 47 900 kg A and the reaction
at nose landing gear of 4 700 kg B , the aircraft CG is 29 % RC C.
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Equipment / Component Removal List

This paragraph lists items normally removable from the aircraft. The list is not a
complete component breakdown. The information may be used to determine an
approximate aircraft weight and CG for maintenance purposes only.
Figure 10: Door Weights
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Figure 11: Wing Component Weights
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Figure 12: Tail Component Weight
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Figure 13: Landing Gear Weights
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Figure 14: Pylon and Engine Weights
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Aircraft Stability Control During Loading and Unloading
Stability Check
Indiscriminate loading or unloading of baggage and cargo simultaneously with the

movement of passengers embarking or disembarking may produce unacceptably
large shifts in the aircraft cg position or ground standing altitude.
When the nose landing gear shock absorber strut approaches maximum extension a warning, "NLG SHOCK ABSORBER FAULT" is signalled on the flight deck
ECAM display and a single chime audible warning is released.
1. On the scale NUMBER OF PAX ALLOWED check between the lines GH and
BC the number of passengers allowed in the aft cabin eg. 103 passengers allowed
2. If the number of passengers allowed is greater than the number of passengers
possible in the aft cabin the stability of the a/c is assured.
3. If the number of passengers allowed is less than the number of passengers positioned in the aft cabin precautions must be taken to prevent aircraft tipping.
eg. unload aft and/or bulk hold before unloading forward hold
point F becomes point F1, point H becomes point H1 or maintain passengers
in the fwd cabin point B becomes B1; point C becomes point C1 or use a combination of the above actions.
Aircraft or ground power must be switched on to enable this warning!
In either case the number of passengers allowed in the aft cabin is increased.
At the time of warning the nose landing gear load is not less than 1000 kg
(2205 Ib).
Remarks:
The aft cabin is defined as that part of the cabin aft of the main landing gear
axle position.
The passenger weight used in the graph is 75 kg including hand baggage.
For other passenger and baggage weights it is necessary to convert the allowed number of passengers using the formula:
N: Number of passengers at 75 kg
N1: Number of passengers at New Weight
Nw: New weight of one passenger
The tip up position is a function of aircraft weight, CG and attitude due to the inclination of the landing gear strut.
In practice the theoretical tip up CG position is considered to be at an aircraft CG
of 57 % RC, H-arm = 20.192 rn (794.95 in).
Figure 15 on page 22 provides a graphical method of maintaining this margin during ground operations.
See Figure 16 on page 22 for an example.
OEW, OEW CG and Fuel on Board

1. Enter A/C OEW and CG: point OEW eg. 43500 KG at 28 % RC(Rference Cord)
2. From this point OEW thus obtained draw a vertical line to the point A
3. From the point A enter the fuel quantity on board in the fuel effect curve to obtain the point B eg. fuel quantity 1700 KG
4. From this point B draw a vertical line to the point C
N 75
N1 = ---------------Nw
Cargo/Baggage in Holds
1. In the cargo box starting from the point O, draw on the scale LOAD IN FWD
CARGO an arrow representing the load in the forward cargo hold to obtain the
point D eg. load in forward cargo hold 1500 KG
2. From this point draw an arrow representing the load in the aft cargo hold to obtain the point E eg. load in aft cargo hold 3000 KG
3. From this point draw a vertical line to the point F
4. Draw a horizontal line in the direction of the arrow to represent the load in the
bulk cargo hold to obtain the point G eg. load in bulk hold 300 KG
Jun04/THTA
eg. N = 103, Nw = 82 kg
103 75
N1 = --------------------- = 94
82
103 passengers at 75 kg give the same effect as 94 passengers at 82 kg.

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Figure 15: Aircraft Loading Stability Chart
Jun04/THTA

Figure 16: Typical Aircraft Loading Stability Example

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A320 Family
Abbreviations - Aircraft Weighing and Leveling

Table 4: Abbreviations - General (Sheet 1 of 4)
A/C
Aircraft
ALI
Aircraft Loadability Interface
AMC
Aerodynamic Mean Chord
APU
Auxiliary Power Unit
AS
Aerospace Standard
ATA
Air Transport Association of America
AZFW
Actual Zero Fuel Weight
B/C
Business Class
B/F
Brought forward
C/C
Club Class
CIF
Carried forward
CFMl
CFM International
CG
Center of Gravity
C/L
Centerline
COMP
Compartment
cos
Cosine
DOC
Document
EFF
Effective
E.G.
For example
FAR
Federal Aviation Regulations
F/C
First Class
FQI
Fuel Quantity Indicator
FR
Frame
Jun04/THTA


FWD
Forward
GMC
Geometrical Mean Chord
H-ARM
Horizontal arm from station 0 (zero) in length unit
H-ARM FUS. STA. Horizontal arm fuselage station

IAE
International Aero Engines
IATA
International Air Transport Association
IDG
IS0
International Organization for Standardization
LE
Leading Edge
LEP
List of effective pages
L/G
Landing Gear
LH
Left Hand
MAX
Maximum
M/C
Main Class
MEW
Manufacturer's Empty Weight
MID
Middle
MIN
Minimum
MlSC
Miscellaneous
MLW
Maximum Design Landing Weight
MTOW
Maximum Design Take-Off Weight
MTW
Maximum Design Taxi Weight
MZFW
Maximum Design Zero Fuel Weight
NAS
National Aerospace Standard
No
Number
OEW
Operational Empty Weight

Level 3 B1 B2
08-10-23
Training Manual
A320 Family

OLW
Operational Landing Weight
ZFCG
Zero Fuel Weight Center of Gravity
OTOW
Operational Take-Off Weight
ZFW
Zero Fuel Weight
O2
Oxygen
PAX or PASS
Passengers
P/L
Payload
POS
Position
RC
Reference Chord
REF
Reference
RESP
Respectively
REV
Revision
RH
Right Hand
Seq
Sequence
Sin
Sine
Tan
Tangent
TC
Type Certificate
TO
Take-Off
TR
Temporary Revision
TSO
Technical Standard Order
ULD
Unit Load Device
us
United States
Weight
WBM
Weight and Balance Manual
Y-ARM
Lateral arm from station 0 (zero) in length unit
Y/C
Tourist Class or Economy Class
2-ARM
Vertical arm from station 0 (zero) in length unit
Jun04/THTA
Table 5: Abbreviations - Units (Sheet 1 of 2)

cuft
- cubic feet
cum
- cubic meters
ft
- feet
in
- inches
kg
- kilograms
kg / l
- kilograms per liter
km
- kilometers
km / h
- kilometers per hour
kt
- knots
- liters
Ib
- pounds
lbin
- pound-inches
Ib l sqin
- pounds per square inch
Ib / US gal
- pounds per US gallon
- meters
kgm
- kilogram-meters
mm
- millimeters
mph
- miles per hour
sqft
- square feet
sqin
- square inches
sqm
- square meters

Level 3 B1 B2
08-10-24
Training Manual
A320 Family

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

US gal
- US gallons
- percent
- degrees
- minutes of degree
Jun04/THTA

Level 3 B1 B2
08-10-25
Training Manual
A320 Family
Jun04/THTA


Level 3 B1 B2
08-10-26
Training Manual
A320 Family

Figure 1: Attitude Indicator
Leveling Methods
There are different methods for leveling the aircraft when on jacks.
These are:
Quick Leveling using the Attitude Monitor
Quick Leveling with a Spirit Level in the FWD Cargo Compartment
Quick Leveling with a Spirit Level in the Passenger Compartment
Quick Leveling Procedure with the ADIRU
The different procedures are explained in the following section.
Quick Leveling using the Attitude Monitor

Procedure
Aircraft Lifting
1. Lift the aircraft 07-11-00-581-001 .
Aircraft Leveling
Operate the jacks of the aircraft to move the bubble to the D4 position.
NOTE: The D4 position relates to a longitudinal angle of 0and transverse angle of
0.
Jun04/THTA

Level 3 B1 B2
08-21-1
Training Manual
A320 Family
Quick Leveling with a Spirit Level in the FWD Cargo

Compartment
Procedure
Get Access
1.
2.
3.
4.
Put an access platform in position below the FWD cargo-compartment door.

Open the FWD cargo-compartment door 52-30-00-860-001 .
Get a spirit level to do the leveling procedure.
Go into the FWD cargo compartment.
NOTE: To do this procedure two persons are necessary

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

Leveling of the Aircraft

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

Procedure
References
REFERENCE
DESIGNATION
07-11-00-581-001
Lifting for Aircraft Maintenance Operations
NOTE: Do not put the safety stay in position before you make the aircraft level.
07-11-00-586-002
Lowering of the Aircraft for Maintenance Operations
31-36-00-740-008
Access to the Parameter Call-Up Menus
34-10-00-860-004
IR Alignment Procedure
34-10-00-860-005
ADIRS Stop Procedure
Aircraft Lifting
Lift the aircraft 07-11-00-581-001 .
1. Put the spirit level on a track, in the Y axis, perpendicular to the tracks, and operate the hydraulic jack below the wing to get the transverse alignment.
2. Put the spirit level a track, in the X axis, and operate the hydraulic jack below
the fuselage to get the longitudinal alignment.
3. When you have done the longitudinal alignment, do a check of the transverse
alignment.
Quick Leveling with a Spirit Level in the Passenger

Compartment
Procedure
Aircraft Lifting
Lift the aircraft 07-11-00-581-001.
Jun04/THTA

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

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

Level 3 B1 B2
08-21-2
Training Manual
A320 Family
Access to the Parameter Call-Up Menus

Figure 2: MCDU Menu
Enter the Parameter Alpha Call-up via MCDU.

ACTION
RESULT
On the MCDU:
On the MCDU display:
Push the MCDU MENU mode key.
The MCDU MENU page comes into

view.
Push the line key adjacent to <

AIDS indication.
The AIDS page comes into view.
Push the line key adjacent to CALLUP < PARAM indication.
The AIDS PARAM CALL-UP page

comes into view.
Push the line key adjacent to <

PARAM ALPHA CALL-UP indication.
The AIDS ALPHA CALL-UP page

comes into view.
Enter the correct Alpha Call-up

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

the bottom of the display (scratchpad).
Push the line key 2L, 3L, 4L or 5L

Key to take over the Parameter
Alpha Call-up.
The Parameter Alpha Call-up shows on

the Data Field with all information.
The MCDU MENU page comes into

view.
Jun04/THTA

Level 3 B1 B2
08-21-3
Training Manual
A320 Family
Jun04/THTA


Level 3 B1 B2
08-21-4
Training Manual
A320 Family
Towing and Taxiing

09-00
09 Towing and Taxiing
Jun04/THTA

Level 3 B1 B2
09-00-1
Training Manual
A320 Family
Towing and Taxiing

09-00 General
09-00 General
Towing is an operation which consists In pushing or pulling an aircraft with a tractor.
The tractor is connected to the aircraft by a towbar attached to a nose landing gear
fitting. On soft or muddy ground, the towing may be carried out using the main
landing gear attachment points.
The aircraft may be towed or pushed:
at maximum ramp weight
with engines shut down or running at idle. During this operation, one
person is required in the cockpit in order to operate the brakes if necessary.
Two other people are required to monitor the wing tips to prevent collisions.
Precautions
Before starting the towing operations, several precautions must be taken:
the engine cowls must be closed
the dimension H, representing the shock absorber travel, must be no more
than 11.8 in (300 mm) so as not to damage the wheel centering cams used during nose landing gear retraction.
the wheels must be in the aircraft centerline.
The maximum authorized steering angie, on each side of the aircraft centerline, is
limited to 95. In the engine running configuration this angle is only 40, thus the
tractor is kept out of the engine inlet suction areas. Now that these precautions
have been taken, we shall have a look at the actual towing operation. Make sure
that the safety ground locks are installed on the main landing gear stays.
Check that the nose landing gear downlock safety pin is installed on the nose landing gear. Check that the wheel chocks are in position.
Jun04/THTA

Level 3 B1 B2
09-00-2
Training Manual
A320 Family
Towing and Taxiing

09-00 General
Figure 1: Towing Fitting and Location
Jun04/THTA

Level 3 B1 B2
09-00-3
Training Manual
A320 Family
Towing and Taxiing

09-00 General
Figure 2: Towbar
Jun04/THTA

Level 3 B1 B2
09-00-4
Training Manual
A320 Family
Preparation
On the nose wheel steering deactivation box, set the ground towing control lever
to the TOWING position. Lock the lever with a safety pin.
In the cockpit:
On the ECAM, the NOSE WHEEL STEERING DISCONNECTED message
appears.
On the central pedestal, set the Parking Brake control to OFF. On the brake
yellow pressure triple-indicator, the Indications drop to zero.
On the other hand, on the same triple-indicator, make sure that the accumulator pressure is correct:
the nominal pressure Is 3000 psi (206 bar)
the minimum pressure is 1500 psi (103 bar)
This 3000 psi pressure permits 7 actions on the brake system. On the ECAM, the
PARKING BRAKE message disappears. On the nose wheel steering deactivation
box the orange Parking Brake light goes off. Having taken all these precautions,
lets install the towbar.
Towbar
The towbar comprises:
A damping system to protect the nose landing gear from sudden movements.
Calibrated towing shear pins to protect the landing gear from too high longitudinal and lateral loads. Install the towbar on the nose landing gear towing attachment. Connect the towbar to the tractor.
Towing and Taxiing

09-00 General
In order to dialogue with the ground mechanics set the interphone Radio switch
on the Audio Control Panel to the Interphone position, and press in the Interphone
reception pushbutton.
Operation
Having taken all these precautions, tow the aircraft slowly and smoothly. It Is recommended to stop the towing operation with the nose wheels in the aircraft centerline.
Disconnect the towbar from the nose landing gear towing attachment, then move
the tractor away. On the nose wheel steering deactivation box, the towing control
lever returns to Its normal position when the safety pin is removed, Position the
wheel chocks.
Close Up
In the cockpit, the NOSE WHEEL STEERING DISCONNECTED message disappears from the ECAM. Set the Parking Brake control to ON. The PARKING
BRAKE message then appears on the ECAM. Check that the hydraulic brake circuit pressure is correct.
Cut the cockpit/control tower VHF link by releasing out the VHF pushbutton on the
Radio Management Panel. Reset the interphone Radio switch to the neutral position In order to Isolate the interphone system. Reset the various light control
switches to OFF. Cut the aircraft electrical network supply from the electrical system control panel. On ground, stop the ground power unit and disconnect the connector.
Lighting System
As the aircraft electrical network is supplied by a ground power unit, set the Exterior/Light/Navigation and Logo switch to ON.
If the towing is carried out by night, set the Interior/Light/Dome switch to Bright,
and if anti-collision lighting is required by the local airport regulations or airline procedure set the Exterior Light Beacon switch to ON.
Communications System
In order to communicate with the control tower during towing operations, press In
the VHF pushbutton and select the control tower frequency on the Radio Management Panel. Then, press in the VHF pushbutton on the Audio Control Panel
and adjust the volume.
Jun04/THTA

Level 3 B1 B2
09-00-5
Training Manual
A320 Family
Towing and Taxiing

09-00 General
Figure 3: Electrical Supply / N/W Steering Deactivation Electronic Box
Jun04/THTA

Level 3 B1 B2
09-00-6
Training Manual
A320 Family
Towing and Taxiing

09-00 General
Figure 4: Main Gear Towing (Front)
Jun04/THTA

Level 3 B1 B2
09-00-7
Training Manual
A320 Family
Towing and Taxiing

09-00 General
Figure 5: Main Gear Towing (Rear)
Jun04/THTA

Level 3 B1 B2
09-00-8
Training Manual
A320 Family
Towing and Taxiing

09-00 General
Figure 6: Towing Loads and Angles with Engines stopped
Jun04/THTA

Level 3 B1 B2
09-00-9
Training Manual
A320 Family
Towing and Taxiing

09-00 General
Figure 7: Allowed Towing Angles with Engines running (Idle Power)
Jun04/THTA

Level 3 B1 B2
09-00-10
Training Manual
A320 Family
Parking & Mooring

10-00
10 Parking & Mooring
Sep04/THTA

Level 3 B1 B2
10-00-1
Training Manual
A320 Family
Parking & Mooring

10-00 General
10-00 General
Parking in normal and abnormal weather conditions
Wheel chocks in front of and behind main and nose landing gear wheels.
Parking brake ON.
Nose wheels should be in a straight line.
Flaps, slats, spoilers, speed brakes and thrust reversers retracted.
Stabilizer set to neutral.
Cockpit windows closed.
Doors closed.
Protection covers installed in bad weather conditions.
Landing gear doors closed.
Landing gear ground safety locks installed during maintenance operations or
long parking periods.
Water system depressurized. This prevents too much water in the toilet bowls
since the water valves can leak when the water pressure decreases.
Shock absorber rebound can cause some movement in the wind.Equipment
should be removed from the aircraft to a position where it cannot damage the
aircraft.
Sep04/THTA

Level 3 B1 B2
10-00-2
Training Manual
A320 Family
Parking & Mooring

10-00 General
Figure 1: Protective Equipment Covers
Sep04/THTA

Level 3 B1 B2
10-00-3
Training Manual
A320 Family
Parking & Mooring

10-00 General
Figure 2: Gear Safety Devices
Sep04/THTA

Level 3 B1 B2
10-00-4
Training Manual
A320 Family
Servicing
12-00
12 Servicing
Sep04/THTA

Level 3 B1 B2
12-00-1
Training Manual
A320 Family
12-00 General
Servicing
12-00 General
Figure 1: "NO STEP" Areas
"NO STEP" Areas

On the aircraft, a black point strip shows the "NO STEP"areas.
The position of the english or bilingual markings permits to read them when you
go near the aircraft from either the front or the rear.
It is permitted to walk on the THS in the center section only to use protective mat
of 3/8 inch thick rubber.It is not permitted to walk on the leading/trailing edges and
the tips.
Sep04/THTA

Level 3 B1 B2
12-00-2
Training Manual
A320 Family
Table 1: Ground Service Connections
Figure 2: Ground Service Connections
ITEM
DESIGNATION
IMean Height from

Ground in Meters(ft. in.)
1A
1B
2A
2B
3
4
Forward Lavatory Service Door

Aft Lavatory Service Door
Potable Water Service Door
Potable Water Service Door
External Power Receptacle
Ground Service Conditioned
Air Connection
HP Air Ground Connector
Hydraulic System Ground
Service Panels
Engine Oil Filling Connector:
Gravity Filling Cap
Pressure Filling Connection
Refuel/Defuel Coupling
Gravity Filling Panels (R. side)
Gravity Filling Panels (L. side)
IRefuel/Defuel Control Panel
APU Oil Filling Connector
2.35 (7.8)
2.79 (9.1)
1.75 (5.8)
2.59 (8.6)
2.00 (6.7)
2.60 (8.6)
5
6
7
8
9A
9B
10
11
Sep04/THTA
Servicing
12-00 General
1.76 (5.7)
1.76 (5.7)
1.46 (4.9)
1.42 (4.7)
3.40 (11.2)
3.60 (11.8)
3.60 (11.8)
1.80 (5.9)
4.20 (13.7)

Level 3 B1 B2
12-00-3
Training Manual
A320 Family
Table 2: Drainage Points
Figure 3: Drainage Points
ITEM
DESIGNATION
IMean Height from

Ground in Meters(ft. in.)
1A
1B
1C
2
2A
4
DRAIN MAST WATER

DRAIN MAST FUEL
DRAIN MAST WATER
FUEL WATER DRAIN
FUEL WATER DRAIN
POTABLE WATER DRAIN
POTABLE WATER DRAIN
HP Air Ground Connector
POTABLE WATER FULL DRAIN
WASTE DRAIN
1.73 (5.69)
1.57 (5.16)
1.73 (5.69)
1.57 (5.16)
1.57 (5.16)
1.75 (5.80)
1.57 (5.16
1.76 (5.7)
2.59 (8.60
5
6
Sep04/THTA
Servicing
12-00 General

Level 3 B1 B2
12-00-4
Training Manual
A320 Family
Servicing
12-00 General
Figure 4: Distribution of Ground Service Vehicles (A320)
Sep04/THTA

Level 3 B1 B2
12-00-5
Training Manual
A320 Family
Servicing
12-00 General
Figure 5: Distribution of Ground Service Vehicles (A321)
Sep04/THTA

Level 3 B1 B2
12-00-6
Training Manual
A320 Family
20-00
20 Maintenance Practices
Sep04/THTA

Level 3 B1 B2
20-00-1
Training Manual
A320 Family

Removal / Installation
Removal
For removal of the tab lockwasher and the nut, special removal tools have to be
used.
1. Use the tab lockwasher removal tool to remove the tab lockwasher (3).
2. Put the removal tool core (1) in the fully extended position. Make sure that its
inner face aligns with the bottom internal face of the outer body
3. Put the tool on the nut. Make sure that the tool lugs go into the nut slots which
do not contain the lockwasher tabs.
4. Turn the tool until the lugs go behind the tabs of the lockwasher(3).
5. Turn the core (1) to remove the lockwasher (3).
6. Remove the lockwasher (3) from the removal tool.
7. Get the correct wrench tool.
8. Put it in position in the slots of the nut (4) and remove the nut (4).
that its inner face aligns with the bottom internal face of the outer body (2).
Put the installation tool on the nut. Make sure that the tool lugs go into the nut
slots which do not contain the lockwasher tabs.
Turn the tool counterclockwise until the lugs go behind the nut.
While you hold the outer body in this position, turn the installation tool core to
put the lockwasher into position.
Note: you can hear a click when the lockwasher circlip goes into the groove in the
nut.
APPENDIX
Refer to the following tables for removal and installation of the STA-LOCK
fasteners.
Installation
Installation of the nut and of the lockwasher.
Appropriate installation tools have to be used.
Installation of the nut (4)
1. Make sure that the protrusion shaft (5) is not less than the minimum length.
2. Get the correct wrench tool.
3. Apply commom grease (No 04-004) on the threaded part of the shaft to ease
the installation of the nut.
4. Install the nut with the wrench tool.
5. Torque the nut to the correct value with a torque wrench.
Installation of the lock washer (3)
Using the lockwasher installation tool, put the lockwasher in position on the
threaded part of the shaft (5) and make sure that the lockwasher tabs are
aligned with the slots of the nuts (4).
Put the installation tool core (1) in the fully extended position and make sure
Sep04/THTA

Level 3 B1 B2
20-00-2
Training Manual
A320 Family
Figure 1: STA - Lock Washer
LOCKWASHER EXTRACTION
4 - NUT
3 - LOCKWASHER
LOCKWASHER INSTALLATION
5 - SHAFT
Sep04/THTA

Level 3 B1 B2
20-00-3
Training Manual
A320 Family
Sep04/THTA

Level 3 B1 B2
20-00-4
Training Manual
A320 Family
Study Questions
Chapters 00 - 20
00-00 General Information
6. How is "hard landing" defined?
1. What means the abbreviation "FIN"
2. What is the meaning of the lettercode "GG" in a FIN?
7. In the load report 15, what is the definition of S3 and S4 in VRTA?
05-00 Time Limits- Maintenance Checks

3. What is a leak?
06-00 Dimensions and Areas

8. Name the unit zones of the cockpit:
4. What is a leakage
9. How are the stations on the airbus family desiganted? In millimeters(mm) or
inches?
5. What do you have to do, if you find some damages in the phase 1 during a unscheduled maintenance check?
Sep04/THTA

Level 3 B1 B2
Study Questions 00-20-1
Training Manual
A320 Family
Study Questions
Chapters 00 - 20
07-00 Lifting and Shoring
10.Where is the datum line of the A32Fam?
16.Where are the main jacking points located?
11.Where can we find the sub - zone 330?
17.Where can you find the trim indicator?

12.What is a unit zone
18.Are the wing jacking pads identical for both sides?
13.Where is the section 13/14
14.Why is the Frame next to the FRA47 in a A321 called FRA47.1 and not
FRA48?
08-00 Leveling and Weighing

19.On which H-Arm can we find 24.6% RC?
15.What means the letter "L" in the access panel 121AL?
Sep04/THTA
20.Where can we find 18.940 H-Arm?

Level 3 B1 B2
Training Manual
A320 Family
21.What is meant by Payload (P/L)?
Study Questions
Chapters 00 - 20
25.The location of the towing lever is on the...
22.Where can we find the CG, if the aircraft cross weight is 50'000 kg and the load
on the NLG is 5800 kg?
10-00 Parking and Mooring

26.Where are the gear safety devices located in the aircraft?
23.When is a amount of aircraft's considered as a fleet?
27.Where are the probe covers located in the aircraft?
09-00 Towing and Taxiing

24.Whats the maximum allowed towing angle of the nose landing gear with engines running?
28.In which position has the THS to be set when parking the aircraft outside?
12-00 Servicing
29.Why it is not aloud to walk on a "NO STEP" area?
Sep04/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Chapters 00 - 20
30.Where can you find the External Power Receptacle?
20-00 Standard Practices

31.How much is the torque value on a Sta Lok nut NSA5454-10?
32.How has a Sta Lok nut to be installed?
Sep04/THTA

Level 3 B1 B2
Training Manual
A320 Family
Air Conditioning
21-00
21 Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-00-1
Training Manual
A320 Family
Air Conditioning
21-00 General
21-00 General
System Purpose
The purpose of the air conditioning system is to ensure a continious renewal of
fresh air, maintain a correct temperature and pressure in the pressurized fuselage.
There are three independently temperature controlled zones:
Cockpit
Forward Cabin
Aft Cabin
Sub Systems
The air conditioning system includes the following main subsystems:
General (21-00)
Air Distribution and Recirculation (21-21)
Lavatory/Galley Ventilation (21-23)
Individual Air Distribution (21-24)
Avionics Equipment Ventilation (21-26)
Gargo Ventilation System (21-28)
Pressurization Control (21-31)
Flow Control and Indication (21-51)
Air Cooling System (21-52)
Emergency Ram Air Inlet (21-55)
Pack Temperature Control (21-61)
Cockpit and Cabin Temperature Control (21-63)
Jun04/THTA

Level 3 B1 B2
21-00-2
T raining Manual
A 320 F amily
A ir C onditioning
21 - 00 G eneral
F igure 1: A ir C onditioning S ys tem L ay out
C AR G O C OMPAR T ME NT
V E NT ILAT ION
21-28
P R E S S UR IZAT ION
C ONT R OL
21-31
AIR C OOLING
S YS TE M
21-52
AV IONIC S E QUIP ME NT
V E NT ILAT ION
21-26
INDIV IDUAL AIR

DIS T R IB UT ION
21-24
E ME R G E NC Y R AM
AIR INLE T
21-55
LAVATOR Y /G ALLE Y
V E NT ILAT ION
21-23
AIR DIS T R IB UT ION

AND R E C IR C ULAT ION
21-21
F LOW C ONT R OL
AND INDIC AT ION
21-51
PAC K T E MP E R AT UR E
C ONT R OL
21-61
AIR C ONDIT IONING

S YS TE M
C OC K P IT AND C AB IN
T E MP E R AT UR E C ONT R OL
21-63
P NE UMAT IC
S YS TE M
36
O ct03/T HTA
C opyright by S R T echnics
C orresponding with J AR
F or training purpos es only
21 - 00 - 3
Training Manual
A320 Family
Air Conditioning
21-00 General
General Description
Warm pre-conditioned bleed air enters the cooling pack via the variable Flow Control Valve (FCV). The two independent packs provide regulated temperature air
through non return valves to the mixing unit.
The packs incorporates a three-wheel Bootstrap air cycle machine with air to air
heat exchangers. Both packs outlet temperatures are normally controlled to the
coldest temperature demand of the three zones. Each pack has its own controller
for monitoring and control.
The mixing Unit mixes regulated temperature air from the packs with part of the
cabin air supplied by recirculation fans.
The mixing unit may also provide conditioned air from a low pressure ground connection or fresh outside air from the emergency Ram Air Inlet.
The emergency Ram Air Inlet provides outside fresh air ventilation of the aircraft
in emergency conditions (loss of both packs or smoke removal).
Hot air tapped upstream of the packs supplies the trim air valves through a hot air
Pressure Regulating Valve. This valve regulates the downstream pressure above
the cabin pressure.
A trim Air Valve associated with each zone optimize the temperature by adding hot
air if required, to the cold air coming from the mixing unit.
The conditioned air is distributed to three main zones:
cockpit
forward cabin
aft cabin
Normally the mixing unit allows the cockpit to be supplied from pack 1 and fwd and
aft cabins from pack 2.
Air may be exhausted out through the:
Lavatory/Galley ventilation system.
Avionic Equipment ventilation System.
Outflow valve which is controlled by the pressurization system.
The lavatory and galley ventilation system uses air from the cabin zones. A fan
extracts this air through the outflow valve. The system also ventilates the cabin
zone temperature sensors.
Jun04/THTA

Level 3 B1 B2
21-00-4
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 2: Air Conditioning - General
Oct03/THTA

21 -00 -5
Training Manual
A320 Family
Air Conditioning
21-00 General
Flow Control
The pack Flow Control Valve (FCV) have two functions:
Pneumatically regulates the air flow automatic or manually selected.
Provides an automatic or manually selectable shut-off of airflow.
In case of cabin depressurization, the FCV stays open.
The pack FCV is electrically controlled to closed:
During engine start.(reopens 30 sec after first engine start).
If engine fire pushbutton released out.
If ditching pushbutton set to ON.
If pack pushbutton set to OFF.
Pneumatically controlled to closed if:
Pack overheat (230-260C)
Lack of air pressure.
The airflow depends on:
Selected. (man or auto)
Cabin pressure.
Compressor discharge temperature.
Normal Flow Control

The primary computer sets the optimized flow demand reference computed and
sent by the zone controller.
If LO is selected and heating or cooling demand cannot be met, the zone controller automatically provides a normal flow and if necessary increases the engine
power.
During APU bleed air operation the zone controller automatically provides HI
mode operation.
If one pack FCV is closed the other pack controller will select its related pack to
HI mode.
The pack airflow can manually be selected to:
LO (80%) if number of passengers is below 81.
NORM (100%) during normal operation.
HI (120%) for abnormal hot ambient condition or to clear smoke.
Jun04/THTA

Level 3 B1 B2
21-00-6
Training Manual
A320 Family
Cooling Pack Schematic
Air Conditioning
21-00 General
In case of complete pack controller failure, the solenoid is de-energized and the
anti-ice valve is controlled by the pack pneumatic sensor to control the pack outlet
temperature to 15C.
Air Cycle Machine

The Air Cycle Machine (ACM) consist of a rotating shaft on which a turbine, a compressor and a fan are mounted. The shaft rotates on two self-acting foil-air bearings and a double self-acting air- thrust bearing which takes the axial thrust loads.
Water Extractor
The Water Extractor contains swirl vanes which centrifuge the water droplets in
the air to the inner surface of the water extractor body.
Air Inlet / Outlet Flaps

The bypass valve, the RAM AIR inlet and outlet valves are simultaneously controlled by the pack controller.
The Ram Air Inlet and Ram Air Outlet flaps are electrically controlled and actuated
and are provided to modulate the air flow through the exchangers. Limit switches
provide signals for closed and 70% open position.
To increase cooling, the RAM AIR flaps simultaneously open more and the BYPASS Valve closes more.
To increase heating, the RAM AIR flaps close more and the BYPASS Valve opens
more.
Bypass Valve
The Bypass Valve (BPV) is electrically controlled and actuated by a stepper motor
to modulate the pack discharge temperature by adding hot air. It gets signal from
the pack primary and secondary computer to modulate the hot air flow to control
water extractor outlet temperature.
Potentiometers send signals to the primary computer for indication and to the secondary computer for BITE and indication. Limit switches signal fully open or closed
position to the secondary computer. In case of no electrical power the Bypass
valve is 1% open under pressure.
Anti-Ice Valve
Icing of the pack condenser is prevented with the anti-ice valve. During normal operation its energized. There are two pairs of pressure sense lines. One on the high
pressure side of the condensed inlet/outlet, the other on the low pressure side of
the condenser inlet/outlet. If an excessive pressure drop is detected, the anti-ice
valve is opened pneumatically. This results in a surge of hot air to the turbine outlet, which clears the ice blockage.
Jun04/THTA

Level 3 B1 B2
21-00-8
Training Manual
A320 Family
Cooling Pack Schematic
Air Conditioning
21-00 General
In case of complete pack controller failure, the solenoid is de-energized and the
anti-ice valve is controlled by the pack pneumatic sensor to control the pack outlet
temperature to 15C.
Air Cycle Machine

The Air Cycle Machine (ACM) consist of a rotating shaft on which a turbine, a compressor and a fan are mounted. The shaft rotates on two self-acting foil-air bearings and a double self-acting air- thrust bearing which takes the axial thrust loads.
Water Extractor
The Water Extractor contains swirl vanes which centrifuge the water droplets in
the air to the inner surface of the water extractor body.
Air Inlet / Outlet Flaps

The bypass valve, the RAM AIR inlet and outlet valves are simultaneously controlled by the pack controller.
The Ram Air Inlet and Ram Air Outlet flaps are electrically controlled and actuated
and are provided to modulate the air flow through the exchangers. Limit switches
provide signals for closed and 70% open position.
To increase cooling, the RAM AIR flaps simultaneously open more and the BYPASS Valve closes more.
To increase heating, the RAM AIR flaps close more and the BYPASS Valve opens
more.
Bypass Valve
The Bypass Valve (BPV) is electrically controlled and actuated by a stepper motor
to modulate the pack discharge temperature by adding hot air. It gets signal from
the pack primary and secondary computer to modulate the hot air flow to control
water extractor outlet temperature.
Potentiometers send signals to the primary computer for indication and to the secondary computer for BITE and indication. Limit switches signal fully open or closed
position to the secondary computer. In case of no electrical power the Bypass
valve is 1% open under pressure.
Anti-Ice Valve
Icing of the pack condenser is prevented with the anti-ice valve. During normal operation its energized. There are two pairs of pressure sense lines. One on the high
pressure side of the condensed inlet/outlet, the other on the low pressure side of
the condenser inlet/outlet. If an excessive pressure drop is detected, the anti-ice
valve is opened pneumatically. This results in a surge of hot air to the turbine outlet, which clears the ice blockage.
Oct03/THTA

21 -00 -8
See details 21-61-4
Training Manual
A320 Family
Air Cooling System

Bleed air enters the system through the flow control valve, which also acts as a
pack shutoff valve. The air is then cooled in the primary heat exchanger with ambient ram air. Part of this air passes through the bypass valve and the remainder
is compressed in the ACM compressor, which increases the temperature and
pressure. It is cooled again in the main heat exchanger with ambient ram air.
Air Conditioning
21-00 General
During flight the inlet and outlet areas are modulated so that the airflow is kept to
a minimum. During takeoff and landing, the inlet is fully closed to prevent the ingestion of foreing matter.
The air now enters the high-pressure water-extractor loop, where it is cooled to
about its dew point. This happens in the reheater which uses turbine inlet air. The
condenser then uses cold turbine air to further cool the air to below its dew point.
The air re-enters the reheater where it is heated before being expanded and
cooled in the ACM turbine. After passing through the condenser the now conditioned air leaves the air cooling system through the check valve to the mixing unit.
Condensed water is extracted and drained from the air, as it passes through the
high-pressure extractor. The water injector sprays the condensed water into the
ambient ram airflow to increase cooling efficiency.
To prevent freezing at low ambient temperatures and to limit high pack discharge
temperatures, the water extractor outlet temperature is limited to between 2C and
70C.
An automatic pack de-icing periode will accure when the FCV is open and the
pack discharge temperature is < 5C or the By-Pass Valve (BPV) position is <25
deg. The BPV gets a recurrent signal from the pack controller to modulate the hot
air.
An anti-ice valve is used to stop (as a back-up) ice formation downstream of the
the turbine. When a significant pressure drop is sensed the valve opens, tapping
hot air from downstream of the flow control valve. This hot air is delivered to the
turbine which eleminates any ice formation.
Air is bled from the compressor inlet through the bypass valve to the turbine outlet.
This modulates pack discharge temperature to the required level, if the limits for
the water extractor are not exeeded.
The ambient ram air for heat exchanger cooling, enters the air cooling system
through fully modulating NACA-type inlets. After passing through the main heat
exchanger and primary heat exchanger the air is discharged overboard through a
variable outlet. When the aircraft is on the ground, the ACM fan supplies the cooling airflow.
Jun04/THTA

Level 3 B1 B2
21-00-10
Training Manual
A320 Family
Air Conditioning
21-00 General
System Layout
The air conditioning system consists of two cooling packs located in the center fuselage-in the unpressurized area.
A Mixing Unit, a Hot Air Manifold and temperature regulating components are located in front of the cooling packs in the pressurized area.
Air ducts are installed under the cabin floor along the left and right side. Riser
ducts are connected to the supply ducts and goes up and around the interior of the
fuselage. The top of each riser duct is connected to the cabin air outlets, one below and one above the hatrack.
The cockpit supply duct is divided at the rear of the cockpit to go forward at the LH
and RH side. Three riser ducts are connected to the supply duct, goes up each
side of the cockpit and on top connected to different air outlets.
Air for passenger individual ventilation (Option) is taken from the cabin main supply ducts. The individual air outlets are located above each passenger seat row
and are adjustable in airflow and direction.
Avionic equipment ventilation system components are located under the floor in
the avionic compartment.
Two pack controllers, one zone controller, two cabin pressure control units
(CPCU) and one avionic equipment ventilation computer (AEVC) are located in
the avionics compartment.
Jun04/THTA

Level 3 B1 B2
21-00-12
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 6: System Layout
Oct03/THTA

21 -00 -13
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 7: Pack Cooling Diagram
Oct03/THTA

21 -00 -14
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 8: Warnings and Cautions

E / WD : FAILURE TITLE
AURAL
WARNING
Conditions
MASTER
LIGHT
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
PACK
FAULT
3, 4. 5, 7, 8
BLEED
PACK 1 (or 2) O VHT

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

Pack P/B selected off with no failure.
MASTER
CAUTION
1, 2, 3, 4, 5
7, 8, 9,10
NIL
CKPT (FWD CAB OR AF T CAB) DUCT O VHT

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

Hot air pressure regulating valve disagree with selected
position.
COND
L + R CAB F AN FAULT
Both fan overheat.
3, 4, 5,
7, 8
PACK 1 (2) REGUL F AULT

Pack main channel or pack main and secondary
channels failed or Pack related indication failed.
BLEED
ZONE REGUL FAULT

Zone controller main channel or main and secondary
channels failed.
COND
NIL
NIL
NIL
3, 4, 5,
7, 8, 9
LAV + GALLEY F AN FAULT

NIL
2ND ENG
SHUT DN
5MIN AFTER
3, 4, 5,
7, 8
80 kt
TOUCH
DOWN
800 ft
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
TRIM AIR SYS FAULT

One trim air valve fault or overpressure downstream hot
air valve.
10
MEMO DISPLAY
RAM AIR ON message is displayed in green if RAM AIR P/B is ON.
Jun04/THTA

Level 3 B1 B2
21-00-15
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 9: Cruise and Cabin Press System Display

SYSTEM DISPLAY
Zone Indication
Zone Temperature Indication

/
Indication is green displayed in C.
SYSTEM DISPLAY
PACK 1 (2) Indication

Green
PACK 1 (2)
PACK 1 (2)
Jun04/THTA

Pack flow control valve open.
White
Amber
Pack flow control valve closed
Amber
with associated engine running.
Level 3 B1 B2
21-00-16
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 10: Air Conditioning and Ventilation Panel
Oct03/THTA

21 -00 -17
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 11: ECAM Bleed and COND Page

SYSTEM DISPLAY
PACK OUTLET Temperature
Indication is green.
RAM AIR Inlet

Green
Valve fully open in flight.
Amber
Valve fully open on ground.
Green
Valve fully closed.
Amber
Valve in transit.
Becomes amber if temperature is above 90 C .

TURB BY PASS VALVE Position
C = Cold
- Valve closed.
H = Hot
- Valve open.
PACK COMPRESSOR OUTLET Temperature

PACK FLOW CONTROL Valve
Becomes amber if temperature above 230C.

PACK FLOW Indication
Indication is green. Becomes amber if pack flow control valve
is closed.
NOTE: The pack flow indication can be up to 30% below
actual flow rate.
-
Green
Valve not closed.
Amber
Valve not closed, disagree with

control position.
Green
Valve fully closed.
Amber
Valve fully closed, disagree with

control position.
Amber
Valve in transit.
SYSTEM DISPLAY
ZONE CONTROLLER Fault
ALTN MODE - Primary channel failure (green).
PACK REG
TEMP: C
Unit of measure (C) is indicated in cyan.
- Zone controller fault (basic regulation by

packs only) (green).
No indication - Zone controller normal operation.
CABIN FAN FAULT Indication

FAN
- Appears amber if a fault is detected.
ZONE Temperature
Indication is green. (Value is replaced by amber XX if
sensors, lavatory fan or galley fan are lost)
HOT AIR PRESS REGULATING Valve

(closed for 30 sec. during AMC start)
ZONE DUCT Temperature

Normally green, becomes amber at 80 5C.
Green
Valve not closed.
Amber
Valve open, but disagree with

control position.
Green
Valve closed and P/B AUTO.
Amber
Valve closed and P/B OFF or

valve disagree closed.
ZONE TRIM AIR VALVE Position

(closed for 30 sec. during AMC start)
Jun04/THTA

Level 3 B1 B2
21-00-18
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 12: Air Conditioning/Cabin Temp Cont - CFDS Interface
CABIN TEMP CONT

LAST LEG REPORT
SYSTEM REPORT/TEST
AIR COND
GMT: 0810 ATA: 21-63-00

TRIM VALVE CKPT
GMT: 0720 ATA: 21-61-00
PACK1 RAM AIR DOOR
INLET ACTR
< CAB PRESS CONT 1
< LAST LEG REPORT
< CAB PRESS CONT 2
< LAST LEG ECAM REPORT
< CABIN TEMP CONT
< PREVIOUS LEGS REPORT

< AVIONICS STATUS
< AEVC
< AFT CHC
< RETURN
CFDS MENU
-->
< SYSTEM REPORT/TEST

POST
*SEND
FLT REP
PRINT*
(SR not installed)
< RETURN
PRINT*
MCDU
MENU
CABIN TEMP CONT

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

TRIM VALVE AFT CAB

11
1309
1518 06
21-63-51
13HK
GALY & TOIL FAN OR SPLY
14
1209
1445 02
21-23-51
1HU
< RETURN
MCDU MENU
CABIN TEMP CONT
< LRU IDENTIFICATION

< TEST
GND REPORT >
SYSTEM REPORT/TEST
< FMGC
< AIR COND
< ACARS
< AFS
< AIDS
< COM
< ELEC
< CFDS
< FIRE PROT
< CLASS 3 FAULTS

RETURN >
SELECT DESIRED SYSTEM
< RETURN
PRINT*
< RETURN
-->
F/CTL >
FUEL >
ICE & RAIN >
INST >
L/G >
NAV >
SEE NEXT PAGE
CABIN TEMP CONT

LRU INDENTIFICATION
ZONE CONT 775C0000-03

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

CLASS 3 FAULTS
HB-IJC
LEG DATE GMT PHASE
ATA
FIN
CKPT TEMP SEL
11
1309
1518
21-63-51
27HK
06
PACK CONT 2 759A0000-10

INSTALLED IN A320
< RETURN
Jun04/THTA
PRINT*
< RETURN
PRINT*

Level 3 B1 B2
21-00-19
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 13: Air Conditioning - CFDS Interface

CABIN TEMP CONT
A/C ID DATE GMT FLTN

HB-IJA 04APR 0830 234
< LAST LEG REPORT
CAB TEMP CONT

TEST
PACK 1 AND PACK 2:

SELECT OFF
< LRU INDENTIFICATION
< CONTINUE
< CLASS 3 FAULTS
< RETURN
< RETURN
< TEST
CAB TEMP CONT

TEST
CABIN TEMP CONT

GND REPORT
GMT
PHASE
ATA
FIN
TRIM AIR PRESS VALVE
0727
01
21-63-52 14HK
(IN PROGRESS MAX 300 s)
< RETURN
GND REPORT >
PRINT *
< RETURN
CAB TEMP CONT

TEST
PRINT >
CAB TEMP CONT

TEST
21-61-00
PACK 1 RAM AIR DOOR
INLET FLAP ACTUATOR
END OF TEST
TEST 0K
END OF TEST
< RETURN
Jun04/THTA
PRINT *
< RETURN

PRINT *
Level 3 B1 B2
21-00-20
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 14: Zone Controller Failure Consequences
A ZONE CONTROLLER PRIMARY CHANNEL OR TRIM AIR SYSTEM FAILURE

E/WD
SYSTEM DISPLAY
COND
TEMP :
ALTN MODE
CKPT 24
22
C xx H
FWD 23
23
C xx H
AFT 25
23
C xx H
PRIMARY
CHANNEL
HOT
AIR
Oct03/THTA
E/WD
PACK CONTROLLER 2
SECONDARY
CHANNEL
PRIMARY
CHANNEL
(PACK 1 CTL)
SECONDARY
CHANNEL
(PACK 2 CTL)
COCKPIT ZONE DEMAND 24 C

TRIM AIR CONTROL
ZONE REGUL FAULT
PRIMARY
CHANNEL
TRIM AIR SYS FAULT
SECONDARY
CHANNEL
PACK CONTROLLER 1
OR
ZONE CONTROLLER
FWD/AFT CABIN ZONE DEMAND 24 C MEAN VALUE
LOST
TRIM AIR CONTROL

LOST
21 -00 -21
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 15: Zone Controller Failure Consequences
ZONE CONTROLLER BOTH CHANNEL FAILURE

SYSTEM DISPLAY
E/WD
COND
TEMP :
ZONE CONTROLLER
PACK REG
CKPT XX
XX
C XX H
FWD XX
XX
C XX H
AFT XX
XX
PRIMARY
CHANNEL
C XX H
XX
HOT
AIR
SECONDARY
CHANNEL
PACK TEMP
DEMAND LOST
PACK CONTROLLER 2
PACK CONTROLLER 1
PRIMARY
CHANNEL
ZONE REGUL FAULT
SECONDARY
CHANNEL
PRIMARY
CHANNEL
PACK 1 OUTLET TEMP. :

FIX 20 C
SECONDARY
CHANNEL
PACK 2 OUTLET TEMP. :

FIX 10 C
SYSTEM DISPLAY
BLEED
20 C
C
10 C
H
RAM
AIR
50 C
100 C
HI
LO
HI
LO
ANTI
ICE
ANTI
ICE
30 PSI
160 C
1
Oct03/THTA
30 PSI
160 C
APU
2
HP
IP
TAT
SAT
GND
+5 C
+30 C
HP
IP
G.W. 60'300 KG
23H56

21 -00 -22
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 16: Pack Controller Failure Consequences
C PACK CONTROLLER PRIMARY

D
CHANNEL FAILURE
BOTH CHANNEL FAILURE

SYSTEM DISPLAY
SYSTEM DISPLAY
COND
TEMP :
CKPT 24
23
C
FWD 26
25
C
COND
CKPT 25
25
AFT 26
27
C
HOT
AIR
PACK 1 REG FAULT
TEMP :
FWD 26
25
C
AFT 26
27
C
H
HOT
AIR
ZONE CONTROLLER
PRIMARY
CHANNEL
SECONDARY
CHANNEL
PACK 2 REG FAULT

PACK CONTROLLER 2
PACK CONTROLLER 1
E/WD
PRIMARY
CHANNEL
SECONDARY
CHANNEL
PRIMARY
CHANNEL
RAM AIR DOORS FULLY OPEN

OUTLET TEMPEMPERATURE REGULATED
BY TURBINE BY-PASS VALVE ONLY
Oct03/THTA
SECONDARY
CHANNEL
E/WD
PACK 2 OUTLET TEMP. 15 C

REGULATED PNEUMATICALLY
BY PACK ANTI-ICE VALVE

21 -00 -23
Training Manual
A320 Family
Air Conditioning
21-00 General
Figure 17: Lavatory/Galley Fan Failure Consequences
LAVATORY / GALLEY FAN FAILURE

FWD CABIN
COCKPIT
NOT USED
SELECTED COCKPIT
TEMPERATURE
COLD
HOT
AFT CABIN
COLD
TEMP :
LAV + GALLEY FAN FAULT
AFT XX
15
C
H
HOT
AIR
PRIMARY
CHANNEL
SECONDARY
CHANNEL
NOT USED
NOT USED
FWD XX
15
HOT
ZONE CONTROLLER
CKPT 24
22
E/WD
NOT USED
SYSTEM DISPLAY
COND
HOT
FWD CABIN ZONE SENSOR
COLD
AFT CABIN ZONE SENSOR

(not ventilated)
PACK CONTROLLER 2
PACK CONTROLLER 1
PRIMARY
CHANNEL
SECONDARY
CHANNEL
PRIMARY
CHANNEL
(PACK 1 CTL)
SECONDARY
CHANNEL
(PACK 2 CTL)
1 PACK TEMPERATURE DEMAND
TO REACH SELECTED COCKPIT

TEMPERATURE
PACK TEMPERATURE DEMAND TO REACH

A FIX TEMPERATURE OF 15 C IN THE FWD
AND AFT CABIN SUPPLY DUCTS
SYSTEM DISPLAY
STATUS
CABIN ZONE AT FIXED TEMP INOP SYSTEM

GALLEY FAN
LAV DET
Oct03/THTA

21 -00 -24
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-21-1
Training Manual
A320 Family
Air Conditioning
General
A mixer unit, installed under the cabin floor, mixes conditioned air with cabin air.
The cabin air which has entered the underfloor area, is drawn through filters
4010HM (4011HM) by recirculation fans 14HG (15HG). The fans then blow the air
through check valves 4020HM (4021HM) to the mixer unit. The quantity of cabin
air mixed with conditioned air changes between 37% to 51% (in normal operational cases). This is related to the position of the flow selector SHB. In an emergency
situation, a ram air inlet is opened to supply sufficient air to the cockpit and cabin
zones. A low pressure ground connector is also connected to the ram air system
for connection to a ground air supply.
Controls and Indications

A pushbutton switch 4KG operates the cabin recirculation fans. The switch supplies 28 V DC to two power relays 5HG (6HG). The power relays energize the cabin fans with 3 Phase AC-Power.
Overheat thermo-switches operate if the stator temperature of a recirculation fan
goes up to 134C to 146C. It will remove the ground from the power relay 5KG
(6HG), the resp. fan will stop and the fan fault relay 10HG (9HG) will de-energize.
The Zone Controller receives the failure signal via the fan fault suppresion relay
16HG for CFDS interrogation and ECAM indication.
Jun04/THTA

Level 3 B1 B2
21-21-2
Training Manual
A320 Family
Air Conditioning
Figure 1: Air Distribution - Component Location
A
E
E
B
A
C
Z120
Check Valve
4020HM (4021HM)
D
D
B
Air Flow
C
FR34
Distribution
Head
E
Recirculation Filter
4010HM (4011HM)
C
Flap Actuator
and Backup Flap
Air Flow
Cabin Recirculation
Fan 14HG (15HG)
Mixing Unit
Air Flow
Jun04/THTA

Level 3 B1 B2
21-21-3
Training Manual
A320 Family
Air Conditioning
Figure 2: Cabin Recirculation Fan Control
Oct03/THTA

21 -21 -4
Training Manual
A320 Family
Jun04/THTA

Air Conditioning
Level 3 B1 B2
21-21-5
Training Manual
A320 Family
Jun04/THTA

Air Conditioning
Level 3 B1 B2
21-21-6
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-23-1
Training Manual
A320 Family
General
The Lavatory and galley ventilation system uses air from the cabin zones and conditioned air from the main distribution ducts. Air removed from the ceiling area of
the lavatory, galley units and the lavatory bowls, (is delivered to the outflow valve
10HL area). A duct system, different from the cabin distribution system, is used to
prevent unpleasant smells entering the cabin. A smoke detection system is installed in each lavatory (Ref. 26-17-00).
Air Conditioning
and galleys at different locations in the cabin. At frames 28 and 51, flexible hoses
from the extraction duct are connected to cabin sensor housings (Ref. 21-63-00).
Component Location
FIN
FUNCTIONAL DESIGNATION
PANEL
ZONE
ACCESS
DOOR
ATA REF
1HU
FAN-EXTRACTION
162DW
172
826
21-23-51
System Description
Lavatory and Galley Air Supply
Most of the air used for ventilation is cabin air, the extraction fan 1HU draws air
into the units. Conditioned air is supplied to each lavatory and some galleys, from
tappings on the cabin air distribution ducts.
Restrictors are installed downstream of the tapping points to increase pressure for
correct functioning of the individual outlets. The airfLow, from these outlets, is adjustable in both quantity and direction, and are Located below the lavatory mirrors.
Lavatory and Galley Extraction System

The extraction fan IHU removes air from the lavatory and the galley through a duct
located above the cabin ceiling. This duct extends the length of the cabin from the
forward utility area to the left-hand aft lavatory. The duct divides into two dropper
ducts and follows the fuselage contour downwards (on each side of a window) to
the fan. The air is then removed overboard through the outflow valve 10HL. The
extraction fan operates continuously during flight and on the ground when electrical power is available to the aircraft.
The extraction ducts are made from resin and glassfiber laminate with metal
sleeves bonded at each end for duct interconnection. All ducts are connected to
each other by flexible bellows made of silicone Laminate and glassfiber secured
by clamps. Capped branches a long the duct allow the installation of lavatories
Jun04/THTA

Level 3 B1 B2
21-23-2
Training Manual
A320 Family
Air Conditioning
Figure 1: Lavatory/Galley Ventilation System
Oct03/THTA

21 -23 -3
Training Manual
A320 Family
Air Conditioning
Figure 2: Lavatory/Galley Ventilation System - Component Location
Oct03/THTA

21 -23 -4
Training Manual
A320 Family
Air Conditioning
System Performance
Flow Rates
1. Lavatory
The total flow rate for each lavatory is 15 l/s mm. This flow is split into 5 l/s mm.
from the lavatory bowl and 10 l/s mm. from the compartment.
2. Cabin Sensor Housing
The flow rate through each of the two cabin temperature sensor housings is 4
l/s.
3. Galley
Galley sizes are determined by the electrical power (Kw) installed:
small galley 0-7.0 Kw flow rate 25 I/s
normal galley 7 to 17.0 Kw flow rate 40 I/s
large galley > 17,0 Kw flow rate 50 1/s
The total flow rate of the lavatory and galley extraction system is 143 I/s. This
is a mass flow of 170 g/s on ground and 133 g/s in flight. Duct velocities of the
system are below 14 m/s in the whole cabin area.
Component Description
Extraction Fan
The lavatory and galley extraction fan 1HU is installed in tine with the extraction
duct. It is powered by a three phase induction motor that drives a fan wheel which
has high efficiency blades. The fan will operate continuously at about 11700 rpm.
Thermo switches are installed inside the stators of the extraction fan. If the temperature of the stator gets to 134 DEG.C (273.20 DEG.F) to 146 DEG.C (294.80
DEG.F) the thermo switches isolate the electrical supply to the fan.
The lavatory and galley extraction fan is secured by clamps to brackets on the aircraft structure in the rear underfloor area. Arrows on the fan casing show the direction of airflow through the fan and the direction that the impellor rotates. If the
impellor breaks up the casing is strong enough to contain the debris.
Control and Indication

The Lavatory and galley extraction fan 1HU is continuously monitored by the zone
controller 8HK of the cabin temperature control system. If the fan fails, the zone
controller sends a signals to the ECAM and CFDS systems.
Jun04/THTA

Level 3 B1 B2
21-23-5
Training Manual
A320 Family
Air Conditioning
Operation of Lavatory and Galley Extraction Fan

Operation
The lavatory and galley extraction fan 1HU operates continuously. 28 V DC from
normal busbar 101PP through circuit breaker 5HU energizes the power relay 2HU.
The power relay energizes the extraction fan with 115 V AC from normal busbar
1101XP through circuit breaker 6HU. Thermo switches, protect the fan from overheating. If the temperature of the stators go up to 134 DEG.C (273.20 DEG.F) to
146 DEG.C (294.80 DEG.F) the ground is removed from the power relay.
Malfunction Detection
Overheating of the lavatory and galley extraction fan1HU, causes the thermo
switches to remove ground from the power relay 2HU. This removes the electrical
power, the fan stops and the indicating relay opens. The indicating relay signals
the zone controller 8HK and the zone controller signals the ECAM and CFDS systems. You must not start the extraction fan again until you have found the fault and
repaired it.
Figure 3: Lavatory/Galley Ventilation - Control
Jun04/THTA

Level 3 B1 B2
21-23-6
Training Manual
A320 Family
Air Conditioning
Figure 3: Lavatory/Galley Ventilation - Control
Oct03/THTA

21 -23 -7
Training Manual
A320 Family
Air Conditioning
Figure 4: Pressure Measurement Point - Locations
Jun04/THTA

Level 3 B1 B2
21-23-8
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-24-1
Training Manual
A320 Family
General
Air for passenger individual ventilation is taken from the cabin main supply ducts.
Small diameter riser ducts connected to these ducts, they deliver air to the individual air supply ducts Located below the hatrack. The individual air outlets are con-
Air Conditioning
nected with flexible hoses to tappings on the individual air supply ducts. The
individual air outlets are located above each passenger seat row and are adjustable in airflow and direction.
Figure 1: Individual Air Ventilation System
Jun04/THTA

Level 3 B1 B2
21-24-2
Training Manual
A320 Family
Air Conditioning
Figure 2: Individual Air Outlets
Jun04/THTA

Level 3 B1 B2
21-24-3
Training Manual
A320 Family
Jun04/THTA

Air Conditioning
Level 3 B1 B2
21-24-4
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-26-1
Training Manual
A320 Family
Air Conditioning
Avionics Ventilation System Presentation
Skin Exchanger Outlet Bypass Valve (23HQ)
Avionics Equipment Ventilation Computer (AEVC) (10HQ)
The SKIN EXCHANGER OUTLET BYPASS valve is electrically controlled by the

AEVC. It allows avionics bay air to go into the system.
The ventilation system is controlled and monitored by the avionics Equipment

Ventilation Computer. It continuously monitors system components. It receives
landing gear position, thrust lever position skin temperature and flow information.
It determines air supply route for avionics equipment cooling by controlling valves
and fans.
Air Conditioning Inlet Valve (21HQ)

The AIR CONDITIONING INLET valve is opened when the air conditioning system
is used as source of cold air. The valve is electrically controlled by the AEVC. In
failure cases, it allows cockpit supply air to go into the system to insure cooling.
Skin Air Inlet Valve (15HQ)
Skin Exchanger Inlet Bypass Valve (16HQ)
The SKIN AIR INLET VALVE admits outside air into the ventilation circuit.
The SKIN EXCHANGER INLET BYPASS valve admits hot air under the cargo
compartment floor.
The SKIN AIR INLET valve is electrically controlled by the AEVC.
Blower Fan (20HQ)
The valve is electrically controlled by the AEVC. It allows the ventilation air above
the required quantity to be discharged to the underfloor area.
The blower fan blows filtered fresh air to the avionics equipment. The fan runs continuously.
Figure 1: Avionics Ventilation System Presentation
Extract Fan (18HQ)

The extract fan extracts hot air from the avionics equipment. The extract fan runs
continuously.
Skin Air Outlet (Extract) Valve (22HQ)

The SKIN AIR OUTLET valve allows hot air evacuation outside the aircraft. The
valve is electrically controlled by the AEVC. On ground it is fully open. During flight
it is fully closed. If, at take-off thrust setting, the valve does not close, the ground
crew can manually close it. During flight and under certain conditions, it can partially open.
Skin Exchanger Isolation Valve (24HQ)

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

The air passing the SKIN HEAT EXCHANGER is cooled by contact with aircraft
skin.
The SKIN HEAT EXCHANGER is used to cool air from the avionics equipment
when the SKIN EXCHANGER ISOLATION valve is-open.
Jun04/THTA

Level 3 B1 B2
21-26-2
Training Manual
A320 Family
Jun04/THTA

Air Conditioning
Level 3 B1 B2
21-26-3
Training Manual
A320 Family
Air Conditioning
Figure 2: Ventilation Panel

BLOWER and EXTRACT P/B
AUTO
External Power Control Panel
When both P/B are in AUTO:

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

- The system goes to closed circuit
configuration.
- Air from air conditioning system is
added to ventilation air. (The blower fan
stops if BLOWER P/B is in OVRD).
When both P/B are in OVRD:
- Air is provided from the air conditioning
system and then extracted overboard.
Extract fan remains energized, the
blower fan stops.
RESET BUTTON
Used to reset the Ground Crew Call Horn.
ADIRU & AVNCS VENT light (red)

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

ECAM activation in case of:
- Blowing pressure low * .
- Duct overheat * .
- Computer power supply failure on
ground.
- Smoke warning.
EXTRACT FAULT - Comes on amber accompanied by

- Extract pressure low * .
- Computer power supply failure on
ground.
- Smoke warning.
NOTE: * If the warning occurs on ground with engines shut
down, the external horn is triggered.
Jun04/THTA

Level 3 B1 B2
21-26-4
Training Manual
A320 Family
Air Conditioning
Figure 3: ECAM: Cabin Press Page

VENT Indication
VENT
- Normally white. Becomes amber in case of

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

Green
Valve fully closed. Amber in

case of disagreement.
Green
Valve fully open. Amber in

case of disagreement.
NOTE: On ground, due to inaccuracy of the temperature

sensors, the INLET and EXTRACT valves position in
dication, closed or open, may become amber when
the temperature is close to the valves opening or
closing threshold.
xx
Jun04/THTA

Amber
Valve in transit (for INLET valve

only).
Green
Valve partly open (for EXTRACT

valve only): extract valve closed
with small internal flap open.
Amber in case of disagreement.
Amber
Valve failed in transit.
Level 3 B1 B2
21-26-5
Training Manual
A320 Family
Air Conditioning
AURAL
WARNING
Conditions
MASTER
LIGHT
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
BLOWER FAULT
Blowing pressure low or duct overheat.
BLOWER *
FAULT
EXTRACT FAULT
Extract pressure low.
EXTRACT*
FAULT
SKIN VALVE FAULT

1) Extract valve fully open in phase 3 or
2) Extract valve fully open in flight or
3) Inlet valve not fully closed in flight.
SINGLE
CHIME
MASTER
CAUTION
PRESS
CAB
FLT
PHASE
INHIB
3, 4
3
4, 5
7, 8
4, 5,
NIL
7, 8
BLOWER
and
EXTRACT
FAULT * *
AVNCS SYS FAULT

Power up test not satisfactory or AEVC not supplied or
valves position disagree.
3, 4. 5,
6, 7, 8, 9
* Associated with ground external horn.
Jun04/THTA

5MIN AFTER
2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
* * Only in case of AEVC power supply failure on ground.
10
Level 3 B1 B2
21-26-6
Training Manual
A320 Family
Air Conditioning
Avionics Ventilation System Normal Operation
Note that the BLOWER and EXTRACT pushbuttons must be in AUTO position.
General
In OPEN CIRCUIT CONFIGURATION, ambient air, drawn through the SKIN AIR
INLET valve by the BLOWER FAN, is blown into the system. The air, after cooling
avionics equipment, is drawn by the EXTRACT FAN directly overboard.
The system is automatically controlled by the Avionics Equipment Ventilation

Computer and no crew action Is required.
The Avionics Equipment Ventilation Computer (AEVC) will change the system
configuration depending on whether the aircraft Is on ground or in flight and on aircraft skin temperature.
The OPEN CIRCUIT CONFIGURATION allows avionics equipment to be cooled

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

AVIONICS BAY
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
SKIN TEMPERATURE
BELOW
35 ABOVE
OVBD
AVIONICS
RACK 80VU
FILTER
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
FLIGHT
AVIONICS EQUIPMENT
VENTILATION COMPUTER
SKIN TEMPERATURE
BELOW
GROUND
Jun04/THTA
ABOVE
(AEVC)
OPEN
CONFIG

Level 3 B1 B2
21-26-7
Training Manual
A320 Family
In CLOSED CIRCUIT CONFIGURATION, the extracted avionics equipment air
goes, through the SKIN EXCHANGER ISOLATION valve, into the SKIN HEAT
EXCHANGER to be cooled. Then this air is blown into the avionics equipment
again.
When the AEVC detects airflow higher than the requested value, part of the hot
air is bled under the cargo compartment floor by means of opening of the SKIN
EXCHANGER INLET BYPASS valve.
Air Conditioning
The SKIN EXCHANGER OUTLET BYPASS valve opens in order to decrease

the noise level In the avionics bay.
FLIGHT means aircraft airborne or aircraft on ground with N2 at take off setting.
Figure 6: Closed Circuit Configuration

AVIONICS BAY
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
COCKPIT
COND AIR DUCT
VALVES AND FANS

CONTROL
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
CLOSED
CONFIG
AVIONICS EQUIPMENT
SKIN TEMPERATURE
BELOW
GROUND
PRESS SW
EXTRACT FAN
(30HQ)
FLIGHT
AIR CONDITIONING
INLET VALVE (21HQ)
SKIN TEMPERATURE
BELOW
35 ABOVE
OVBD
AVIONICS
RACK 80VU
FILTER
ABOVE
(AEVC)
CLOSED
CONFIG
Jun04/THTA

Level 3 B1 B2
21-26-8
Training Manual
A320 Family
In INTERMEDIATE CIRCUIT CONFIGURATION, the system is almost like in
closed configuration, part of the extracted air is expelled overboard.
Air Conditioning
Note that the SKIN AIR OUTLET valve is an electrically operated single flap with
a smaller flap built into it.
This smaller flap is only opened when the skin temperature is above 35C (95F).
Figure 7: Intermediate Circuit Configuration

AVIONICS BAY
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
OVBD
AVIONICS
RACK 80VU
FILTER
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
SKIN TEMPERATURE
BELOW
35 ABOVE
PARTIALLY OPEN
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
INTER
CONFIG
FLIGHT
AVIONICS EQUIPMENT
SKIN TEMPERATURE
BELOW
ABOVE
(AEVC)
GROUND
Jun04/THTA

Level 3 B1 B2
21-26-9
Training Manual
A320 Family
Avionics Ventilation System Abnormal Operation
In our example, the aircraft in on the ground and the system is in the open circuit
configuration.
Note that the skin temperature has no effect in manual override.
Air Conditioning
An opening signal is sent directly from the pushbutton to the air conditioning
inlet valve in order to add air from the air conditioning system for avionics
equipment cooling.
Another signal is sent to the Avionics Equipment Ventilation Computer (AEVC)
which continues to control the other valves and the extract fan.
When only the BLOWER pushbutton is set to OVRD, the ventilation system operates in closed configuration but the blower fan stops.
Figure 8: Blower Override Selection
AVIONICS BAY
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
OVBD
AVIONICS
RACK 80VU
FILTER
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
AVIONICS EQUIPMENT
(AEVC)
Jun04/THTA

Level 3 B1 B2
21-26-10
Training Manual
A320 Family
When only the EXTRACT pushbutton is set to OVRD, the system operates in
closed configuration, with cold air taken from air conditioning system.
The pushbutton sends a direct closure signal to the skin exchanger inlet bypass valve and a direct running signal to the extract fan.
Air Conditioning

which continues to control the other valves and the blower fan.
Figure 9: Extract Override Selection
AVIONICS BAY
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
OVBD
AVIONICS
RACK 80VU
FILTER
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
AVIONICS EQUIPMENT
(AEVC)
Jun04/THTA

Level 3 B1 B2
21-26-11
Training Manual
A320 Family
Both pushbuttons are set to OVRD. Air comes from the air conditioning system
and is expelled overboard.
Direct signals are sent to the air conditioning inlet valve, extract fan, skin air
outlet valve and skin exchanger inlet bypass valve.
Air Conditioning

which continues to control the other valves and stops the blower fan.
Figure 10: Blower and Extract Override Selection
AVIONICS BAY
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
OVBD
AVIONICS
RACK 80VU
FILTER
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
AVIONICS EQUIPMENT
(AEVC)
Jun04/THTA

Level 3 B1 B2
21-26-12
Training Manual
A320 Family
Air Conditioning
Avionics Ventilation System Warnings

Aural warning sounds, MASTER CAUT and BLOWER FAULT lights come on.
VENT and INLET words become amber on the ECAM in case of low blowing pressure or duct overheat.
Figure 11: Blower Fault
AVIONICS BAY
VENT BLOWER FAULT
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
OVBD
AVIONICS
RACK 80VU
FILTER
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
INHIBITION
1
5
3
Jun04/THTA
7
8
10

Level 3 B1 B2
21-26-13
Training Manual
A320 Family
Air Conditioning
Aural warning sounds, MASTER CAUT and EXTRACT FAULT lights come on.
VENT and EXTRACT words become amber on the ECAM in case of low extract
pressure.
Figure 12: Extract Fault
AVIONICS BAY
VENT EXTRACT FAULT
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
OVBD
AVIONICS
RACK 80VU
FILTER
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
INHIBITION
1
5
3
Jun04/THTA
7
8
10

Level 3 B1 B2
21-26-14
Training Manual
A320 Family
Aural warning sounds, MASTER CAUT comes on. The skin air inlet or outlet valve
position is displayed amber in case of a SKIN VALVE FAULT.
SKIN VALVE FAULT warning is triggered if:
Air Conditioning
Skin air outlet valve fully open in phase 3 or

Skin air outlet valve fully open in flight or
Skin air Inlet valve not fully closed in flight.
Figure 13: Skin Valve Fault

AVIONICS BAY
VENT SKIN VALVE FAULT
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
OVBD
AVIONICS
RACK 80VU
FILTER
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
INHIBITION
1
5
3
Jun04/THTA
7
8
10

Level 3 B1 B2
21-26-15
Training Manual
A320 Family
Aural warning sounds, MASTER CAUT comes on. VENT word is amber in case
of avionics system fault.
Air Conditioning
AVNCS SYS FAULT warning is triggered in case of AEVC failure.
Figure 14: AVNCS SYS Fault

AVIONICS BAY
VENT AVNCS SYS FAULT
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
OVBD
AVIONICS
RACK 80VU
FILTER
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
INHIBITION
1
5
3
Jun04/THTA
7
8
10

Level 3 B1 B2
21-26-16
Training Manual
A320 Family
Aural warning sounds, MASTER CAUT, GEN 1 SMOKE (on the EMER ELEC
PWR panel), BLOWER and EXTRACT FAULT lights come on in case of avionics
smoke detection.
Air Conditioning
VENT, INLET and EXTRACT words are displayed amber on the ECAM page.
Note that if smoke detection is confirmed, both BLOWER and EXTRACT pushbuttons must be set to OVRD position.
Figure 15: Avionics Smoke

AVIONICS BAY
AVIONICS SMOKE
SK
AT EXCHANG
ER
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
E
IN H
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
PRESSURE SWITCH
BLOWER FAN (19HQ)
SKIN AIR
INLET VALVE
15HQ
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
BLOWER FAN (17HQ)
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
AMBIENT
AIR
OVBD
AVIONICS
RACK 80VU
FILTER
COCKPIT
COND AIR DUCT
PRESS SW
EXTRACT FAN
(30HQ)
VALVES AND FANS

CONTROL
AIR CONDITIONING
INLET VALVE (21HQ)
CARGO
UNDERFLOOR
(SKIN AIR OUTLET)

EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
INHIBITION
1
5
3
Jun04/THTA
7
8
10

Level 3 B1 B2
21-26-17
Training Manual
A320 Family
Avionics Ventilation System Computer Interfaces
Air Conditioning
illuminates amber on the external power panel 108VU, accompanied by the horn
activation.
Landing Gear Control Interface Unit (LGCUI)
Signal: Extract low pressure, used for fault and ventilation ground warnings.
The Landing Gear Control Interface Unit 1 and 2 send a signal to avionics controller for ventilation system control.
Skin Air Valves / SDAC
Signal: Ground/flight, used for system control.
The skin air valves position signals are send to both SDACs for system display
and for skin valve fault warning.
Engine Interface Unit (EIU)

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

The avionics controller sends BITE data to the CFDIU via ARING bus. Test of the
system is performed by sending a test demand discrete signal to the controller.
Signals: BITE data via ARING bus and MCDU test demand via discrete, used for
avionics equipment ventilation system monitoring.
Skin Temperature Sensor (28HQ)

The Skin Temperature sensor signals the skin temperature to the computer for
configuration control.
Signal: Skin temperature used for configuration control.
Signal: Skin valve position feedback, used for display and valve position disagree
warning in flight (SKIN VALVE FAULT)
Controller (AEVC) (10HQ)

The controller monitores the skin air valves position, the conditioned air inlet valve
and the exchanger inlet bypass valve position. In case of valve position disagree
or controller power loss, the controller sends an avionics system fault signal to
both SDACs.
Signals: Avionics system fault, used for valve position disagree warning on ground
(except the skiri exchanger outlet bypass valve) or Toss of power supply of the
AEVC.
Smoke Detector (1WA)

It signals smoke to the AEVC, to both SDACs, to both VENT P/Bs and to the GEN
1 LINE P/B.
Signal: used for smoke.
Blowing Pressure Switches and Duct Temperature Sensor (17HQ &

19HQ & 26HQ)
The blowing pressure switches and the duct temperature sensor signal a low flow
and a high duct temperature to the AEVC, to both System Data Acquisition Concentrators and to the BLOWER P/B.
On ground, the ADIRU & AVNCS VENT light illuminates amber on the external
power panel 108VU, accompanied by the horn activation.
Signal: Low pressure delta P = 0.025 psi or high duct temperature = 62C (144F),
used for fault and ventilation ground warning.
Extract Pressure Switch (30HQ)

The extract pressure switch signals a low flow condition to the AEVC, to both
SDACs and to the EXTRACT P/B. On ground the ADIRU & AVNCS VENT light
Jun04/THTA

Level 3 B1 B2
21-26-18
Training Manual
A320 Family
Air Conditioning
Figure 16: Avionics Equipment Ventilation Computer Interfaces

APU FIRE
AVIONICS BAY
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)
SET
GND
RESET
LATCH
FLT INT
B
COCKPIT
PRESS SW
(19HQ)
SKIN AIR
INLET VALVE
15HQ
AVIONICS
EQUIPMENT
BLOWER
FAN (20HQ)
SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)
SKIN TEMP
SENSOR
(28HQ)
COCKPIT
CALL
ADIRU & APU FIRE

AVNCS VENT
G
AVAIL
W
NOT IN USE
SKIN EXCHANGER
ISOLATION VALVE
(24HQ)
DUCT TEMP
SENSOR
(26HQ)
PRESS SW
(17HQ)
EXT PWR
LIGHT
TEST
HEAT EXCHANGE
EXTERNAL POWER
CONTROL PANEL
IN
SK
RESET
APU SHUT
OFF
GND/FLT
BUS
ON
LO
FLOW
PRESS SW
(30HQ)
OVHT
>62 C
SKIN EXCH
INLET BYPASS
VALVE (16HQ)
COCKPIT
AIR DUCT
IRS ON BAT
>15 SEC
EXTRACT
VALVE
(22HQ)
BOTH
ENGINES
STOP
AIR
COND
INLET
VALVE
(21HQ)
BAT BUS ON
GND
AVIONICS
RACK 80VU
FILTER
CARGO
UNDERFLOOR
RESET
LATCH
SET
30 S
TD
PARTLY
OPEN
CLOSE
GROUND
CREW CALL
HORN
OPEN
MECH
CLOSE
PRIORITY
SDAC 1&2
AEVC
SMOKE
FAULT
FAULT
OVRD
OVRD
OVRD
ON
GEN 1
LINE
BLOWER
EXTRACT
DITCH
LGCIU 1
Oct03/THTA
DITCHING
MODE
OVRD
RUN
SMOKE MODE
LGCIU 2
EIU 1

EIU 2
CFDIU
21 -26 -19
Training Manual
A320 Family
Air Conditioning
Avionics Ventilation LRUs

Figure 17: Avionics Ventilation LRUs
1 AVIONICS VENTILATION
COMPUTER (AEVC) 10HQ
2 BLOWER FAN (20HQ)
3 EXTRACT FAN (18HQ)
5
4 SKIN HEAT EXCHANGER
7
5 SKIN TEMPERATURE SENSOR (28HQ)

6 SKIN AIR INLET VALVE (15HQ)
7 SKIN AIR OUTLET VALVE (22HQ)

18
8 FILTER ASSEMBLY
9 SKIN EXCHANGER INLET BYPASS VALVE (16HQ)
10 SKIN EXCHANGER ISOLATION VALVE (24HQ)
16
10
13
11 CONDITIONED AIR INLET VALVE (21HQ)
11
12 SKIN EXCHANGER OUTLET BYPASS VALVE (23HQ)
15
13 CHECK VALVE (2149HM)

14 PRESSURE SW - BLOWER FAN (17HQ)
17
15 PRESSURE SW - BLOWER FAN (19HQ)

8
16 PRESSURE SW - EXTRACT FAN (30HQ)

17 DUCT TEMPERATURE SENSOR (26HQ)
18 SMOKE DETECTOR (1WA)
Jun04/THTA
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14

Level 3 B1 B2
21-26-20
Training Manual
A320 Family
Air Conditioning
Figure 18: AEVC
STA1003/FR25
STA897/FR23
80VU
824
A
STA385/FR2
B
AVIONICS VENTILATION
COMPUTER (AEVC) 10HQ
B
FUNCTIONS: VALVE AND FAN CONTROL AND MONITORING.
Jun04/THTA

Level 3 B1 B2
21-26-21
Training Manual
A320 Family
Skin Air Inlet Valve
Air Conditioning
Figure 19: Skin Air Inlet Valve Deactivation
Single flap valve, 28 VDC controlled and operated.

Can be manually overriden.
Before the valve is secured in a position, it must first be electrically isolated with a
toggle switch located on the valve.
SKIN AIR
INLET VALVE
(15HQ)
DEACTIVATION
SWITCH
OFF
ON
HANDLE
LATCH
PUSH
HANDLE
SKIN AIR INLET VALVE CLOSING

1 - Depress "PUSH" handle latch
2 - Set deactivation switch (on the skin air inlet valve ) to OFF
3 - Set BLOWER pb (PANEL 22 VU) AT OVRD
"AVIONICS SYS FAULT" warning appears on ECAM
4 - Pull the handle to engage the clutch
5 - Fold out the handle
6 - Turn handle counter clockwise up to full closing of flap
7 - Fold, stow and latch handle after use
Jun04/THTA

Level 3 B1 B2
21-26-22
Training Manual
A320 Family
Skin Air Inlet Valve
Air Conditioning
Figure 20: Skin Air Outlet Valve Deactivation Switch
Single flap valve with a smaller flap built into it.

28 VDC controlled and operated.
Can be manually overriden.
Before the valve is secured in a position, it must first be electrically isolated with a
toggle switch located on the valve.
Internal flap opening is performed by turning handle in the closing way well
after the extract valve is closed, i.e. the main flap is flush with the aircraft skin.
SKIN AIR OUTLET

VALVE (22HQ)
(EXTRACT VALVE)
A
MAIN FLAP (CLOSED)
HANDLE
HANDLE LATCH
PUSH
ON
OFF
DEACTIVATION SWITCH
INTERNAL FLAP (OPEN)
PARTIAL OPENING OF EXTRACT VALVE
SKIN AIR INLET VALVE CLOSING

1 - Depress "PUSH" handle latch
2 - Pull the handle to engage the clutch
3 - Spread out the handle
4 - Place the intergated deactivation switch in OFF position
5 - Turn handle clockwise up to full opening of internal flap
6 - Fold, stow and latch handle after use
Jun04/THTA

Level 3 B1 B2
21-26-23
Training Manual
A320 Family
Air Conditioning
Figure 21: Skin Temperature Sensor

Triggered range
- On ground, increasing temperature + 7C (+44.6F),
decreasing temperature + 4C (+39.2F)
- After take-off, increasing temperature +36C (+96.8F),
decreasing temperature +31C (+87.8F)
SKIN HEAT EXCHANGER
SKIN TEMPERATURE
SENSOR (28HQ)
SKIN TEMPERATURE
SENSOR (28HQ)
AIRCRAFT SKIN
Jun04/THTA

Level 3 B1 B2
21-26-24
Training Manual
A320 Family
Air Conditioning
Electrical Circuits
Figure 22: Part 1
Jun04/THTA

Level 3 B1 B2
21-26-25
Training Manual
A320 Family
Air Conditioning
Figure 23: Part 2
Jun04/THTA

Level 3 B1 B2
21-26-26
Training Manual
A320 Family
Air Conditioning
Figure 24: Part 3
Jun04/THTA

Level 3 B1 B2
21-26-27
Training Manual
A320 Family
AEVC Bite and Test Description
Air Conditioning
During aircraft power up, in case of failure, here is an example of what can happen
on the ECAM.
General
The power up test is not OK. You have to dialog with the AEVC through the CFDS
in order to get more information about the snag.
Power Up Test
MCDU Test
Figure 25:
In Operation Test
Tested Components
VENT AVNCS SYS FAULT
General
The Avionics Equipment Ventilation Computer performs several tests to isolate
any failure or failed component.
The tests performed by the AEVC are:
Power up test
MCDU test
In Operation test.
The MCDU test is identical to the power up test.
SINGLE
CHIME
Jun04/THTA

Level 3 B1 B2
21-26-28
Training Manual
A320 Family
Air Conditioning
The reading of the BITE contents of the AEVC through the LAST LEG REPORT
of the AEVC menu gives the faulty component.
This is a class 1 failure.
Figure 26:
AEVC
LAST LEG REPORT
GND
21-26-52
SKIN AIR INLET V 15HQ
RETURN
Jun04/THTA
PRINT *

Level 3 B1 B2
21-26-29
Training Manual
A320 Family
The test activated from the MCDU is initiated under the same conditions as the
power up test.
During the test, the Skin Air Inlet valve and the Extract valve move; make
sure that the area is clear.
Air Conditioning

This test has to be performed each time a maintenance action has been done on
the computer, the fans, the valves, the temperature sensor, the pressure switches
and the system electrical circuit.
Figure 27: MCDU Test
Jun04/THTA

Level 3 B1 B2
21-26-30
Training Manual
A320 Family
Air Conditioning
A test has been performed on the MCDU.
In Operation Test
The test was not OK, here is the message given by the AEVC BITE during the test.
Figure 29:

Figure 28:
AEVC
LAST LEG REPORT
GND
21-26-53
SKIN AIR OUTLET V 22HQ
AEVC
TEST
GND
21-26-52
OUTLET BYPASS V 23HQ
RETURN
RETURN
PRINT *
PRINT *
The aircraft returns to the gate, the pilot reports:

During engine acceleration for take off, the SKIN VALVE FAULT warning came
on, we had to abort take off.
Here is the message given by the AEVC BITE in the LAST LEG REPORT.
Jun04/THTA

Level 3 B1 B2
21-26-31
Training Manual
A320 Family
Air Conditioning
Figure 30: Tested Components

TEST MODE
LRU
POWER UP IN
TEST OR
OPERATION
MCDU TEST TEST
SKIN TEMPERATURE SENSOR 28HQ
MCDU - MESSAGES
SKIN TEMP SENSOR 28HQ
DUCT TEMP SENSOR 26HQ
DUCT TEMPERATURE SENSOR 26HQ
PRESSURE SWITCH BLOWER FAN 17HQ
PRESSURE SW 17HQ / BLOWER FAN 20HQ
PRESSURE SWITCH BLOWER FAN 19HQ
PRESSURE SW 19HQ / BLOWER FAN 20HQ
PRESSURE SWITCH EXTRACT FAN 30HQ
PRESSURE SW 30HQ / EXTRACT FAN 18HQ
SKIN AIR INLET VALVE 15HQ
SKIN AIR INLET V 15HQ
EXTRACT VALVE 22HQ
AIR CONDITIONED INLET VALVE 21HQ
COND AIR INLET V 21HQ
SKIN EXCHANGER INLET BYPASS VALVE 16HQ
INLET BYPASS V 16HQ
BLOWER FAN 20HQ
BLOWER FAN 20HQ
EXTRACT FAN 18HQ
EXTRACT FAN 18HQ
SKIN EXCHANGER OUTLET BYPASS VALVE 23HQ
SKIN EXCHANGER ISOLATION VALVE 24HQ
ISOL V 24HQ
AEVC
AEVC / SKIN AIR INLET V 15HQ / INLET BYPASS V 16HQ /
SMOKE DETECTOR 1WA
SMOKE DETECTOR 1WA
EXTRACT FAN 18HQ
LGCIU 1 AND 2 DISCREPANCY
CHECK LGCIU - AEVC INTFC
BLOWER FAN 20HQ
EIU 1 AND 2 DISCREPANCY
CHECK EIU - AEVC INTFC
COND AIR INLET V 21HQ
CHECK SDAC - AEVC INTFC
CHECK AEVC SUPPLY
ISOL V 24HQ
AEVC / SDAC 1 AND 2 INTERFACE
FANS AND VALVES POWER SUPPLY MONITORING
PRESSURE SW 17HQ
PRESSURE SW 19HQ
DUCT TEMP SENSOR 26HQ
SKIN TEMP SENSOR 28HQ
PRESSURE SW 30HQ
Jun04/THTA

Level 3 B1 B2
21-26-32
Training Manual
A320 Family
Air Conditioning
Figure 31: AEVC Bite and Test Description
SYSTEM REPORT/TEST
AIR COND
CFDS MENU
F/CTL
AFS
FUEL
COM
ICE&RAIN
ELEC
INST
SYSTEM REPORT/TEST
AIR COND
LAST LEG REPORT
CAB PRESS CONT 1
LAST LEG ECAM REPORT
CAB PRESS CONT 2
PREVIOUS LEG REPORT
CAB TEMP CONT
AVIONICS STATUS
AEVC
FIRE PROT
L/G
SYSTEM REPORT/TEST
RETURN
NAV
* POST FLIGHT REPORT
RETURN
AEVC
LAST LEG REPORT
AEVC
LAST LEG REPORT
26-15-15
SMOKE DETECTOR 1WA
TEST
CLASS 3 FAULTS
RETURN
RETURN
AEVC
TEST
Jun04/THTA
21-26-55
21-26-51
BLOWER FAN 20HQ
END OF TEST
IN PROGRESS 60 SEC
RETURN
AEVC
CLASS 3 FAULT
AEVC
TEST
PRINT *
RETURN
RETURN
PRINT *

Level 3 B1 B2
PRINT *
21-26-33
Training Manual
A320 Family
Jun04/THTA

Air Conditioning
Level 3 B1 B2
21-26-34
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-28-1
Training Manual
A320 Family
Air Conditioning
General
The system provides ventilation of the AFT cargo compartment by means of air
exhausted from the cabin and extracted by tan.
Main Components and Subsystem

Aft Cargo Compartment Ventilation
Ambient air from the cabin is ducted via the inlet Isolation valve to the AFT cargo
compartment.
Air is extracted overboard by the extraction fan via the outlet isolation valve.
The operation of the inlet and the outlet isolation valves and the extract fan is controlled by the cargo ventilation controller.
On the ground and in flight, the inlet and outlet isolation valves are normally fully
open and the fan runs continuously.
The controller will close the isolation valves and stop the extraction fan when:
The AFT ISOL VALVE P/B is selected OFF or
The AFT cargo smoke detection unit detects smoke.
Jun04/THTA

Level 3 B1 B2
21-28-2
Training Manual
A320 Family
Air Conditioning
Figure 1: AFT Cargo Compartment Ventilation
Jun04/THTA

Level 3 B1 B2
21-28-3
Training Manual
A320 Family
Air Conditioning
Figure 2:
SYSTEM DISPLAY
A
COND
TEMP : C
Zone Indication
Indication is white.
ALTN MODE
FAN
FAN
Outlet Isolation Valve

CKPT 20
24
C
FWD 22
22
AFT 23
24
Green
Valve open.
Amber
Valve closed.
H
HOT
AIR
AFT
Inlet Isolation Valve
A
CARGO VENT
TAT - 5C
SAT - 30C
AFT ISOL
VALVE
Green
Valve open.
Amber
Valve closed.
G.W. 60300 KG
23H56
FAULT
OFF
WARNING AND CAUTIONS
Jun04/THTA

SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
SINGLE
CHIME
MASTER
CAUTION
COND
ISOL VALVE
FAULT
NIL
NIL
NIL
Level 3 B1 B2
FLT
PHASE
INHIBIT
3,4,5
7,8
5MIN AFTER
2DN ENG
SHUT-DOWN
NIL
80 kn
1500 ft
LIFT OFF
80 kt
FAULT
1ST ENG
TO PWR
OFF
Inlet and outlet isolation valves open and

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

Cargo fan fault
1ST ENG
STARTED
AUTO
AFT CRG ISOL VALVE

Cargo isol valve disageement
ELEC PWR
AFT ISOL VALVE P/B

Controls the isolation valves, and extraction fan.
MASTER
LIGHT
TOUCH
DOWN
Conditions
AURAL
WARNING
800 ft
E / WD FAILURE TITLE
10
21-28-4
Training Manual
A320 Family
Air Conditioning
Figure 3:
Isolation
Valve 33HN
Outflow
Valve 10HL
Extraction Fan
35HN
Air Extraction Fan

Isolation Valve
Smoke Detector
3WH/4WH
Isolation
Valve 34HN
Outflow
Valve
STA3013/FR65
STA3158/FR66
Smoke Detector
SWH/6WH
Muffler
Cargo Door
Bulk Cargo
Door
Cargo Underfloor
Air Intake
Cabin Ambient Air
FWD
Isolation Valve
Restrictors for
Airsplit Calibration
Isolation
Valve
Extraction
Fan
Muffler
Cabin Ambient
Air Intake
Jun04/THTA

Level 3 B1 B2
21-28-5
Training Manual
A320 Family
Air Conditioning
Procedure
Figure 4:
A AFT Cargo Ventilation Controller (103 VU)
10MN
This procedure is to be applied only if AFT ISOL VALVE FAULT light is illuminated with AFT ISOL VALVE p.b. set at OFF
1. Energize the aircraft electrical circuits
2. Open, safety and tag C/ B 31 HN
3. Put the access platform at the aft cargo door 826
4. Open the aft cargo door 826
5. Remove the grill inlet from the access panel 151 EW
6. Remove the access panel 151 EW, 162 DW
7. Close the isolation valves 33 HN and 34 HN with the manual override lever and
safety in the closed position with safety wire MS 20995-C32
8. Deenergize the aircraft electrical circuits
9. Make sure that the work area is clean and clear of tools and other items
10.Put the aircraft back to the serviceable condition
11.Remove the access platform(s)
Isolation
Valve
Extraction Fan
Manual Override
and Visual Indicator
21-28-05 AFT CARGO ISOLATION VALVE - CLOSURE PROCEDURE
Jun04/THTA

Level 3 B1 B2
21-28-6
Training Manual
A320 Family
Air Conditioning
Figure 5: Cargo Compartment Ventilation Electrical Circuit
Jun04/THTA

Level 3 B1 B2
21-28-7
Training Manual
A320 Family
Jun04/THTA

Air Conditioning
Level 3 B1 B2
21-28-8
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-31-1
Training Manual
A320 Family
Air Conditioning
General
Manual Operation
In normal operation, pressurization control is fully automatic.
In manual mode, the pilot may control the cabin altitude, via the manual motor of
the outflow valves, by operating controls on the pressurization control panel.
The system consists of:

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

Cabin Pressure Controllers
Two identical, independent, automatic digital controllers are used for system control.
They receive signals from ADIRS, FMGC, EIU, LGCIU, zone controller. In automatic pressure control mode one controller is active, the other one is in standby.
They also generate signals for ECAM.
Automatic Operation
In manual pressure control mode, the controller installed in No.1 position includes
a back up section with its own electrical power supply. This section contains a
pressure sensor in order to generate the excess cabin attitude and pressure outputs for indications on ECAM. The controllers communicate via a cross channel
link.
In fully automatic operation:
Outflow Valve
No action on the cabIn pressure system is required. Cabin pressure is achieved

from external schedules when appropriate FMGS inputs are available, in semi automatic operation:
The outflow valve is located on the right hand side of the fuselage, behind the aft
cargo compartment.
The system can be used fully-or semi automatically or manually.
Crew action only required to select the LDG FIELD ELEV.

Cabin press is achieved from internal schedules only.
There are 4 functions:
Ground
Full opening of the outflow valves on ground.
Prepressurization
During take off, pressure Is increased, to avoid cabin pressure surge during rotation.
Pressurization in flight
Cabin altitude and rate are adjusted to ensure optimum passenger comfort.
Depressurization
Following touch down, the residual cabin overpressure is released progressively before the outflow valves are fully opened in ground function.
Jun04/THTA
The outflow valve assembly consists of a flush skin-mounted rectangular frame,

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

When RAM AIR P/B is set to ON and cabin P is below 1 psi, the outflow
valve is driven to 50 open position provided it is not under manual control.
Level 3 B1 B2
21-31-2
Training Manual
A320 Family
Safety Valves
Two independent pneumatic safety valves avoid excessive positive (8.6 psi) or
negative (-0.25 psi) differential pressure. They are installed on the rear pressure
bulkhead, above the flotation line.
Automatic Pressure Control Mode

Pressure control is achieved by two identical, Independent, automatic systems
(controller and its associated motors).
Either system controls the single outhow valve.
Only one controller operates at a time.
An automatic transfer occurs:
180 sec. after each landing.
In case of failure of the operating system.
Pressure rate is optimized so that cabin pressure reaches landing field pressure just prior to landing. Maximum descent rate is limited to 750 ft/min.
6. Abort (AB)
The abort mode is used to prevent the cabin altitude climbing if the aircraft does
not climb after take off. The cabin pressure is kept to the value before take off.
Manuale Pressure Control Mode

In the event of the failure of both automatic systems, the pressurization may be
manually controlled by selecting, on the CABIN PRESS control panel:
MODE SEL P/B to MAN, and
MAN WS CU switch to UP or DN.
Then, the power supplies to the auto motors are cut off, and the manual motor is
activated to control the outflow valve.
The controller normally uses landing field elevation and ONH from FMGC and
pressure altitude from ADIRS.
If FMGC data ere not available, the controller uses captain barometer reference
from ADIRS and landing elevation from LDG ELEV selector.
Pressurization is assumed through 6 modes:
1. Ground (GN)
Before take off and 55 sec after landing, the outflow valve is controlled fully
open to ensure there is no residual P in the aircraft.
Attouchdown, to release the remaining P, a depressurized sequence controls
the cabin V/S at + 500 ft/mm.
2. Take off (TO)
To avoid a pressure surge at rotation, the controller prepressurizes the aircraft
with a rate of - 500 ft/mn until P reaches 0.1 psi. At lift off, the controller initiates the climb phase.
3. Climb (CL)
Cabine altitude varies according to a fixed preprogrammed law taking into account the actual rate of climb of the aircraft.
4. Cruise (CR)
Cabin altitude is the highest of the value reached at level off or the landing field
elevation.
5. Descent (DE)
Jun04/THTA
Air Conditioning
Ditching
A DITCHING P/B, on the CABIN PRESS control panel, enables the outflow valve
to be closed and sends a closure signal to:
the emergency ram air inlet, the avionics ventilation extract valve and the pack
flow control valves.

Level 3 B1 B2
21-31-3
Training Manual
A320 Family
Air Conditioning
Figure 1: Cabin Pressurization System - Schematic
Jun04/THTA

Level 3 B1 B2
21-31-4
Training Manual
A320 Family
Air Conditioning
Figure 2: Pressurization Flight Profil / Pressurization Warning and Cautions
Conditions
EXCESS CAB ALT
_ 350 ft.
Cabin altitude > 9550 +
VALVE FULL
OPEN SIGNAL
CABIN
NIL
2, 3, 4, 5,
7, 8, 9, 10
MODE
SEL
FAULT
4, 5,
7, 8
CAB
PRESS
3, 4, 5
6, 7, 8
NIL
4, 5, 7
8, 9, 10
LDG ELEV FAULT

No FMGS LDG ELEV data available.
1, 3, 4, 5
7, 8, 9, 10
3, 4, 5
7, 8,
Level 3 B1 B2
2ND ENG
SHUT DN
NIL
80 kt
1ST ENG
STARTED

NIL
TOUCH
DOWN
SYS 1 (2) FAULT

Pressure controller fault.
800 ft
+0.1 PSI
GROUND
MASTER
CAUTION
SAFETY VALVE OPEN

Either safety valve not fully closed on ground or not fully
closed for more than 1 min in flight.
Jun04/THTA
CABIN
PRESS
1500 ft
DEPRESS
+500 Ft/MN
+8.06 PSI
MASTER
WARNING
SINGLE
CHIME
LIFT OFF
+0.1 PSI
PRESSURIZATION
TIME
80 kt
CABIN
P
CRC
OUTFLOW VALVE NOT OPEN

Valve not fully open on ground (time delay 3 min).
ELEC PWR
-500 Ft/MN
FLT
PHASE
INHIB
2, 3, 4, 5
7, 8, 9, 10
NOTE: The warning is maintained when aircraft

descends below 3000 ft above landing field.
55 SEC
CABIN
V/S
LOCAL
WARNING
LIGHT
LO DIFF PR
Time to reach P = 0 < 1.5 min and
time to reach P= 0 (time for cab alt to reach landing
field elevation) + 30 sec and aircraft is at least 3000 ft
above landing field.
1ST ENG
TO PWR
TAKE OFF
PREPRESS
SD
PAGE
CALLED
5MIN AFTER
MLG COMPRESSED
GROUND
MASTER
LIGHT
SYS 1 + 2 FAULT
Both pressure controllers fault.
A/C
ALT
AURAL
WARNING
10
21-31-5
Training Manual
A320 Family
Air Conditioning
Figure 3:
MODE SEL P/B
AUTO
- Automatic mode is operating. Outflow

valve is controlled by one system at a time.
NOTE:
If pressurization degraded
performance is suspected, a selection of
the pressurization system which is not
active could be attempted by switching the
MODE SEL P/B to MAN for at least 10 sec.
then to AUTO.
MAN
- MAN
illuminates
white,
FAULT
extinguishes, manual control is then
operative by the MAN V / S CTL switch.
FAULT
- Comes on amber, associated with ECAM

caution, only when both automatic
systems are faulty.
NOTE: CAB ALT indication variation up to +_ 1000ft may appear on the ECAM PRESS page when switching from
the CPC AUTO mode to MAN mode.
LDG ELEV Selector
AUTO
- The pressurization system uses the FMGS

data to elaborate an optimized pressure
schedule.
Other positions: The landing elevation from FMGS is not

used by the pressurization system. The
landing elevation selected (from -2000 to
14000ft) is taken as reference.
DITCHING P/B (guarded)
MAN V/S CTL (toggle switch)
The switch, spring loaded to neutral, controls the outflow
valve position via the manual motor, when the MODE SEL P/B
is in MAN position.
UP
- The valve moves towards open position.
DN
- The valve moves towards closed position.
- Normal system operation.
ON
- The outflow valve, emergency ram air inlet

valve, avionics ventilation inlet and extract
valves and pack flow control valves are
closed.
NOTE: The outflow valve will not automatically close if manu

manul al control is selected.
CAUTION : If on ground, with LP ground cart connected and
all doors closed, the DITCHING P/B is switched
ON, a differential pressure will build up.
NOTE: Due to slow outflow valve operation, toggle switch

must be maintained in UP or DN position until target
V/S is reached.
Jun04/THTA
Normal

Level 3 B1 B2
21-31-6
Training Manual
A320 Family
Air Conditioning
Figure 4:
SYSTEM DISPLAY
Landing Elevation
LDG ELEV AUTO / MAN
Landing elevation selected either automatically by the FMGS

or manually by the pilot is indicated in green. (Inhibited when
the MODE SEL P/B is in MAN position)
AUTO
- Displayed in green when LDG ELEV

selector is in AUTO position.
Cabin Altitude
MAN

selector is not in AUTO position.
Green
- In normal range.
Red
- For excessive cabin altitude: 9550 ft
Advisory (digital indication pulsing) if cabin altitude 8800 ft

(reset at 8600 ft).
Not displayed when the MODE SEL P/B is in MAN position.

Cabin Differential Pressure
Green
- In normal range.
Amber
- When out of normal range: P - 0,4 psi

or 8.5 psi.
Safety Valve Position
Advisory (digital indication pulsing) if P < 1.5 psi (reset at

1 psi) during flight phase 7.
- In normal range.
Amber
- When V/S 2000 ft/min.
- Is white and valve display is green when

both safety valves are fully closed.
SAFETY
- Is amber and indication is amber when

either valve is not closed.
NOTE: If manual mode is selected, the safety valve can open

at a cabin differential pressure between 8.2 and 8.9
psi due to the reduced P accuracy in manual mode.
Cabin Vertical Speed

Green
SAFETY
Active System Indication (SYS 1 or SYS 2 or MAN)

SYS 1 / SYS 2 - Green when active, amber when FAULT,
not displayed when inactive.
Advisory (digital indication pulsing) at V/S > 1800 ft/min

(reset at 1600 ft/min).
MAN
- Appears green when the MODE SEL P/B is

at MAN.
Outflow Valve Position
Jun04/THTA

Green
- When operating normally.
Amber
- When valve is fully open (more than 95 %)

in flight.
Level 3 B1 B2
21-31-7
Training Manual
A320 Family
Air Conditioning
Figure 5:
SYSTEM DISPLAY
SYSTEM DISPLAY
LDG ELEV AUTO / MAN
AUTO

selector is in AUTO position.
MAN

selector is not in AUTO position.
Not displayed when the MODE SEL P/B is in MAN position.

Green
- In normal range.
Amber
- When V/S 2000 ft/min.
AUTO MODE:
MAN MODE:
CAB ALT FT
- In normal range.
Red
- For excessive cabin altitude: 9550 ft.

- Pulses for cabin altitude at or above 8800 ft
(resets at 8600 ft).
P Indication

Displayed in flight phase 6 only.
Jun04/THTA
Green
Green
- In normal range.
Amber
- Out of normal range. V/S greater than

2000 ft/min or lower than -2000 ft/min.

Green
- In normal range.
Amber
- Out of normal range P -0.4psi

or 8.5 psi.
- Pulses when V/S >1800 ft/min (resets at
1600 ft/min).
Level 3 B1 B2
21-31-8
Training Manual
A320 Family
Air Conditioning
System Operation
System Control Interface
Configuration
Each Engine interface Unit sends a thrust lever angle associated with an N2 signal
to both controllers to initiate the prepressurization and the pressurization sequences.
Elevation selector to AUTO

Take-off elevation: 500 ft
Landing elevation: 800 ft
System 1 in service
On ground, before take-off, the outflow valve is fully open to ensure that the cabin
is not pressurized.
Figure 6: Ground Mode
Signals: thrust lever angle in take-off position (MAX CONT or FLX detent) and N2
at or above idle, used for prepressurization and pressurization sequences.
Landing Gear Control Interface Unit (LGCIU)

Each Landing Gear Control Interface Unit sends a flight/ground signal to both controllers to initiate prepressurization, the pressurization and the depressurization
sequences.
Signal: ground/flight, used for prepressurization, pressurization, depressurization
sequences and system transfer.
Air Data Inertial Reference Unit (ADIRU)

Each Air Data Inertial Reference Unit sends the static pressure and the barometric
correction signals to both controllers for pressure control.
Signals static pressure, baro correction and ADIRU validity, used for all sequences and priority selection.
ADIRU 1, 2, 3: controller 1
ADIRU 2, 1, 3: controller 2

Each Flight Management and Guidance Computer sends cruise flight level and
landing field elevation data to both controllers.
Signals: cruise flight level, landing field elevation, used for pressurization profile.
Jun04/THTA

Level 3 B1 B2
21-31-9
Training Manual
A320 Family
Motors
Air Conditioning
Figure 7:
A discrete signal from the active controller will select the corresponding motor (enable signal) while outflow valve positioning and monitoring signals are transmitted
by RS 422 buses.
OUTFLOW
VALVE
EIU
1 2
Signals in AUTO MODE enable signal to motor in control, outflow valve positioning and monitoring.
CONTROLLER 1
Signals in MANUAL MODE feedback position from motor 3 is sent to the controller
1.
MOTOR
1
LGCIU
1 2
Controller 1 /Controller 2
Discrete signals between both controllers ensure controller transfer.
Signal: system 1 or 2 active, used for controller transfer.
Air Conditioning Panel and Cabin Pressurization Panel

The position of the pressure panel switches and emergency ram air switch is
transmitted to both controllers.
CABIN PRESS PANEL:
Signals: ditching, landing field elevation, manual mode selection, used for
ditching and manual operation.
AIR COND PANEL:
Signal: emergency ram air inlet selectIon, used for outflow valve full opening.
ADIRU
1 2 3
CONTROLLER 2
MOTOR
3
FMGC
1 2
Pressurization Panel / Motor 3
MOTOR
2
AIR COND
PANEL
CABIN
PRESS
PANEL
MAN
CTL
Motor 3 is controlled by a discrete signal directly sent by the CABIN PRESS panel.
Signal: motor 3 control, used for manual mode.
Jun04/THTA

Level 3 B1 B2
21-31-10
Training Manual
A320 Family
System Monitoring Interface
Air Conditioning
Signal: safety valve position, used for ECAM display.

Figure 8: System Monitoring Interface
Flight Warning Computer (FWC)

In case of excessive cabin altitude in manual mode, controller 1 sends a discrete
signal to both FWCs for level 3 warnings.
FWC
1
Signal excessive cabin altitude (9550 ft), used in manual mode.
CONTROLLER 1
CFDIU
SDAC
1
System Data Acquisition Concentrator (SDAQ)

Both controllers send ARINC and discrete signal to the System Data Acquisition
Concentrator. Controller 1 (manual back-up part) also sends 3 analog signals
used when the system is operating in manual mode.
Signals: warnings and indications, used in auto mode (ARINC and discrete signals
from controllers), manual mode (3 analog signals from controller 1).
CIDS
SDAC
2
CONTROLLER 2
Both controllers send Bite data to the CFDIU via ARINC buses. This data is sent
continuously or on request.
FWC
2
Signal: BITE data, used for CFDS monitoring.
Cabin Intercommunication Data System (CIDS)

In case of excessive cabin attitude, the pressure controllers send a discrete signal
to the CIDS.
Signal: excess cabin attitude (9550 ft), used for passenger signs.
SAFETY
VALVE
SAFETY
VALVE
CABIN
PRESS PANEL
Cabin Press Panel

In case of failure of both automatic systems, the controllers send a discrete signal
to the pressure panel for FAULT light illumination.
Signal: failure of both automatic systems, used for FAULT light illumination.
Cabin Press Panel /SDACs

A manual mode selection signal is sent from the pressure panel to both SDACs.
Signal: MAN mode selection, used for ECAM display.
Safety Valves /SDACs

The safety valve position signals are sent to both SDACs.
Jun04/THTA

Level 3 B1 B2
21-31-11
Training Manual
A320 Family
Air Conditioning
Pressurization System LRUs

Figure 9: Controller
12HL
- Interchangeable
- Sytem Identification Pin
B
B
11HL
A
STA539/FR9
811
Electronic/Avionics Rack 95VU

- Auto Mode 1 Fault
Relay 18HL
- Auto Mode 2 Fault
Relay 19HL
- Auto Mode Drive
Shut Off Relay 17HL
90VU
Cabin Pressure
Connector
Jun04/THTA

Level 3 B1 B2
21-31-12
Training Manual
A320 Family
Outflow Valve
Skin mounted double gate design which consists of:
Air Conditioning
Two electronic boxes.

One feedback assembly.
Three motors.
Two gates with seals and rods.
Figure 10: Outflow Valve

Actuator Electronic
Box System 2
Feedback Assy
System 1
System 2
Manual
Manual Motor
Auto Motors
Bonding Strap
Actuator Electronic
Box System 1
Forward Gate
Bonding Strap
Aft Gate
Jun04/THTA

Level 3 B1 B2
21-31-13
Training Manual
A320 Family
Air Conditioning
Control
Electronic Boxes
Auto Control:
Cont. 1 controls motor 1 via electronic box 1.
Cont. 2 controls motor 2 via electronic box 2.
A Rotary Variable Differential Transducer (RVDT) signals the valve position.
The actuator electronic modules receive position reference signal (desired outflow
valve position) from the controller. This signal is compared with outflow valve actual position. The electronic module then drives the outflow valve until its position
matches the desired one.
Manual Motor:
Toggle switch controls manual motor.
One potentiometer (POT) signals the valve position.
Figure 12: Electronic Boxes
Figure 11: Outflow Valve Simplified Schematic
Electronic Box
(Module 2)
Electronic Box
(Module 1)
Jun04/THTA

Level 3 B1 B2
21-31-14
Training Manual
A320 Family
Air Conditioning
Feedback Assembly
Consists of a dual Rotary Variable Differential Transducer (RVDT) and a potentiometer.
Figure 13: Feedback Assembly
Potentiometer
Dual Rotary
Variable
Differential
Transducer
Feedback
Assembly
Cover
Jun04/THTA

Level 3 B1 B2
21-31-15
Training Manual
A320 Family
Air Conditioning
Safety Valve
Figure 14: Safety Valve
Z310
Z260
(7HL)
(6HL)
STA3101/FR65
Jun04/THTA

Level 3 B1 B2
21-31-16
Training Manual
A320 Family
Air Conditioning
Safety Valve Section

Diaphragm pneumatic valve type witch consists of:
Body, filter, moving valve element (diaphragm)
Pneumatic pressure controller sensing cabin and outside pressure
Position switch for ECAM indication
Opening: when? P = 8.6 or - 0.5 psi
Figure 15: Safety Valve Section
Jun04/THTA

Level 3 B1 B2
21-31-17
Training Manual
A320 Family
Air Conditioning
Electrical Circuits
Relays and pushbuttons are shown without power supply.
Figure 16:
Jun04/THTA

Level 3 B1 B2
21-31-18
Training Manual
A320 Family
Air Conditioning
Figure 17: Auto Position
Jun04/THTA

Level 3 B1 B2
21-31-19
Training Manual
A320 Family
Functional Test of Manual Motor
Air Conditioning
Figure 18: Functional Test of Manual Motor
Aircraft Configuration
On the ground.
No air supply.
Electrical power available.
LDG ELEV selector and DITCHING pushbutton selection is not necessary to perform this test.
Procedure
Set the MODE SEL pushbutton to MAN

As long as the MAN V/S CTL switch is held in the DN position, the MANUAL
MOTOR controls the outflow valve to close.
As long as the MAN V/S CTL switch is held in the UP position, the outflow valve
is controlled to open by means of the MANUAL MOTOR.
Set back the MODE SEL pushbutton to AUTO.
Jun04/THTA

Level 3 B1 B2
21-31-20
Training Manual
A320 Family
Cabin Pressure Controller (CPC) Bite and Test

Description
Air Conditioning
Figure 19:
General
The Cabin Pressure Controller (CPC) BITE performs several tests to isolate any
failure or failed component.
The tests performed by the CPC BITE are:
Power up test
MCDU test
State Change test
In Operation test.
Jun04/THTA

Level 3 B1 B2
21-31-21
Training Manual
A320 Family
Power Up Test
Air Conditioning
Figure 20: Power Up Test
The power up test starts automatically at power up provided that the aircraft is on
the ground and that engine power is below take off setting.
This test checks:
the Cabin Pressure Controller Integrity,
the pressure sensor,
the outflow valve internal state, (Auto Motor 1(2), Feedback Assembly, Electronic Box 1(2)).
The power up test will be initiated again if the computer power supply has been
cut off for more than 2 ms.
The duration of the power up test is 1 second.
Jun04/THTA

Level 3 B1 B2
21-31-22
Training Manual
A320 Family
During aircraft power up, in case of failure, here is an example of what can be displayed on the ECAM.
The reading of the CPC BITE contents through the LAST LEG REPORT of the
CAB PRESS CONT 1 menu gives the faulty component.
The power up test is not OK. You have to dialog with the CPC through the CFDS
Figure 21:
Air Conditioning
Figure 22:
CAB PR SYS1 FAULT
CAB PRESS CONT 1

LAST LEG REPORT
DATE: 22DEC
GMT
ATA
FIN
PRESS CONT 1 (51)
1000 21-31-34
12HL
GND
AUTO 500
RETURN
Jun04/THTA

PRINT *
Level 3 B1 B2
21-31-23
Training Manual
A320 Family
MCDU Test
Air Conditioning
This test is initiated from the CFDS by a maintenance operator when the aircraft
is on the ground and with other condItions.
The other condItions are:
ECS PACKS OFF
GROUND AIR SUPPLY OFF
LFES TO 14000 FT
ADIRS 1,2,3 ON
MODE SEL P/B AUTO.
This test has to be performed each time a maintenance action has been made on
the controller or the outflow valve.
During this test, the Outflow Valve will move from open to close position and
from close to open position; make sure that nobody is working on the valve.
This test verifies that the system is fully operational:
Comparison of the Cabin Pressure Controller sensor values with those of the
ADIRS.
End to end check of motion and speed of Outflow Valve.
Jun04/THTA

Level 3 B1 B2
21-31-24
Training Manual
A320 Family
Air Conditioning
State Change Test
The test was not OK, here is the message given by the CPC BITE during the test.
This test will be performed after touchdown of the aircraft before the former active
controller goes into standby state and the second controller takes over control.
This test checks the controller integrity and if the Outflow valve is controlled to
open position.
Figure 24:
Figure 25: State Change Test
CAB PRESS CONT 1

TEST/CALIBRATION
TEST FAILED
OUTFLOW VALVE BLOCKED
RESET LFES ... AUTO

RETURN
Jun04/THTA
PRINT *

Level 3 B1 B2
21-31-25
Training Manual
A320 Family
In Operation Test
Air Conditioning
Figure 27:
This test will be performed continuously whenever power is supplied to the controller.
During In Operation test, the Outflow valve status, the pressure controller integrity
and interfaces are checked.
CAB PRESS CONT 1

LAST LEG REPORT
DATE: 23DEC
FIN
GMT
ATA
OUTFLOW VALVE BLOCKED (29)
1111 21-31-51
10HL3
GND
Figure 26: In Operation Test
RETURN
PRINT *
After touchdown, the pilot has reported an OUTFLOW VALVE NOT OPEN warning.
Here is the message given by the CPC BITE in the LAST LEG REPORT of the
CAB PRESS CONT 1 menu.
Jun04/THTA

Level 3 B1 B2
21-31-26
Training Manual
A320 Family
Air Conditioning

TEST MODE
STATE
IN
CHANGE OPERATION
TEST
TEST
LRU
PWR
UP
TEST
MCDU
TEST
PRESSURE CONTROLLER 1(2) 11HL(12HL)
PRESS CONT 1(2)
NO DATA FROM ADIRS 1(2)(3)
OUTFLOW VALVE BLOCKED
OUTFLOW VALVE 10HL

AUTO MOTOR 1(2) 10HL3(10HL4)
ELECTRONIC BOXES 10HL1(10HL2)
FEEDBACK ASSEMBLY (10HL6)
MCDU - MESSAGES
OUTFLOW VALVE AUTO MOT 1(2)
OUTFLOW VALVE ELEK OR ACTUATOR OR AUTO MOT 1(2)
OUTFLOW VALVE ELEK 1(2)
OUTFLOW VALVE FDBK ASSY OR OUTFLOW VALVE ELEK 1(2)
OUTFLOW VALVE FDBK ASSY OR OUTFLOW VALVE ELEK 1(2)
ADIRS 1(2)(3) INTFC
NO DATA FROM ADIRS 1(2)(3)
FMGS 1(2) INTFC
NO DATA FROM FMGS 1(2)
Jun04/THTA

Level 3 B1 B2
21-31-27
Training Manual
A320 Family
Air Conditioning
CPC 1
Last Leg Report
This item presents the same type of failure messages as described in chapter 31
(type 1 system) with the same presentation, the FIN number is in addition.
A GND indication appears at the end of the failure messages in case of failure detected on the ground.
Fault codes are transmitted in addition to CFDS messages (engineering level).
Example: code (47) (The TSM3 floppy disk has to be used).
Previous Legs Report

(type 1 system) with different presentation: phase, FIN and flight number indications are added to the leg, the date, time and ATA reference indications.
A GND indication appears at the end of the failure messages in case of failure detected on the ground.
Class 3 Faults
(type 1 system) with different presentation: leg, phase and FIN number indications
are added to the date, time and ATA reference indications.
Jun04/THTA

Level 3 B1 B2
21-31-28
Training Manual
A320 Family
Air Conditioning
Figure 29: Cabin Pressure Controller BITE and Test
CAB PRESS CONT 1
SYSTEM REPORT/TEST
CAB PRESS CONT 1

LAST LEG REPORT
DATE: MAR.83
GMT
ATA
FIN
0800
21.31.34
12HL
PRESS CONTROLLER 1 (47)
GND
RETURN
Jun04/THTA
PRINT *
CPC 1
LAST LEG REPORT
CPC 2
TEMP CTL
LRU IDENTIFICATION
AEVC
TEST/CALIBRATION
AFT CNC
CLASS 3 FAULTS
RETURN
RETURN
LEG
ATA
CAB PRESS CONT 1

XXXXXXX
DATE
GMT
PHASE
FIN
FLT NO.
PRESS CONTROLLER 1 (51)

33
02/05
1048
01
21-31-34 12HL
GND
RETURN
PRINT *

LEG
ATA
CAB PRESS CONT 1

CLASS 3 FAULTS
DATE
GMT
PHASE
FIN
LGCIU SIG REPLACED (35)

28
03/24
1048
06
32-31-71
RETURN
Level 3 B1 B2
PRINT *
21-31-29
Training Manual
A320 Family
Air Conditioning
Figure 30: Cabin Pressure Controller BITE and Test continued
SYSTEM REPORT/TEST
AIR COND
SYSTEM REPORT/TEST
AIR COND
CFDS MENU
F/CTL
CAB PRESS CONT 1
CAB LEG REPORT
AFS
FUEL
CAB PRESS CONT 2
COM
ICE&RAIN
CAB TEMP CONT
PREVIOUS LEG REPORT
AEVC
AVIONICS STATUS
ELEC
INST
FIRE PROT
L/G
RETURN
NAV
SYSTEM REPORT/TEST
RETURN
CAB PRESS CONT 1
CAB PRESS CONT 1

LAST LEG REPORT
LAST LEG REPORT

21-31-20
PRESS CONT 1
PREVIOUS LEG REPORT

LRU IDENTIFICATION
CAB PRESS CONT 1

TEST/CALIBRATION
NO DATA FROM ADIRS 1
21-31-20
PRESS CONT 1
END OF TEST
TEST/CALIBRATION
CLASS 3 FAULTS
RETURN
RETURN
CAB PRESS CONT 1

TEST/CALIBRATION
RETURN
PRINT *
CAB PRESS CONT 1

TEST/CALIBRATION
CAB PRESS CONT 1

TEST/CALIBRATION
ECS PACKS................... OFF
TEST OK
GROUND AIR SUPPLY........... OFF

IN PROGRESS (20.....90s)
LFES............. SET TO 14000FT

ADIRS 1, 2, 3................ ON
RESET LFES + AUTO
CONTINUE
RETURN
Jun04/THTA
RETURN

RETURN
Level 3 B1 B2
PRINT *
21-31-30
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-51-1
Training Manual
A320 Family
Pack Flow Control Valve (FCV)
The pack flow control valve has three functions:
Electrical shut-off function by energizing the solenoid (S).
Pneumatical shut-off function.
Regulation of the pack airflow according to pack controller command to the
stepper motor (M).
The FCV is electrically controlled to closed:
During engine start (re-opens 30 sec after first engine start)
If the corresponding engine fire P/B is pushed
If the ditching P/B is set to ON
If the corresponding PACK P/B is set to OFF
Air Conditioning
the FCV position disagrees with the electrical command to the close solenoid
the compressor outlet temperature exceedes 4 times 230C during a flight
or
With the associated warning PACK 1 (2) OVHT if:
the compressor outlet temperature exceedes 260C
the pack outlet temperature exceedes 95C
Mixer Unit Flap

The mixer unit flap ensures sufficient cockpit air supply if pack 1 is selected off.
The flap is installed in the cockpit supply Port of the mixing chamber and actuated
by an electrical actuator (20HB).
The FCV is pneumatically controlled to closed if:

The pneumatic pressure is < 10 psi (spring-loaded closed)
The compressor discharge temperature is > 230 - 260C (the compressor
overheat pneumatic sensor vents the FCV open pressure)
A failure of the actuator is monitored by the zone controller and stored as a class
3 fault.
The regulated pack flow depends on:

The position of the PACK FLOW selector (A319/A320)
LO = 80% / NORM = 100% / HI = 120%
The position of the ECON FLOW P/B (A321 only)
ON = 80% / OFF = 100%
The opposit FCV position (HI flow if closed)
The APU bleed valve position (HI flow if open)
The Zones Cool- or Heat Demand Signals
(If LO or ECON ON is selected and heating or cooling demand can not be
met, the zone controller automatically provides normal flow (100%) and if necessary increases the engine power).
If necessary the flow control valve can be manually locked in close position.
Indication
The flow control valve position (closed or not closed) and the actual pack airflow
is indicated on the ECAM BLEED page.
The FAULT light in the PACK P/B comes on:
With the associated warning PACK 1 (2) FAULT if:
Jun04/THTA

Level 3 B1 B2
21-51-2
Training Manual
A320 Family
Air Conditioning
Figure 1: Pack Flow Control and Indication
Jun04/THTA

Level 3 B1 B2
21-51-3
Training Manual
A320 Family
Air Conditioning
Figure 2: Flow Control and Indication-Component Location
Jun04/THTA

Level 3 B1 B2
21-51-4
Training Manual
A320 Family
Air Conditioning
Figure 3: Flow Control Valve
Jun04/THTA

Level 3 B1 B2
21-51-5
Training Manual
A320 Family
Air Conditioning
Figure 4:
Jun04/THTA

Level 3 B1 B2
21-51-6
Training Manual
A320 Family
Air Conditioning
Figure 5:
Jun04/THTA

Level 3 B1 B2
21-51-7
Training Manual
A320 Family
Air Conditioning
Figure 6: Flow Control
Jun04/THTA

Level 3 B1 B2
21-51-8
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-52-1
Training Manual
A320 Family
Air Conditioning
Pack Flow Control Valve (FCV)
Air Cycle Machine (ACM)
The pack flow regulation is ensured by a stepper motor controlled by the pack controller. The shut-off function is electrically achieved through a solenoid.
The Air Cycle Machine which consists of a turbine, a compressor and a fan, cools
the air.
When the solenoid (S) is de-energized, the bleed air pressure opens the valve
which regulates the flow by means of the stepper motor (M).
In case of cabin depressurization, the pack Flow Control Valve stays
open and continues to deliver flow.
Both pack Flow Control Valves are closed when an engine start sequence is initiated. They are automatically reopened 30 seconds after
engine start.
The main component of the air cycle machine is a rotating shaft. A turbine, a compressor and a fan are mounted along the shaft.
Bypass Valve (BPV)

The ByPass Valve modulates the temperature of the water extractor outlet in order
to control the temperature of the pack outlet.
The ByPass Valve is electrically controlled and operated by a stepper motor (M).
Ram Air Inlet / Outlet Flaps

The ram air inlet and outlet flaps which operate together modulate the airflow
through the exchangers in order to control the temperature of the pack outlet.
The ram air inlet and ram air outlet flaps are actuated individually by an electric
actuator. Both actuators are controlled together by the pack controller to obtain optimum pack cooling airflow. The ram air inlet flap closes during take-off and landing.
Anti-Ice Valve (AIV)

The Anti-Ice Valve stops ice formation across the condenser or maintains the pack
outlet temperature at a fixed value, if the pack controller is unable to control the
bypass valve.
The Anti-Ice Valve is pneumatically operated and electrically controlled by a solenoid (S).
solenoid energized the Anti-Ice Valve pneumatically operates as an anti-ice
function.
solenoid de-energized the Anti-Ice Valve pneumatically operates as a temperature control valve. It maintains a pack outlet temperature of 15C (59F).
Jun04/THTA

Level 3 B1 B2
21-52-2
Training Manual
A320 Family
Air Conditioning
Exchangers - Reheater - Condenser
Water Extractor
The air passes through two heat exchangers and a reheater before it enters the
condenser which drops air temperature well below dew point.
The water extractor collects water droplets and drains them inside the water extractor body in order to spray the collected water into the ram air flow of the exchangers, to increase the cooling efficiency.
The cooling agent for the primary heat exchanger and the main heat exchanger is
outside ram air.
The reheater uses water extractor outlet air to cool the air leaving the main heat
exchanger even more before it enters the condenser. The condenser uses cold
turbine outlet air to cool the air leaving the reheater even more. This causes the
moisture in the air to form water droplets.
Check Valve
The pack downstream check valve stops leakage of air from the distribution system when the Flow Control Valve is closed.
The check valve is fitted to the pressure bulkhead.
Figure 1: Pack Components Function
Jun04/THTA

Level 3 B1 B2
21-52-3
Training Manual
A320 Family
Air Conditioning
Figure 2: Air Cooling System-Component Location
Jun04/THTA

Level 3 B1 B2
21-52-4
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-55-1
Training Manual
A320 Family
Air Conditioning
General
The aircraft is equipped with one emergency ram inlet flap located at the lower lefthand side of the fuselage, sharing the same duct with the low pressure ground
connector.
Emergency Ram Air Inlet Flap Operation

In case of failure of both packs, an emergency ram air inlet flap can be opened for
aircraft ventilation or smoke removal.
In case of smoke removal or loss of both packs, the RAM AIR pushbutton must be
set to ON.
When the RAM AIR switch (4HZ) is set to ON, and if DITCHING is not selected,
the RAM AIR INLET FLAP (7HZ) opens.
The flap installed between LP GND CONNECTION and RAM AIR INLET, closes
one side of the duct when air is supplied from the other side.
The emergency ram air inlet check valve (4022HM) prevents backflow from the
mixer unit.
For passenger safety the aircraft must descent to less than 10000 ft.
When the cabin to ambient pressure is less than 1 psi, the active pressure controller half opens the outflow valve, provided the pressurization system is in automatic
mode.
Jun04/THTA

Level 3 B1 B2
21-55-2
Training Manual
A320 Family
Air Conditioning
Figure 1: Emergency Ram Air Inlet Operation
Jun04/THTA

Level 3 B1 B2
21-55-3
Training Manual
A320 Family
Air Conditioning
Figure 2: Emergency Ram Air Inlet - Component Location
Jun04/THTA

Level 3 B1 B2
21-55-4
Training Manual
A320 Family
Air Conditioning
Figure 3: Emergency Ram Air Inlet
Jun04/THTA

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21-55-5
Training Manual
A320 Family
Jun04/THTA

Air Conditioning
Level 3 B1 B2
21-55-6
Training Manual
A320 Family
Air Conditioning
Jun04/THTA

Level 3 B1 B2
21-61-1
Training Manual
A320 Family
Air Conditioning
Pack Controller Operation
0 to 15000 ft = 2C
Each pack controller consists of one primary and one secondary computer. The
primary computer controls the normal operation of the pack. The secondary computer operates as back-up in the event of primary computer failure. The primary
computer optimizes the system performance. The secondary computer gives a reduced level of optimization.
15 to 29000 ft = 0C
When primary and secondary computer fail, the solenoid of the pack anti-ice valve
is de-enegized and the pack outlet temperature is pneumatically controlled by the
anti-ice valve to 15C.
> 205-210C (Ram air outlet actuator is inhibited to close)
above 29000 ft = -15,5C

Compressor outlet temperature limits are:
< 205C (No limitation)
> 210C (Ram air outlet actuator opens at maximum speed)
Normal Flow Control
Normal Temperature Control

The pack controller gets the temperature demand signal from the zone controller.
This demand signal, the preferred by-pass valve position, the actual water extractor outlet temperature and turbine by-pass valve and ram air outlet actuator position is used to determine their necessary drive speeds. The speed is zero, when
the outlet temperature gets to the required value and the turbine by-pass valve
(TBV) to the preferred position.
The TBV preferred position is normally 21 deg. but is adjusted when necessary,
depend on pack inlet pressure. When this pressure is low the TBV and the ram air
inlet/outlet doors are modulated to more open. The ram air inlet actuator position
is slaved to the ram air outlet actuator position, except during take-off and landing,
when the flap will automatically close to prevent ingestion of foreign objects.
If the TEMP DEMAND signal from the Zone Controller is lost (both channel failure), the pack controller regulates the water extractor outlet temperature to a fix
value. For PACK 1 to 20C and for PACK 2 to 10C.
The primary computer gets the flow demand signal from the zone controller and
controls the stepper motor to regulate the pack flow. When the opposit FCV is
closed, the controller sets the pack flow to 120%.
Back-Up Temperature and Flow Control

When the primary computer fails, the secondary computer takes control with a reduced level of optimization.
The ram air flaps will open to the maximum flight position.
The water extractor outlet temperature is controlled through modulation of the
turbine by-pass valve according to the zone controller temperature demand
signal.
The pack flow remains at its previous setting.
Operational Temperature Limits

Water extractor outlet temperature limits are:
Upper Limit: 70C
Lower Limit
Two pack operation:
0 to 24000 ft = 2C
24 to 29000 ft = 0C
above 29000 ft = -15,5C
Single pack operation:
Jun04/THTA

Level 3 B1 B2
21-61-2
Training Manual
A320 Family
Air Conditioning
Figure 1: Pack Controller Function
Flap close signal
Flap open signal
Jun04/THTA

Level 3 B1 B2
21-61-3
Training Manual
A320 Family
Air Conditioning
Pack Sensors Function
Compressor Pneumatic Overheat Sensor
Bleed Temperature Sensor
In case of overheat, the compressor pneumatic overheat sensor causes venting

of the Flow Control Valve muscle pressure in order to close the valve.
The bleed temperature sensor signals too high pack inlet temperatures to the Centralized Fault Display System via the primary computer of the pack controller.
In case of compressor outlet overheat, the Flow Control Valve starts to close at
230C (446F) in order to avoid reaching 260C (500F).
The bleed temperature sensor is used for maintenance purposes. It triggers two
CFDS messages (class 3 faults):
PACK 1 (2) BLEED TEMP > 280C (536F)
PACK 1 (2) BLEED TEMP > 320C (608F)
Pack Inlet Pressure Sensor

The pack inlet pressure sensor signals a pack inlet pressure drop to the primary
computer of the pack controller. When the pack inlet pressure Is low, the ByPass
Valve is controlled to a more open position in order to decrease the differential
pressure of the air conditioning pack. The ram air flaps are controlled to a more
open position to compensate for the decreased efficiency of the turbine/compressor cycle.
Pressure Sensor
A pressure sensor signals pack flow to the secondary computer of the pack controller for ECAM display.
The pressure sensor converts the pressure of the mass airflow through each Flow
Control Valve Into an electrical signal for pack flow indication on ECAM.
Compressor Temperature Sensor

The compressor temperature sensor signals compressor outlet temperature to the
primary computer of the pack controller for pack temperature control and for overheat detection.
Pack temperature control
up to 205C (401F): normal operation.
205C to 210C (410F): the Ram Air Outlet flap can no longer be closed.
210C and above: the Ram Air Outlet flap opens at maximum speed.
The pack FAULT light comes on in case of pack overheat of 260C (500F), or if
230C (446F) is detected four times during one flight.
Jun04/THTA
260C is the temperature threshold for warning activation.
Compressor Overheat Sensor

The compressor overheat sensor signals the compressor outlet temperature to
the secondary computer of the pack controller for overheat detection and indication on the ECAM display.
The pack FAULT light comes on in case of pack overheat of 260C (500F), or if
230C (446F) is detected four times during one flight.
Water Extractor Temperature Sensor

The water extractor temperature sensor signals the water extractor temperature
for the pack outlet temperature control.
The water extractor temperature sensor consists of two thermistors, one connected to the primary computer, the other to the secondary computer. They are used
to modulate the pack outlet temperature.
Pack Outlet Pneumatic Sensor

The pack outlet pneumatic sensor adjusts the anti-Ice valve muscle pressure to
maintain the pack outlet temperature at a fixed value when the control of the ByPass Valve is lost.
The pack outlet pneumatic sensor pneumatically controls the anti-ice valve to
maintain the pack outlet temperature at 15C (59F).
Pack Outlet Temperature Sensor

The pack outlet temperature sensor signals the pack outlet temperature to the
secondary computer of the pack controller for ECAM display.
Pack outlet temperature sensor also gives pack overheat warning indication if
pack outlet temperature goes above 95C (203F).

Level 3 B1 B2
21-61-4
Training Manual
A320 Family
Air Conditioning
Figure 2: Pack Sensors Function
BLEED TEMP
P
R
I
M
A
R
Y
PACK INLET
PRESSURE
COMPRESSOR TEMP.
WATER EXT. TEMP.
FAULT
PACK OVHT
OFF
REHEATER
PACK
CONT 1
FLOW CTL
VALVE
S
E
C
O
N
D
A
R
Y
PACK FLOW
WATER
EXTRACTOR
TEMP.
COMPRESSOR OVHT
BYPASS
VALVE
PACK OUTLET TEMP.
WATER
EXTRACTOR
ANTI-ICE
VALVE
Jun04/THTA

CONDENSER
Level 3 B1 B2
21-61-5
Training Manual
A320 Family
Air Conditioning
Figure 3: Pack Controller Single Failures and Consequences
Jun04/THTA

Level 3 B1 B2
21-61-6
Training Manual
A320 Family
Air Conditioning
Pack Overheat and Controller Failures

Here is the normal configuration.
Figure 4: Normal Operation
Jun04/THTA

Level 3 B1 B2
21-61-7
Training Manual
A320 Family
Air Conditioning
Pack Overheat T = 205C (401F)

If the compressor outlet temperature is above this value, the ram air outlet flap can
no longer be closed.
Figure 5: Pack Overheat T = 205C (401F)
Jun04/THTA

Level 3 B1 B2
21-61-8
Training Manual
A320 Family
Air Conditioning
Pack Overheat T = 210C (410F

If the compressor outlet temperature reaches this value, the ram air outlet flap is
opened at maximum speed.
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Level 3 B1 B2
21-61-9
Training Manual
A320 Family
Pack Overheat T = 230C (446F)
Air Conditioning
If unsuccessful, the next phase is initiated.
If the compressor outlet temperature reaches this value, the compressor pneumatic overheat sensor begins to close the Flow Control Valve.
Jun04/THTA

Level 3 B1 B2
21-61-10
Training Manual
A320 Family
Pack Overheat T = 260C (500F) or 4 Times 230C (446F)
If the compressor outlet temperature is in the conditions listed below, the FAULT
light comes on.
The Pack FAULT light comes on when:
Air Conditioning
The compressor outlet temperature reaches 230C (446F) 4 times during one
flight or 260C (500F).
A pack outlet temperature exceeds 95C (203F).
A valve position in disagreement with the selected position is detected.
It goes off when the compressor outlet temperature outlet is below 260C (500F).
Figure 8: Pack Overheat T = 260C (500F) or 4 Times 230C (446F)
Jun04/THTA

Level 3 B1 B2
21-61-11
Training Manual
A320 Family
Primary Computer Failure
If the pack controller primary computer falls, the secondary computer controls the
bypass valve with the ram air flaps signalled to full open position.
Air Conditioning
The temperature regulation is not optimized. The ram air flaps open and the pack
flow remains at the previous setting.
Figure 9: Primary Computer Failure
Jun04/THTA

Level 3 B1 B2
21-61-12
Training Manual
A320 Family
Primary and Secondary Computers Failure
If both pack computers of the pack Controller fail, the corresponding pack outlet
temperature is fixed by the pack anti-ice valve.
Air Conditioning
The Anti-Ice valve is de-energized. Thus the pack outlet temperature is fixed at
15C (59F) by the pack outlet pneumatic sensor.
Figure 10: Primary and Secondary Computers Failure
Jun04/THTA

Level 3 B1 B2
21-61-13
Training Manual
A320 Family
Air Conditioning
Figure 11: Pack Temperature Control LRUs
PACK INLET
PRESSURE-SENSOR
16HH (36HH)
C
C
BYPASS VALVE
10HH (30HH)
COMPRESSOR OVERHEAT
TEMPERATURE-SENSOR
15HH (35HH)
COMPRESSOR OUTLET
TEMPERATURE-SENSOR
12HH (32HH)
AIR OUTLET
FLAP-ACTUATOR
9HH (29HH)
PACK INLET
TEMPERATURE-SENSOR
18HH (38HH)
Z140
Z120
FR16
PACK OUTLET
PNEUMATIC-SENSOR
10HM10 (11HM10)
FR1
PACK OUTLET
TEMPERATURE-SENSOR
13HH (34HH)
ANTI-ICE
VALVE 17HH (37HH)
FR37
WATER EXTRACTOR
TEMPERATURE-SENSOR
11HH (31HH)
94VU
AIR INLET
FLAP-ACTUATOR
8HH (28HH)
95VU
27HH 7HH
PACK CONTROLLERS
Jun04/THTA
COMPRESSOR PNEUMATIC
OVERHEAT-SENSOR
10HM9 (11HM9)

FR35
Level 3 B1 B2
21-61-14
Training Manual
A320 Family
Air Conditioning
21-63 Cockpit and Cabin Temperature

Control
Jun04/THTA

Level 3 B1 B2
21-63-1
Training Manual
A320 Family
Cockpit and Cabin Temperature Control Component

Function
Mixer Unit
The mixer unit mixes air from packs and recirculated air from the cabin prior to distribution to each zone.
The mixer unit, installed under the cabin floor, uses cabin air which has entered to
underfloor area and has been drawn through recircuiation filters by recirculation
fans. This air is mixed with conditioned air from the packs.
Air Conditioning
Trim Air Pressure Switch

The trim air pressure switch signals overpressure, due to a malfunction of the trim
air Pressure Regulating Valve, to the secondary computer of the zone controller
for ECAM display and the Centralized Fault Display System (CFDS).
If pressure in the system goes to 6.5 psi above the cabin pressure, the zone controller activates the ECAM system. This signal stays until the pressure falls below
5 psi.
Trim Air Valves (TAV)
The quantity of cabin air mixed with conditioned air varies from 37% to 51%.
The Trim Air Valves allow the zone temperature to be adjusted by modulating the
hot air flow added to air from the mixer unit.
Mixer Unit Sensors
The TAVs close when the trim air Pressure Regulating Valve closes.
There are two mixer unit temperature sensors, one on either side of the mixer unit.
The butterfly of the Trim Air Valves is controlled by a stepper motor.
They indicate the actual temperature of the mixer unit to the zone controller.
Duct Temperature Sensors
Each mixer unit temperature sensor consists of two thermistors. One connected
to the primary computer and the other to the secondary computer.
Mixer Unit Flap

The mixer unit flap ensures sufficient flight deck air supply if pack 1 is selected off.
An electrically operated mixer unit flap is installed to ensure that sufficient fresh air
is delivered to the cockpit in case of pack 1 failure.
Trim Air Pressure Regulating Valve (PRV)

The trim air Pressure Regulating Valve is pneumatically operated and electrically
controlled by two solenoids. One solenoid controls the ON/OFF functions and the
second solenoid controls the safety function.
The trim air Pressure Regulating Valve regulates the pressure of the air supplied
to the trim air valves, 4 psi above the cabin pressure.
When any duct temperature goes above 80C (176F), the safety function solenoid S1 is energized and reduces downstream pressure of the valve, from 4 psi to
2 psi above the cabin pressure. It will be deenergized as soon as the temperature
returns below 70C (158F).
The ON/OFF function solenoid S2 is deenergized when the HOT AIR pushbutton
is set to OFF or when any duct temperature is above 88C (190F) or above 80C
(176F) four times in one flight leg. This closes the valve.
Jun04/THTA
Each duct temperature sensor detects duct temperature for the corresponding
zone temperature control, indication and overheat detection to the zone controller.
Each duct temperature sensor consists of two thermistors, one connected to the
primary computer and the other to the secondary computer. Each thermistor provides control, indication and overheat detection (88C (190F) or 4 x 80C (176F)
).
Duct Overheat Sensors

Each duct overheat sensor detects the corresponding duct temperature for overheat detection.
Each duct overheat sensor consists of one thermistor connected to the primary
computer of the zone Controller for overheat condition detection (88C (190F) or
4 x 80C (176F) ).
Zone Temperature Sensors

Each zone sensor detects corresponding zone temperature for zone temperature
control and indication on ECAM display.
Each zone temperature sensor consists of two thermistors, one connected to the
primary computer and the other to the secondary computer.

Level 3 B1 B2
21-63-2
Training Manual
A320 Family
Air Conditioning
Figure 1: Cockpit and Cabin Temperature Control Component Function
ZONE CONTROLLER
PRIMARY
ZONE TEMP
FLIGHT
DECK
FWD
CABIN
AFT
CABIN
DUCT OVHT
DUCT TEMP
TAV DRIVE
MIX UNIT TEMP
TAV POSITION
TRIM
AIR
VALVES
M
TAV LIMIT SW
IF TEMP ABOVE
80C (176F)
REDUCED
PRESSURE CTL
PRIMARY
COMPUTER
FAILURE OR
OVERHEAT
RECIRCULATION
FAN
FROM
CABIN
SECONDARY
Jun04/THTA
MIXER
UNIT
FILTER
S1
S2
ZONE TEMP
DUCT TEMP
MIX UNIT TEMP
TAV POSITION
OVER PRESS
MIXER UNIT FLAP
MONITORING
MIXER
UNIT
FLAP
TRIM AIR
PRESSURE
REGULATING
VALVE
FROM
CABIN
HOT AIR
PACK 1
FAULT
FAULT
OFF
OFF

P
A1
C
K
P
A2
C
K
Level 3 B1 B2
21-63-3
Training Manual
A320 Family
Zone Controller Operation
Air Conditioning
HI 120 % of nominal value.

This automatic selection has priority over manual mode.
Primary Computer
The primary computer controls the normal operation of the zone controller.
APU / FADEC Demand
The primary computer provides full control of all of the system parameters.
Lowest Pack Demand

The desired temperature, selected on the overhead panel, is sent as a reference
to the zone controller. This reference temperature is corrected according to the altitude (from ADIRU 3). Then the zone controller compares it with the related zone
sensor temperature and determines which zone needs the lowest duct inlet temperature. This signal is compared with the actual mixer unit temperature. This determines the necessary pack outlet temperature.
The APU FLOW output is automatically increased when any duct demand temperature reaches the limits. During descent and ground operatIon, the engine idle setting is automatically increased when any duct demand temperature reaches the
lowest limit.
The bleed air pressure increases to provide the necessary flow to the packs.
The computed duct temperature is normally limited to 8C (46.4F)and to 50C

(122F).In case of single pack operation, these limits are extended to 2C (35.6F)
and to 70C (158F) in order to maintain the zone temperature below 27C
(80.6F) or above 21C (69.8F).
Trim Air Valve System

For the two zones which require higher duct inlet temperature, the regulation is
achieved by the Trim Air Valve system. The Trim Air Valve is controlled by the primary computer depending on the difference between the computed duct temperature demand and the actual duct temperature from the related duct sensor.
If the actual zone temperature is out of the selectable range of 18C (64.4F)to
27C (80.6F), the computed duct temperature limits are extended to 2C
(35.6F)and to 70C (158F).
Flow Demand
The desired flow, selected on the overhead panel, is sent as a reference to the
zone controller. The selected flow is automatically modified to HI flow when the
APU bleed valve is opened or the other pack OFF.
It is automatically modified to NORM if LO is selected and cooling demand is
not met, which means one duct demand temperature has reached the lowest limit.
The selected flow may be:
LO = 80 % of nominal value.
NORM = 100 % of nominal value.
Jun04/THTA

Level 3 B1 B2
21-63-4
Training Manual
A320 Family
Air Conditioning
Figure 2: Primary Computer
Jun04/THTA

Level 3 B1 B2
21-63-5
Training Manual
A320 Family
Secondary Computer
Air Conditioning
Figure 3: Secondary Computer
The secondary computer operates as a back-up in the event of primary computer

failure.
The secondary computer gives reduced level of control when used as a back-up.
Back-Up Control
Failure of the primary computer will cause the secondary computer to take over to
give a reduced level of control. In this case, the control of the Trim Air Valves is
lost, and the selectable reference zone temperature is replaced by a fixed reference value, which is used to generate the duct demand temperature without altitude correction.
The pack 1 demand will use the cockpit duct temperature demand.
The pack 2 demand will use the cabin mean duct temperature demand.
Back-Up FADEC Demand

During descent and ground operation, the engine idle setting is automatically increased when any duct temperature demand reaches the lowest limit.
The bleed air pressure increases to provide the necessary flow to the packs.
Jun04/THTA

Level 3 B1 B2
21-63-6
Training Manual
A320 Family
Air Conditioning
Figure 4: Zone Controller Power Supply
Jun04/THTA

Level 3 B1 B2
21-63-7
Training Manual
A320 Family
Air Conditioning
Duct Overheat and Zone Controller Failures

Here is the normal configuration.
Figure 5: Normal Configuration
Jun04/THTA

Level 3 B1 B2
21-63-8
Training Manual
A320 Family
Duct Overheat T = 80C (176)
If a duct temperature reaches this value, the primary computer signals to the hot
air Pressure Regulating Valve to reduce downstream pressure.
Air Conditioning
The primary computer sends a 28VDC power signal to the hot air Pressure Regulating Valve solenoid (S1) which reduces the pressure from 4 psi to 2 psi above
cabin pressure.
Figure 6: Duct Overheat T = 80C (176)
Jun04/THTA

Level 3 B1 B2
21-63-9
Training Manual
A320 Family
Duct Overheat T = 88C (190F or 4 Times 80C (176F)
If a duct temperature reaches the conditions shown above, the Pressure Regulating Valve and the Trim Air Valves close and the FAULT light comes on.
Air Conditioning
The first computer which detects an overheat sends a closure signal to the hot air
PRV and a signal to the HOT AIR FAULT light. When the hot air PRV Is closed, a
signal is sent to the primary computer which controls the Trim Air Valves to close.
Figure 7: Duct Overheat T = 88C (190F or 4 Times 80C (176F)
Jun04/THTA

Level 3 B1 B2
21-63-10
Training Manual
A320 Family
Duct Overheat T < 70C (158F)
The FAULT light goes off when the duct temperature drops below this value and
the HOT AIR pushbutton is selected off.
Air Conditioning
The valves will re-open when the HOT AIR pushbutton is set to ON again with the
temperature below 70C (158F).
Figure 8: Duct Overheat T < 70C (158F)
Jun04/THTA

Level 3 B1 B2
21-63-11
Training Manual
A320 Family
Air Conditioning
Primary Computer Failure
BACKUP: secondary computer operation.
When the zone controller primary computer or the trim air system fails, the secondary computer operates as backup. Pack 1 controls the cockpit temperature
and pack 2 controls the cabin temperature to a fixed value.
Zones are controlled to 24C (75F).

Pack 1 controls the cockpit temperature.
Pack 2 controls temperature of the cabins.
Figure 9: Primary Computer Failure
Jun04/THTA

Level 3 B1 B2
21-63-12
Training Manual
A320 Family
Primary and Secondary Computers Failure
When both computers of the zone controller fall, each pack is controlled to deliver
a fixed pack outlet temperature.
Air Conditioning
Both packs are controlled to deliver a fixed temperature (20C (68F) for pack 1,
10C (50F) for pack 2).
Figure 10: Primary and Secondary Computers Failure
Jun04/THTA

Level 3 B1 B2
21-63-13
Training Manual
A320 Family
Zone and Pack Controller Interface
General
Signal ECB to zone controller: APU bleed valve open, used for flow demand
calculation.
Zone controller: crosstalk via internal bus.
The zone controller sends BITE data to the Centralized Fault Display Interface
Unit for system monitoring.
Signal: BITE data, used for temperature control system monitoring.
Pack controller: crosstalk via RS232 connection.
System Data Acquisition Concentrator (SDAC)

System data information is transmitted to the System Data Acquisition Concentrator via ARINC buses for system monitoring.
Signal System data Information (Temperature, valve position...), used for warning
and display.

The zone controller provides data to both Engine Interface Units. Each EIU provides one discrete to the zone controller and one discrete to the corresponding
pack controller.
EIU 1, 2 to Pack Controller:
Signal take-off thrust, used for pack ram air inlet closure
Zone and Pack Controllers

The pack controllers mainly receive temperature demand, flow demand and CFDIU control signals from the zone controller and send back maintenance data signals.
Zone controller to pack controllers:
Signal: Temperature demand, zone controller status, pack ARINC reception
status, aircraft altitude, APU bleed valve position, used for pack temperature
control.
Signal: Flow demand, used for flow control.
Signal: BITE command, for CFDIU.
Pack controllers to zone controller:
Signal: pack control status, zone ARINC reception status, BITE information,
used for temperature control system monitoring.
EIU 1, 2 to Zone Controller:

Signal HP fuel valve position, used for bleed demand calculation.
Zone Controller to Engine Interface Unit 1, 2:
Signal: increase engine power, used for bleed air flow increase.
Signal: bleed and anti-ice status, used for thrust limit calculation.
Fans Parameters
Air Data Inertial Reference Unit 3 (ADIRU 3)

The Air Data Inertial Reference Unit 3 sends data to the zone controller for zone
and pack temperature control.
Signal: aircraft altitude, used for zone temperature compensation and pack water extractor outlet temperature limitation.
Electronic Control Box (ECB)

The zone controller sends data to the Electronic Control Box and receives an APU
bleed valve open discrete.
Signal zone controller to ECB: increase APU speed, used for increased bleed
air flow.
Jun04/THTA
Air Conditioning
The zone controller receives discrete signals from recirculation and toilet fans for
monitoring.
Signal: recirculation, toilet and galley and AFT cargo ventilation fans operation,
used for monitoring for transmission to SDACs and CFDIU.
Anti-Ice and Pneumatic Parameters

Anti-ice and pneumatic parameters are used to detect faults and to ascertain the
status of the bleed air system for transmission to CFDIU and EIUs.
Signals: valve positions, low and high pressure,.. etc..., used for anti-Ice system fault detection for the CFDIU and thrust limit calculatIon for the EIUs.

Level 3 B1 B2
21-63-14
Training Manual
A320 Family
Air Conditioning
Landing Gear Control Interface Unit 2 (LGCIU 2)
Braking and Steering Control Unit (BSCU)
The Landing Gear Control interface Unit 2 sends a GROUND/FLIGHT signal to

both pack controllers for pack Ram Air Inlet flap operation.
Signal: ground/flight, used for pack Ram Air Inlet flap closure during take-off
and landing phases.
The BSCU sends a wheel speed signal to both pack controllers for pack Ram Air
Inlet flap operation.
Signal: wheel speed, used for pack ram air inlet flap closure during take-off and
landing phases.
Figure 11: Zone and Pack Controller Interface

SDAC1
SDAC2
EIU 1
EIU 2
ADIRS3
ECB
CFDS
ZONE CONTROLLER
PRIMARY
SECONDARY
FAN PARAMETERS
PNEUMATIC
ANTI-ICE
PARAMETERS PARAMETERS
LH PACK CONTROLLER
PRIMARY
SECONDARY
LGCIU2
Jun04/THTA
RH PACK CONTROLLER
PRIMARY
SECONDARY
BSCU

Level 3 B1 B2
21-63-15
Training Manual
A320 Family
Air Conditioning
Zone and Pack Controller Bite and Test Description

General
The cabin temperature control system is monitored and controlled by two kinds of
controllers, one ZONE CONTROLLER and two identical PACK CONTROLLERS.
Each controller contains one primary computer and one secondary computer.
Each primary and secondary computer contains one BITE.
The tests performed by each BITE are:
Power up test
MCDU test
In Operation test.
All information received by the CFDS is sent by the ZONE controller.
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Level 3 B1 B2
21-63-16
Training Manual
A320 Family
Air Conditioning
Figure 12: Zone and Pack Controller Bite and Test Description
Jun04/THTA

Level 3 B1 B2
21-63-17
Training Manual
A320 Family
Power Up Test
Air Conditioning
For the PACK controllers, the power up test starts automatically at power up provided that the aircraft is on the ground and both packs are selected OFF.
For the ZONE controller, the power up test starts automatically at

power up provided that the aircraft is on the ground, both packs are
selected OFF and both pack controllers having finished their power
up test plus 5 seconds.
Pack Controllers
The power up test will be initiated again under the same conditions and if the computer power supply has been cut off for more than 2 ms.
The duration of the power up test is 30 seconds.
Zone Controller
The power up test will be initiated again if the computer power supply has been
cut off for more than 200 ms.
The tested elements are the bypass valve, the Pressure Regulating Valve, the
Trim Air Valves and the integrity of the controllers.
Jun04/THTA

Level 3 B1 B2
21-63-18
Training Manual
A320 Family
Air Conditioning
The reading of the BITE contents of the ZONE controller through the GND REPORT of the CAB TEMP CONT menu gives the faulty component.
The power up test is not OK. You have to dialog with the ZONE controller through
the CFDS SYSTEM REPORT/TEST in order to get more information about the
snag.

Figure 15:
Figure 14:
COND TRIM AIR SYS FAULT
CAB TEMP CONT

GND REPORT
GMT
- TRIM AIR HI PRESS
DOOR / OXY
ATA
0727
21-63-52 14HK
OXY 1850 PSI
RETURN
Jun04/THTA

PHASE
01
PRINT *
Level 3 B1 B2
21-63-19
Training Manual
A320 Family
MCDU Test
Air Conditioning
The MCDU test can be performed only if, aircraft is on the ground, both packs are
selected OFF, the engine 1 and 2 thrust control levers are at idle and HOT AIR
switch on panel 30VU is in the on position.
Before you start the test, make sure that there are no persons near the RAM
AIR OUTLET DOORS.
This test has to be performed each time a maintenance action has been made on
the controllers, valves and RAI/RAO actuators. The duration of the test is approximately 300 seconds.
Pack Controllers
The MCDU test function is activated through the ZONE controller.
The tested elements are:
The PACK controllers (PRIMARY and SECONDARY computer integrity), the Flow
Control Valve, the ByPass Valve, the Ram Air Inlet/Outlet actuators (RAI/RAO ACTR).
Zone Controller
The MCDU test function is activated through the CAB TEMP CONT TEST mode
of the CFDS.
The tested elements are:
The ZONE controller (PRIMARY and SECONDARY computer integrity), the PRV
(for pressure reducing function, opening and closure command, auto closure function), the Trim Air Valve (end to end check of motion and speed).
Jun04/THTA

Level 3 B1 B2
21-63-20
Training Manual
A320 Family
Air Conditioning

The test result gives you the affected component in case of test failed.
All the failure messages are sent through the ZONE controller to the CFDS.
This test is performed continuously when the system operates.
Figure 17:
CAB TEMP CONT

TEST
TEST FAILED
21-61-34
P1 CONT 7HH
END OF TEST
RETURN
Jun04/THTA
PRINT *

Level 3 B1 B2
21-63-21
Training Manual
A320 Family
In Operation Test
Air Conditioning
Pack Controllers
During the In Operation test, the PACK controllers test all pack sensors, the Flow
Control Valve, the Anti-Ice Valve, the RAI/RAO actuators, the ByPass
Zone Controller
During the In Operation test, the ZONE controller tests the integrity of its own PRIMARY and SECONDARY computers, ADIRS/ZONE CONTROLLER and CFDS/
ZONE CONTROLLER interfaces, the fans, the sensors, the selectors, the Trim Air
Valves, the Pressure Regulating Valve with its pressure switch, the mixer unit flap
actuator and the wing Anti-Ice Valve.
All information is sent to the CFDS via the ZONE controller.
Jun04/THTA

Level 3 B1 B2
21-63-22
Training Manual
A320 Family
Air Conditioning
The pilot reports:

PACK 1 REGUL FAULT message on the ECAM.
Here is the message given by the PACK controller BITE In the LAST LEG REPORT through the ZONE controller.
Figure 19:
CAB TEMP CONT

LAST LEG REPORT
DATE: 22DEC
GMT
ATA
FIN
P1 WATER EX TEMP SENSOR
1000 21-61-13
31HN
RETURN
Jun04/THTA
PRINT *

Level 3 B1 B2
21-63-23
Training Manual
A320 Family
Air Conditioning
Figure 20: Pack Controller 1 (2)

TEST MODE
PWR
UP
TEST
LRU
PRIM
MCDU
TEST
SEC
PRIM
SEC
PACK1(2) MAIN COMPUTER SUPPLY
IN
OPERATION
TEST
PRIM
SEC
NO 28V ON PACK 1(2) MAIN
PACK1(2) SECD COMPUTER SUPPLY
BLEED SYSTEM MALFUNCTION
P1(2) BLEED TEMP > 280C

X
P1(2) FLOW SENSOR

P1(2) FLOW CTL VALVE
NO 28V ON PACK 1(2) SECD
PACK1(2) PRESSURE (FLOW) SENSOR 10HB(9HB)

PACK1(2) FLOW CONTROL VALVE 11HB(8HB)
MCDU - MESSAGES
P1(2) FLOW SENSOR
P1(2) AIR CYCLE MACH CHECK
BSCU 10GG
PACK1(2) AIR CYCLE MACHINE 10HM1(11HM1)
PACK1(2) COMPR DISCH T' SENSOR 12HH(32HH)
PACK1(2) COMPR OVHT SENSOR 15HH(35HH)

PACK1(2) WATER EXTR. T' SWITCH 11HH(31HH)
PACK1(2) OUTLET T' SENSOR 13HH(34HH)
P1(2) COMP TEMP SENSOR

X
P1(2) COMP OVHT SENSOR
P1(2) WATER EX TEMP SENSOR
P1(2) OUT TEMP SENSOR
PACK1(2) PRESS INLET SENSOR 16HH(36HH)
P1(2) PRESS INL SENSOR
PACK1(2) BLEED TEMP SENSOR 18HH(38HH)
P1(2) BLEED TEMP SENSOR

PACK1(2) ANTI-ICE VALVE 17HH(37HH)
P1(2) CONT OR ANTI ICE VALVE
PACK1(2) RAI ACTUATOR 8HH(28HH)
P1(2) RAM AIR IN ACTUATOR
PACK1(2) RAO ACTUATOR 9HH(29HH)
P1(2) RAM AIR OUT ACTUATOR
P1(2) BYPASS VALVE
P1(2) CONT
PACK1(2) BYPASS VALVE 10HH(30HH)
PACK1(2) CONTROLLER 7HH(27HH)
Jun04/THTA

Level 3 B1 B2
21-63-24
Training Manual
A320 Family
Air Conditioning
Figure 21: Zone Controller

TEST MODE
PWR
UP
TEST
LRU
PRIM
MCDU
TEST
SEC
PRIM
SEC
IN
OPERATION
TEST
PRIM
ZONE PRIMARY COMPUTER SUPPLY
SEC
NO 28V ON ZONE MAIN
ZONE SECD COMPUTER SUPPLY
ZONE CONT/ADIRS INTFC
NO 28V ON ZONE SECD

NO DATE FROM ADIRS
ZONE CONT/CFDS INTFC
MCDU - MESSAGES
NO DATE FROM CFDS
RECIRCULATION FAN 1(2) 15HG(14HG)
RECIRC FAN 1(2) OR SPLY
GALLEY AND TOILET FAN 1HU
GALLEY AND TOILET FAN OR SPLY
AFT CARGO VENT FAN 35HN
AFT CARGO FAN OR SPLY
FLOW SELECTOR 5HB
FLOW SEL
TEMP. SELECTOR 29HK(27HK)(28HK)
AFT CAB(CKPT)(FWD CAB) TEMP SEL
DUCT TEMP. SENSOR 17HK(15HK)(16HK)
MIXER TEMP. SENSOR 24HK(25HK)
TEMP. SENSOR 23HK(21HK)(22HK)
DUCT OVHT SENSOR 20HK(18HK)(19HK)
TEMP SENSOR L/H(RH) MIXER

X
TRIM AIR VALVE 13HK(11HK)(12HK)
PRESSURE REGULATING VALVE 14HK
X
X
TEMP SENSOR AFT CAB (CKPT)(FWD CAB)

AFT CAB(CKPT)(FWD CAB) DUCT OVHT SENSOR
X
X
TEMP SENSOR AFT CAB(CKPT)(FWD CAB) DUCT
TRIM VALVE AFT CAB(CKPT)(FWD CAB)

TRIM AIR PRESS VALVE OR PRESS SWITCH
TRIM AIR PRESS VALVE OR PRESS SWITCH
BLEED SYSTEM (ATA36)
NO BLEED AIR ENG 1(2)
LH(RH) WING ANTI ICE V. 9DL (10DL)
L(R) WAI FILTER OR VALVE
PRV PRESSURE SWITCH 26HK
MIXER UNIT FLAP ACTUATOR 14HK

ZONE CONTROLLER 8HK
Jun04/THTA
MIXER FLAP DRIVE OR SPLY
ZONE CONT

Level 3 B1 B2
21-63-25
Training Manual
A320 Family
Air Conditioning
Figure 22: Single Failure/Consequences Associated/Zone Controller
Jun04/THTA

Level 3 B1 B2
21-63-26
Training Manual
A320 Family
Air Conditioning
Figure 23: Cockpit and Cabin Temperature Control-Component Location
FR24
A
Z120
FR1
TEMPERATURE SELECTORS
27HK
28HK
29HK
7HK HOT
AIR SWITCH
8HK ZONE
CONTROLLER
30VU AIR CONDITIONING PANEL
Jun04/THTA

Level 3 B1 B2
21-63-27
Training Manual
A320 Family
Air Conditioning

FR40
23HK
CABIN
TEMPERATURE
SENSOR
22HK
Z250
CABIN
TEMPERATURE
SENSOR
FR35.6
Z230
21HK
COCKPIT
TEMPERATURE
SENSOR
FR52
FR51
Z210
120VU
FR27
FR26
19HM
TRIM AIR
CHECK VALVE
FR12
FR1
18HM
TRIM AIR
CHECK VALVE
Jun04/THTA

Level 3 B1 B2
21-63-28
Training Manual
A320 Family
Air Conditioning

19HK
DUCT OVHT
TEMPERATURE
SENSOR
(FWD CABIN)
FR40
20HK
DUCT OVHT
TEMPERATURE
SENSOR
(AFT CABIN)
FR35.6
17HK
DUCT
TEMPERATURE
SENSOR
(AFT CABIN)
FROM
PACK 2
25HK
MIXER UNIT
TEMPERATURE
SENSOR RH
24HK
MIXER UNIT
TEMPERATURE
SENSOR LH
FROM
PACK 1
12HK
TRIM AIR
VALVE
(FWD CABIN)
11HK
TRIM
AIR VALVE
(COCKPIT)
15HK
DUCT
TEMPERATURE
SENSOR
(COCKPIT)
18HK
DUCT OVHT
TEMPERATURE
SENSOR (COCKPIT)
16HK
DUCT
TEMPERATURE
SENSOR
(FWD CABIN)
14HK
TRIM AIR
PRESSURE
REGULATING VALVE
13HK TRIM
AIR VALVE
(AFT CABIN)
26HK
HOT AIR
PRESSURE
SWITCH
Jun04/THTA

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21-63-29
Training Manual
A320 Family
Air Conditioning
Figure 26: Zone Controller
Jun04/THTA

Level 3 B1 B2
21-63-30
Training Manual
A320 Family
Study Questions
Air Conditioning
21-Study Questions
21-20 Lavatory / Galley Ventilation
5. When does the skin exchanger inlet bypass valve open?

Answer:
1. Where does the LAV and GALLEY ventilation air come from?
Answer:
6. When does the skin heat exchanger operate on the ground?

Answer:
2. What is the purpose of the avionics equipment ventilation computer?

Answer:
3. What is the purpose of the avionics ventilation system in the avionics bay?
Answer:
21-28 Cargo compartment ventilation

7. What does the aft isolation valve pushbutton control?
Answer:
4. How is the forward cargo compartment ventilated?

Answer:
Oct03/THTA

Level 3 B1 B2
Study Questions 21-1
Training Manual
A320 Family
8. What indicates the AFT ISOL VALVE P/B FAULT?
Answer:
Study Questions
Air Conditioning
12.What is the maximum normal cabin altitude for maximum cruise level
(39000ft)?
Answer:
21-32 Pressurization
9. What is the number of outflow valves and safety valves?
13.Where do you check the correct manual landing elevation setting?

Answer:
Answer:
14.What happens if the mode selector is set to MAN and the ditching pushbutton
is set to on?
10.What happens when manual mode is used?
Answer:
Answer:
11.What is the purpose of the safety valves?

Answer:
Oct03/THTA
15.Which interfaces are used for prepressurization and pressurization sequence

initialisation?
Answer:

Level 3 B1 B2
Training Manual
A320 Family
16.In manual mode warnings and indications come from :
Answer:
17.The cabin pressure fault lite comes on when?

Answer:
21-50 Flow control and Indication
Study Questions
Air Conditioning
20.What is the purpose of the pack ram air inlet flap?

Answer:
21.How is the flow control valve actuated?

Answer:
22.If the pack controller fails the pack outlet temperature is controlled by?
Answer:
18.What is the main purpose of the pack anti-ice valve?

Answer:
21-60 Zone Temperature control

19.What is the main purpose of the pack bypass valve?
Answer:
Oct03/THTA
23. What is the purpose of the pack?

Answer:

Level 3 B1 B2
Training Manual
A320 Family
24.What is the function of each pack controller?
Answer:
Study Questions
Air Conditioning
29.What flow is delivered by the pack with the pack flow selector on LO and bleed
air supplied by the APU?
Answer:
25.What is the purpose of the zone controller?

Answer:
30.What happens when the RAM AIR pushbutton is set to ON?

Answer:
26.What is the function of the trim air valve?

Answer:
31.Which sensor pneumatically closes the flow control valve in case of pack overheat?
Answer:
27.The mixer unit flap opens if
Answer:
28.How is the basic temperature regulated by the zone controller?

Answer:
Oct03/THTA
32.Which sensor may signal pack overheat to the pack controller?

Answer:

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Air Conditioning
33.If a duct overheat is detected

Answer:
34.The pack controllers send to the zone controller:

Answer:
35.To close the pack ram air inlet flap the pack controller needs information from:
Answer:
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Oct03/THTA

Study Questions
Air Conditioning
Level 3 B1 B2
Training Manual
A320 Family
Auto Flight
22-00 General
22 Auto Flight
22-00 General
Knowing the position of the aircraft and the desired flight plan (chosen by the pilot),
the system is able to compute the orders sent to the surfaces and engines so that
the aircraft follows the flight plan.
Auto Flight System Design Philosophy
The pilot has an important monitoring role.

During Auto Flight System operation, side sticks and thrust levers do not
move automatically.
General Concept
The Auto Flight System (AFS) calculates orders to automatically control the flight
controls and the engines.
The Auto Flight System computes orders and sends them to the Electrical Flight
Control System (EFCS) and to the Full Authority Digital Engine Control (FADEC)
to control flying surfaces and engines.
When the AFS is not active, the above mentioned components are controlled by
the same systems but orders are generated by specific devices (i. e. side sticks
and thrust levers).
AFS/ Fly by Wire

If the pilot moves the side stick when the Auto Flight System is active, it disengages the autopilot.
Back to manual flight, when the side stick is released, the Electrical Flight Control
System maintains the actual aircraft attitude.
System Design
Navigation
To meet the necessary reliability, the Auto Flight System is built around four computers:
A fundamental function of the Auto Flight System is to calculate the position of the
aircraft.
Two Flight Management and Guidance Computers (FMGCs) and two Flight Augmentation Computers (FACs).
When computing the aircraft position, the system uses several aircraft sensors
giving useful information for this purpose.
Each Flight Management and Guidance Computer and each Flight Augmentation
Computer has a command part and a monitor part.
Flight Plan
They are "FAIL OP" (fail operative) systems.
The system has several flight plans in its memory. These are predetermined by
the airline.
A flight plan describes a complete flight from departure to arrival, it includes vertical information and all intermediate waypoints.
It can be displayed on the instruments (CRTs).
Operation
There are several ways to use the Auto Flight System. The normal and recommended way to use the Auto Flight System is to use it to follow the flight plan automatically.
Jun04/THTA

Level 3 B1 B2
22-00-1
Training Manual
A320 Family
Auto Flight
22-00 General
Figure 1: AFS Design Philosophy
Jun04/THTA

Level 3 B1 B2
22-00-2
Training Manual
A320 Family
Auto Flight
22-00 General
Figure 2: FMGC Interfaces
Jun04/THTA

Level 3 B1 B2
22-00-3
Training Manual
A320 Family
Auto Flight System Presentation
Auto Flight
22-00 General
The FAC includes an interface between the Auto Flight System and the Centralized Fault Display System (CFDS) called Fault Isolation and Detection
System (FIDS).
General
The Auto Flight System (AFS) provides the pilots with functions reducing their
workload and improving the safety and the regularity of the flight.
The Auto Flight System is designed around:
2 Flight Management and Guidance Computers (FM GCs),
2 Flight Augmentation Computers (FACs),
2 Multipurpose Control and Display Units (MCDUs),
1 Flight Control Unit (FCU).
This function is activated only in position 1 (FAC 1).
Other Systems
The Auto Flight System is connected to the majority of the aircraft systems.
Examples of Auto Flight System data exchanges:
Reception of the aircraft altitude and attitude from the Air Data and Inertial Reference System (ADIRS).
Transmission of autopilot orders to the Elevator and Aileron Computers
(ELACs).
Controls
The FCU and the MCDUs enable the pilots to control the functions of the FMGCs.
The FAC engagement pushbuttons and the rudder trim control panel are connected to the FACs.
The MCDUs are used for long-term control of the aircraft and provide the interface
between the crew and the FMGC allowing the management of the flight.
The FCU is used for short-term control of the aircraft and provides the interface
required for transmission of engine data from the FMGC to the Full Authority Digital Engine Control (FADEC).
FMGCs
There are two interchangeable FMGCs.
Each FMGC is made of two parts: the Flight Management part called FM part and
the Flight Guidance part called FG part.
The Flight Management part provides functions related to flight plan definition, revision and monitoring.
The Flight Guidance part provides functions related to the aircraft control.
FACs
The basic functions of the FACs are the rudder control and the flight envelope protection.
Jun04/THTA

Level 3 B1 B2
22-00-4
Training Manual
A320 Family
Auto Flight
22-00 General
Figure 3: AFS Presentation
Jun04/THTA

Level 3 B1 B2
22-00-5
Training Manual
A320 Family
Auto Flight
22-00 General
FAC General
Flight Envelope Protection
Functions
For flight envelope protection, the FAC computes the various characteristic
speeds for aircraft operation, the low energy warning, the excessive angle of attack and windshear detections.
The basic functions of the Flight Augmentation Computer (FAC) are:

yaw damper,
rudder trim,
rudder travel limitation,
flight envelope protection.
The characteristic speeds computed using the ADIRU, Landing Gear Control and
Interface Unit (LGCIU), FMGC and Slat Flap Control Computer (SFCC) data, are
displayed on the PFDs.
The alpha floor (excessive angle of attack) and windshear detections are sent to
the FMGCs.
Yaw Damper
The yaw damper has four functions and controls the rudder via yaw damper actuators.
Upon Flight Management and Guidance Computer (FMGC), Elevator Aileron
Computer (ELAC) or FAC orders, the yaw damper provides:
dutch roll damping,
turn coordination,
engine failure compensation,
yaw guidance order execution.
Rudder Trim
The rudder trim orders come from the rudder trim selector, or from the FMGC to
control the rudder via the rudder trim actuator.
The rudder trim provides:
manual trim with RUD TRIM selector,
auto trim when the autopilot is engaged.
The low energy warning computation is sent to the Flight Warning Computer
(FWC) which generates an aural warning: "SPEED, SPEED, SPEED".
Controls
Each FAC receives inputs from its related pushbutton, the RUD TRIM selector and
the RUD TRIM RESET pushbutton.
The RUD TRIM selector deflects the rudder.
The RESET pushbutton returns the rudder to the neutral position.
Displays
Some of the data computed by the FAC is displayed.
The characteristic speeds computed by the FACs are shown on the speed
scale of the Primary Flight Display (PFD).
The rudder trim position is displayed on the ECAM System Display and on the
RUD TRIM control panel.
The red WINDSHEAR indication is displayed in the center of both PFDs.
The Rudder Travel Limiting position is not displayed. Only its maximum stop
positions are shown on the ECAM.
Rudder Travel Limitation

The Rudder Travel Limiting unit limits the deflection of the rudder according to the
aircraft speed.
The Rudder Travel Limiting function:
limits the deflection for structure integrity,
prevents excessive deflections which would penalize the aircraft performance.
Aircraft speed information is provided by the Air Data Inertial Reference Units
(ADIRUs).
Jun04/THTA

Level 3 B1 B2
22-00-6
Training Manual
A320 Family
Auto Flight
22-00 General
Figure 4: FAC General
Jun04/THTA

Level 3 B1 B2
22-00-7
Training Manual
A320 Family
FMGC General
Data computed by the Flight Management part is occasionally used by the Flight
Guidance part.
Controls
The Flight Management and Guidance Computer( FMGC) functions, Flight Management and Flight Guidance, are mainly controlled from the Multipurpose Control
and Display Units (MCDUs) and the Flight Control Unit (FCU).
Typical actions are:
Before departure, on the MCDUs, the pilots select the flight plan which will be
followed later on by the aircraft.
In flight, on the FCU, the pilots can engage the autopilot and can modify different flight parameters leading to an immediate change in the control of the aircraft.
MCDUs (Control Part)

Basically, the MCDUs provide the long-term interface between the crew and the
FMGCs.
The MCDUs allow, for example:
the introduction or the definition, the modification and the display of flight plans,
the display, the selection and the modification of the parameters associated
with the flight management functions,
the selection of specific functions.
FCU (Control Part)

Basically, the FCU provides the short-term interface between the crew and the
FMGCs.
The FCU allows, for example:
the engagement of the auto pilot, Flight Director and autothrust functions,
the selection of required guidance modes (e. g. heading hold),
the selection of various flight parameters (e. g. heading value).
Flight Plan
A flight plan contains the various elements and constraints of the route the aircraft
must fly along from take-off to landing.
A flight plan can be selected, built-up, modified and monitored through the MCDU.
Lateral Functions
The main lateral functions are:
aircraft position determination,
IRS alignment through the MCDU,
automatic or manual (through MCDU) selection of VOR, DME, ILS, ADF frequencies,
guidance computation along the lateral flight plan.
A navigation data base provides all necessary information to build a flight plan;
however pilots can enter other data using the MCDU.
Vertical Functions
The main vertical functions are:
optimized speed computation; the resulting target speed being used as reference for guidance functions,
performance predictions as time, fuel, altitude, wind at various points of the
flight,
guidance computation along the vertical flight plan.
A performance data base provides necessary data; however pilots have to enter
other data using the MCDU.
Guidance
The Flight Guidance part provides the autopilot, Flight Director and autothrust
functions.
Management
The Flight Management part mainly provides the flight plan selection with its lateral and vertical functions. The Flight Management part provides navigation, performance optimization, radio navigation tuning and information display
management.
Jun04/THTA
Auto Flight
22-00 General
These functions work according to modes generally chosen on the FCU.

The normal way to operate the aircraft is to use the management part as reference
source for the guidance part.

Level 3 B1 B2
22-00-8
Training Manual
A320 Family
Auto Flight
22-00 General
Figure 5: FMGC General
Jun04/THTA

Level 3 B1 B2
22-00-9
Training Manual
A320 Family
Auto Flight
22-00 General
AP
MCDUs (Display Part)
The autopilot (AP) function calculates the signals for the flight controls in order to
follow the selected modes.
The MCDUs display all data related to the management part.
The autopilot controls the pitch, roll and yaw axis according to the selected modes.
Example: Identification of the successive waypoints of the flight plan.
Example of autopilot mode: Altitude hold.
FCU (Display Part)
FD
The FCU is also considered as a display as it includes indication lights and Liquid
Cristal Display (LCD) windows.
The Flight Director (FD) displays the guidance commands on both Primary Flight
Displays (PFDs), allowing the pilots to fly the aircraft manually according to the
FMGC demands.
The FCU includes:

lights giving mode indications,
Liquid Cristal Display windows showing reference parameters.
Two cases have to be considered:

Autopilot not engaged:
The FD function displays symbols on the PFD which gives orders to the pilot
to maintain the desired parameter(s). In this case, the pilot follows these orders
by acting on the flight controls.
Autopilot engaged:
The FD function displays symbols on the PFD representing the autopilot orders
to be monitored by the pilot.
A/ THR
Example: During a climb with autopilot, the altitude window displays the altitude
the aircraft is going to capture.
PFDs
The PFDs mainly display the flight director symbols and the status of guidance
functions and their modes.
It also displays reference parameters.
Example: The target speed value is represented by a symbol on the speed scale
of the PFD.
The autothrust (A/THR) function calculates the signal necessary for engine control
in order to follow a given mode.
NDs
Example of autothrust mode: Acquisition and holding of a speed or a Mach

number.
Example: Airports or waypoints around the present position of the aircraft.
ECAM
Displays
Various displays are used to present Flight Management and Guidance System
(FMGS) data and information.
The main displays presenting Flight Management and Guidance information are:
the Multipurpose Control and Display Units (MCDUs/ Display part),
the Flight Control Unit (FCU/ Display Part),
the Primary Flight Displays (PFDs),
the Navigation Displays (NDs),
the ECAM Engine/ Warning Display (EWD) and ECAM STATUS pages.
Jun04/THTA
The NDs mainly display the flight plan and various navigation data.
The ECAM Engine/ Warning Display (EWD) page presents warning messages related to function or computer failures.
The ECAM STATUS page displays the landing capabilities.

Level 3 B1 B2
22-00-10
Training Manual
A320 Family
Auto Flight
22-00 General
Auto Flight System Control and Indicating

FCU
The Flight Control Unit (FCU) is installed on the glareshield. The FCU front face
includes an Auto Flight System (AFS) control panel between two Electronic Flight
Instrument System (EFIS) control panels.
The AFS control panel allows and displays the engagement of autopilots (APs)
and autothrust (A/ THR), and the selection of guidance modes and flight parameters.
The EXPEDite push button can be optionally removed from the AFS control
panel.
The two EFIS control panels control and display, for each EFIS side (Capt and F/
O), the Primary Flight Display and Navigation Display functions (respectively baro
and Flight Director (FD) conditions, and Navigation Display modes).
MCDUs
Two Multipurpose Control and Display Units (MCDUs) are located on the center
pedestal.
The MCDU is the primary entry/ display interface between the pilot and the FM
part of the FMGC.
MCDU allows system control parameters and flight plans to be inserted, and is
used for subsequent modifications and revisions.
The MCDU displays information regarding flight progress and aircraft performances for monitoring and review by the flight crew.
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Auto Flight
22-00 General
Figure 6: AFS Control and Indication - FCU & MCDU
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Auto Flight
22-00 General
NDs
The two Navigation Displays (NDs) are located on the main instrument panel.
The Navigation Display is built from:
flight plan data,
data selected via the FCU,
aircraft present position,
wind speed/ direction,
ground speed/ track.
PFDs
The two Primary Flight Displays (PFDs) are located on the main instrument panel.
The Flight Mode Annunciator (FMA) is the top part of the Primary Flight Display
(PFD).
Each PFD displays:
AP/ FD/ A/ THR engagement status on the FMA,
AP/ FD and A/ THR armed/ engaged modes on the FMA,
FD orders,
FAC characteristic speeds on the speed scale.
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Auto Flight
22-00 General
Figure 7: AFS Control and Indication - ND & PFD
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Resets
The FMGC, FAC, FCU and MCDU resets are possible in the cockpit.
Auto Flight
22-00 General
Depending on the computer (1 or 2), the circuit breakers are located either on the
overhead circuit breakers panel 49VU or on the rear circuit breakers panel 121VU.
Figure 8: AFS Control and Indication - Resets
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Auto Flight
22-00 General
RMPs
The Radio Management Panels (RMPs) are located on the center pedestal near
Multipurpose Control and Display Units 1 and 2.
The RMPs are used for navaid standby selection.
EWD/ SD
The Engine/ Warning Display (EWD) and the System Display (SD) are located on
the main instrument panel.
The EWD displays AFS warning messages.
The SD displays AFS information such as inoperative systems on the STATUS
page or landing capabilities availability.
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Auto Flight
22-00 General
Figure 9: AFS Control and Indication - RMPs & EWD / SD
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Attention Getters
The attention getters are located on the glareshield panel on the Capt and F/ O
sides.
Auto Flight
22-00 General
The MASTER CAUTION and/ or the MASTER WARNING are activated when an
AFS disconnection occurs.
The AUTOLAND warning is activated when a problem occurs during final approach in automatic landing.
Figure 10: AFS Control and Indication - Attention Getters
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Level 3 B1 B2
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Training Manual
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Basic Operational Principles
Auto Flight
22-00 General
Entry of the flight plan (lateral and vertical) and V2 into the MCDU is taken into account by the Flight Management (FM) part and confirmed by the lighting of the associated lights on the FCU.
General
This sequence describes the operational use of the Flight Management and Guidance Computers (FMGCs) in a normal operation with a total availability of the concerned functions.
The short-term pilot orders are entered through the Flight Control Unit (FCU). The
long-term pilot orders are entered through the Multipurpose Control and Display
Unit (MCDU).
Four key-words for the control principle and both types of guidance are to be kept
in mind in order to avoid handling errors.
Aircraft control is AUTOMATIC (Autopilot or autothrust), or MANUAL (Pilot action
on side sticks or on thrust levers). Aircraft guidance is MANAGED (Targets are
provided by the FMGC), or SELECTED (Guidance targets are selected by the pilot
through the FCU).
Data Base Loading
A/ THR Engagement
Autothrust (A/ THR) engagement occurs when the pilot moves the thrust levers to
the TO/ GA or FLX/ MCT gate.
Then: The FMGC automatically engages:
the take- off modes for yaw and longitudinal guidance (RunWaY (RWY) and
Speed Reference System (SRS)),
the autothrust function (but it is not active).
The FD symbols appear on the PFD (Green FD yaw bar and pitch bar).
For take- off, the thrust levers are set to the TO/ GA gate or the FLEX/ MCT gate
if a flexible temperature has been entered on the MCDU.
At the thrust reduction altitude, the FM part warns the pilot to set the thrust levers
to CLB gate.
The thrust levers normally will not leave this position until an audio message
"RETARD" requests to the pilot to set the thrust levers to IDLE gate before
touchdown.
The data base must be loaded and updated to keep the system operational.
Only the navigation data base is periodically updated.
AP Engagement
Power- Up Test FD Engagement
As soon as electrical power is available, the Flight Director (FD) is automatically
engaged provided that the power- up test is done.
No guidance symbols are displayed as long as no AP/ FD mode is active.
Either autopilot (AP) can only be engaged 5 seconds after lift off. Only one autopilot can be engaged at a time, the last in, being the last engaged.
After the normal climb, cruise and descent phases, selection of LAND mode (Autoland) allows both APs to be engaged together.
After touchdown, during ROLL OUT mode, APs remain engaged to control the aircraft on the runway centerline.
MCDU Initialization
First, MCDU STATUS page is displayed. Then, the pilot uses the MCDU for flight
preparation, which includes:
choice of the data base,
flight plan initialization,
radio nav entries and checks,
performance data entry (V1, VR, V2 and FLEX TEMP).
Then the pilot disengages the APs at low speed, taxies and stops the aircraft.
V2, at least, must be inserted in the M CDU before take- off.
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Auto Flight
22-00 General
Figure 11: Basic Operational Principles
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Auto Flight
22-10 Autopilot
22-10 Autopilot
General
The autopilot (AP) is engaged from the Flight Control Unit (FCU) by the related
pushbuttons.
Autopilot engagement is indicated by the illumination of the AP 1 pushbutton or/
and the AP 2 pushbutton (Three green bars) and by the white "AP1", "AP2" or
"AP1+ 2" indication on the top right of each Primary Flight Display (PFD).
The autopilot guidance modes are selected from the FCU or the Flight Management and Guidance Computers (FMGCs).
The autopilot function is a loop where, after a comparison between real and reference parameters, the FMGC computes orders which are sent to the flight controls.
The loop is closed by real values coming from sensors and given by other systems
(e.g. ADIRS) to the FMGCs. When the autopilot is engaged, the load thresholds
on the rudder pedals and the sidesticks are increased. If a pedal or sidestick load
threshold is overriden, the autopilot disengages.
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Modes
Auto Flight
22-10 Autopilot
The rudder is controlled by the autopilot via the FACs.
There are lateral modes and vertical modes.

Basically, one of each is chosen by the pilot or by the system.
The autopilot being engaged, one lateral mode and one vertical mode are simultaneously active.
According to flight phases, the lateral mode controls:
the ailerons via the Elevator Aileron Computers (ELACs),
the spoilers via the ELACs and the Spoiler Elevator Computers (SECs),
the rudder via the Flight Augmentation Computers (FACs),
the nose wheel via the ELACs and the Braking/ Steering Control Unit (BSCU).
During roll out, the autopilot gives steering orders to the rudder and the nose
wheel. These orders depend on the aircraft speed.
Aileron and spoiler autopilot orders are null. The THS is reset to 0.5 nose up.
The spoilers are directly controlled by the SECs as airbrakes.
During rollout, at low speed (about 60 knots), the pilot normally disengages the autopilot by pressing a takeover pushbutton located on the sidestick.
The vertical mode controls the elevators and the Trimmable Horizontal Stabilizer
(THS) via the ELACs.
Ground
For maintenance purposes, the autopilot can be engaged on ground with both engines shut down.
Hydraulic power is not required.
When an engine is started, the autopilot disengages.
Take-Off
The autopilot can be engaged in flight, provided the aircraft has been airborne for
at least 5 seconds.
Cruise
In cruise, only one autopilot can be engaged at a time, priority given to the last engaged. Engaging the second autopilot disengages the first one.
The ailerons and the spoilers execute the orders of lateral modes, the elevators
and the THS execute the orders of vertical modes.
The rudder is controlled not by the autopilot but directly by the FACs.
Landing
If the airfield is equipped with ILS installations, the autopilot can perform a complete landing with approach, flare and roll out.
A second autopilot can be engaged (AP 1 active, AP 2 in standby).
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Training Manual
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Auto Flight
22-10 Autopilot
Figure 1: Autopilot
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Autopilot Engagement Conditions
In ROLLOUT only: 1 BSCU.
The FMGC AP commands are processed by the FACs and Elevator Aileron Computers (ELACs) and are further transmitted to the Brake and Steering Control Unit
(BSCU) and Spoiler Elevator Computers (SECs) in order to position the control
surfaces for the pitch, roll, and yaw axes and the nose wheel.
Engagement Conditions
Pushing the AP P/B on the FCU engages the respective autopilot.
Only one AP can be engaged at a time except:
in LOC-G/S (armed or engaged), ROLLOUT and GA modes where 2 AP may
be engaged.
If one AP is engaged with both FD previously OFF, the AP will engage in HDGV/S or TRK-FPA (basic modes) depending on FCU selection.
If one AP is engaged with at least one FD already engaged, the AP will engage
in the current active FD modes.
One AP can be engaged on ground if engines are not running. The AP will automatically disengage when either engine is started.
At AP engagement the load thresholds on the side stick controllers and on the
rudder pedals are increased.
The API or 2 can be engaged by pressing the corresponding P/B on the FCU
provided, all of the following svstem conditions have been met:
A320: The A/C is above 30 ft RH and airborne for at least 5 seconds.
A321: The A/C is above 100 ft RH and airborne for at least 5 seconds.
2 ADIRS operative.
FG part of FMGC operative.
FM part of FMGC operative (except in LAND < 700 ft RH or GA active).
1 LGCIU operative (except in LAND or GA).
1 FAC operative.
1 FCU channel operative (except in LAND < 400 ft RH or GA active).
1 Yaw damper operative.
1 rudder trim operative.
1 ELAC operative.
1 SFCC.
In LAND only: 1 Radio altimeter active.
In LOC or LAND only: Related ILS.
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Auto Flight
22-10 Autopilot
AP engagement is indicated by illumination of the corresponding FCU P/B and by

the APl/AP2 annunciator on the PFD FMA.
Disengagement Conditions
AP1 or 2 will disengage when:
The takeover P/B on either side stick is pressed.
The corresponding AP P/B on the FCU is pressed.
A force above a certain threshold is applied to either side stick.
The opposite AP is engaged, except when LOGG/S modes are armed or engaged, ROLLOUT or GA modes are engaged.
Both thrust levers are set above MCT detent with A/C on ground (to prevent a
take-off with AP engaged following a touch and go maneuver).
If one or more of the engagement system conditions is lost.
Furthermore in normal law with all protections operative, the AP will disconnect if:
High speed protection is active.
AOA protection is active (a protection).
Bank angle exceeds 45.
A rudder pedal deflection is greater than 10 out of trim.
Manual trim inputs on the pitch trim wheel.
Load Thresholds
Increase of load thresholds on side stick controllers and rudder pedals.
When the AP is engaged, the command and the monitoring channels supply the
relays which control the pitch and roll lock solenoids (the command channel provides the +28V, the monitoring channel provides the ground).
Each control has its own solenoid.
Each AP has its own relays and can therefore lock the controls.
a) Side stick controllers
The loads are increased on both axes.
The pitch load threshold changes from 0.5 daN to 5 daN. The roll load
threshold changes from 0.5 daN to 3.5 daN.
Any load on the side stick controller which exceeds these values, results in
AP disconnection (wired discrete from the ELACs, Ref. 22-10.00)

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Training Manual
A320 Family
Auto Flight
22-10 Autopilot
b) Rudder pedals
The load is applied on the rudder artificial feel (addition of a spring in the
artificial feel and trim unit).
The load threshold changes from 10 to 30 daN when the AP is engaged.
Exceeded load results in AP disconnection.
AP Warnings
When any AP is disengaged, a warning is provided:
If the disengagement is manual through the take over P/B on either side stick,
the visual and associated audio warnings are temporary.
If the disengagement is due to a failure, an action on the FCU AP P/B or a force
on the side stick, the visual and aural warnings are continuous and require
push action on the instinctive AP disconnect P/B to cancel.
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Training Manual
A320 Family
Auto Flight
22-10 Autopilot
Figure 2: Load Threshold
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A320 Family
Auto Flight
22-10 Autopilot
Figure 3: FMGC - Stick & Rudder Lock
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A320 Family
Auto Flight
22-10 Autopilot
Flight Director
A non lit FD pushbutton means that no FD symbols can be displayed on the corresponding PFD.
Engagement
FD2 is displayed on each PFD to show that no FD symbols can be displayed on

PFD 1 and FD 2 is engaged on the F/ O side.
The Flight Director (FD) functions engage automatically as soon as the system is
electrically supplied and logic conditions are fulfilled.
FD engagement is indicated on the Flight Control Unit (FCU) by the FD pushbutton green bars and on the top right of each Primary Flight Display (PFD).
1FD2 indication is displayed on each PFD to show that FD 1 is engaged on the
Capt side and FD 2 is engaged on the F/O side.
On ground, as long a s no AP/ FD mode is active, there are no FD symbols
on the PFDs.
Principle
The FD displays the Flight Management and Guidance Computer (FMGC) guidance commands on both PFDs.
In manual flight, the FD displays guidance orders to help the pilots to apply commands on the controls in order to follow the optimum flight path which would be
ordered by the autopilot (AP) if it were engaged. When the AP is engaged, the FD
enables the FMGC demands to be checked.
The FD modes are the same as the AP modes and are selected in the same way.
The FMGCs calculate AP/FD orders which are transformed into symbols by the
Display Management Computers (DMCs).
FD Bars
The FD bars can be displayed provided HDG-V/S (Heading- Vertical Speed) is selected on the FCU. HDG-V/ S is automatically selected at system power up.
At certain system configuration changes, the FMGCs send a command to
the DMCs to make the FD bars flash for 10 seconds.
AP/FD modes are correctly followed when the FD bars are centered on the fixed
aircraft model of the PFDs.
There are three FD bars:
the pitch bar,
the roll bar,
and the yaw bar.
The horizontal pitch bar can be displayed if a vertical mode is active except during
the rollout phase of the landing.
The vertical roll bar can be displayed if a lateral mode is active.
Below 30 feet radio altitude at take-off (when a LOC signal is available) and during
landing, the roll bar is replaced by a yaw bar index. This bar is said to be centered
when just below the central yellow square.
There are two types of symbols:

The FD bars, and the Flight Path Director and Flight Path Vector symbols.
The central HDG-V/S / TRK-FPA pushbutton on the FCU allows the pilots to
switch between these two types of symbols.
FD Pushbuttons
Upon FCU power up, or in go around, or when losing the AP during the rollout
phase of the landing, the three green bars of the FD pushbuttons come on automatically. A lit FD pushbutton means that the FD symbols can be displayed on the
corresponding PFD ("Corresponding" means PFD 1 for the Capt FD pushbutton
and PFD 2 for the F/O FD pushbutton).
If a lit FD pushbutton is pressed, the green bars go off. Pressing the pushbutton
again puts the green bars on again.
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22-10-8
Training Manual
A320 Family
Auto Flight
22-10 Autopilot
Figure 4: FD Engagement / Principle / FD Pushbuttons
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Training Manual
A320 Family
FPD/ FPV Symbols
The Flight Path Director (FPD) and the Flight Path Vector (FPV) symbols can be
displayed provided TRK- FPA (Track- Flight Path Angle) is selected on the FCU.
At certain system configuration changes, the FMGCs send a command to
the DMCs to make the FPD and FPV symbols flash for 10 seconds.
AP/ FD modes are correctly followed when the FPD and FPV symbols are superimposed.
Auto Flight
22-10 Autopilot
The FPD symbol provides command signals to intercept and fly the lateral and
vertical flight path as defined by the FMGCs. The FPD symbol is removed if no
guidance mode is provided by the FMGCs.
The FPV symbol represents lateral and vertical flight path information in terms of
current track and Flight Path Angle actually being flown. The FPD symbol position
is computed by the Air Data Inertial Reference System (ADIRS).
The yaw bar is identical to the FD bar case and appears with the same conditions.
Figure 5: Flight Director - FD Bars & FPD/ FPV Symbols
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Training Manual
A320 Family
Flight Director Engagement Conditions
FD Bar Removal
The FD displays the FMGC guidance commands on both PFDs. It allows manual
steering of the A/C according to FMGC commands or monitoring of the FMGC
commands with AP engaged.
Two sorts of flight directors are available, classic flight director bars or flight path
director. The respective P/B on the FCU allows selection of either one.
Auto Flight
22-10 Autopilot
Pitch bar is removed when no vertical mode is engaged or when ROLL OUT
mode is engaged.
Roll bar is removed when no lateral mode is engaged or RUNWAY mode or
ROLL OUT mode is engaged.
FDs are removed when the aircraft pitch exceeds 25 up or 13 down or bank
angle exceeds 45.
On ground:
FD1 and 2 are automatically engaged at FMGC power up, provided following
equipment is operative:
2 ADIRS.
Flight Envelope of one FAC operative.
FCU except in LAND or GA modes.
LGCIU except in LAND mode.
In LAND only: 1 Radio altimeter active.
In LOC or LAND only: Related ILS.
1 FD2 is displayed on both FMA.
No FD bars are displayed.

FCU windows are dashed.
No mode is engaged.
In flight:
Pushing the FD P/B on the EFIS control Panel engages the respective FD.
l If only one AP or FD is engaged and the other FD is selected to ON it engages to the existing modes.
l lf neither AP or FD are engaged, an ON selection of a FD will engage in
HDG/V/S or TRK/FPA (basic modes).
Depressing the FD P/B removes the onside FD Cross bars and the FD engagement annunciator on the FMA will Change accordingly.
When APs are not engaged and the crew does not follow the FD bars to maintain
the commanded trajectory in climb with CLB or OP CLB engaged or in descent
with DES or OP DES engaged, the FDs will disengage at the activation of the automatic Speed mode protection.
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22-10-11
Training Manual
A320 Family
Auto Flight
22-10 Autopilot
Figure 6: PFD, Flight Director
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A320 Family
Flight Guidance Priority Logic
Auto Flight
22-10 Autopilot
Here is an example of a master flight management and guidance computer.

Look at the flow chart to understand the priority logic.
Flight Guidance (FG)

The engagement status of the guidance function works on the MASTER/ SLAVE
principle.
The master Flight Management and Guidance Computer (FMGC) imposes all the
changes of AP/ FD modes and/ or autothrust (A/ THR) engagement to the slave
FMGC.
With no Autopilot (AP), no Flight Director 1 (FD1) but Flight Director 2 (FD2) engaged, FMGC2 is the master because, following the flow chart, the first three answers are "NO", but the fourth one is "YES".
Figure 7: Flight Guidance Priority Logic- Flight Guidance (FG)
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Level 3 B1 B2
22-10-13
Training Manual
A320 Family
Auto Flight
22-10 Autopilot
Flight Director (FD)

Upon energization, both Flight Directors (FDs) are normally engaged in split configuration.
FMGC1 normally drives the FD symbols (crossed bars or flight path director symbols) on the Captain (Capt) Primary Flight Display (PFD).
FMGC2 normally drives the FD symbols on the First Officer (F/ O) PFD.
The "1FD2" indication is displayed on each Flight Mode Annunciator (FMA) to
show that FD1 is engaged on Capt side and FD2 is engaged on F/ O side.
If one FMGC fails, the remaining FMGC drives the FD symbols on both Primary
Flight Displays.
If FMGC1 fails, the "2FD2" indication is displayed on each FMA to show that FD2
is displayed on both PFDs.
If both FDs fail, a red flag is displayed on each PFD, provided that the corresponding FD switch is "ON".
Jun04/THTA

Level 3 B1 B2
22-10-14
Training Manual
A320 Family
Auto Flight
22-10 Autopilot
Figure 8: Flight Guidance Priority Logic- Flight Director (FD)
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Training Manual
A320 Family
Autopilot (AP)
If one AP is engaged, the corresponding FMGC controls the flight controls through
the Flight Control Computers.
There is no priority logic in single operation. Last engaged autopilot is the active
one.
Auto Flight
22-10 Autopilot
Both autopilots can be engaged as soon as the APPROACH mode is selected on

the Flight Control Unit (FCU).
AP1 has priority, AP2 is in standby.
The Flight Control Computers use the AP1 commands first. A switching is performed to the AP2 commands in case of AP1 disengagement.
Figure 9: Flight Guidance Priority Logic-Autopilot (AP)
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Training Manual
A320 Family
Autothrust (A/ THR)
A single autothrust pushbutton switch located on the FCU enables the engagement or disengagement of the autothrust function.
The autothrust function is, in fact, composed of two systems (A/ THR1 and A/
THR2) which are ready to be engaged at the same time, but only one system is
selected.
However, the selection of A/ THR1 or A/ THR2 depends on the engagement of the
AP and FD, i. e. of the master/ slave principle which is known by the FCU and summarized in the table.
Auto Flight
22-10 Autopilot
When the selected autothrust function is active (according to the thrust lever position), the master FMGC controls the engines, via the FCU.
Consequently, in automatic control, it is the same FMGC which controls the engines and the flight controls.
To recover the A/ THR function, when one AP (AP1 or AP2) is engaged and its
own A/ THR has failed, the opposite AP should be engaged to switch from the
master FMGC to the other (which now becomes the master) and to switch to the
opposite A/ THR.
Figure 10: Flight Guidance Priority Logic-Autothrust (A/THR)
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Training Manual
A320 Family
Flight Mode Annunciator (FMA)
The three types of information on the Flight Mode Annunciator (FMA) are:
Autothrust mode/ status,
Autopilot/ Flight Director mode and status,
Flight Management messages.
The autothrust information is displayed by the master FMGC which supplies both
FMAs.
Auto Flight
22-10 Autopilot
The Autopilot/ Flight Director information is displayed according to the following

logic:
With at least one AP, the master FMGC supplies both FMAs.
Without AP, with the FDs engaged, FMGC1 supplies FMA1, FMGC2 supplies
FMA2.
Without AP, with one FD failed or manually disengaged, the opposite FMGC
supplies both FMAs.
Figure 11: Flight Guidance Priority Logic-Flight Mode Annunciator (FMA)
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Training Manual
A320 Family
AP, FD, A/THR Modes
Exception: When both autopilots are engaged, the mode engagement is not synchronized between the two FMGCs. So, this concerns only the LAND mode and
the GO AROUND mode.
Synchronization
To ensure a consistent operation of the Autoflight System, it is mandatory to have
the two FMGCs in operation with the same modes active and armed. The logic for
the selection of the FMGC which has priority takes into account the engagement
of the AP, FD and A/ THR functions. The mode engagements are basically synchronized according to the master FMGC.
Jun04/THTA
Auto Flight
22-10 Autopilot

When the FMGCs are in independent mode, the flight plan sequencing
(change from one leg to the next leg) is not synchronized between the two
FMGCs.
Level 3 B1 B2
22-10-19
Training Manual
A320 Family
Auto Flight
22-10 Autopilot
Selected/ Managed Mode
Managed Control:
Here are the definitions of the terms "SELECTED" and "MANAGED" when they
are relative to the aircraft control.
The aircraft is controlled using reference parameters computed by the FMGC

which takes into account the pilot data selected on the MCDU. A parameter is chosen by pushing the corresponding selector knob. In this case, the parameter value
is not shown and displayed by a dashed line on the FCU (except altitude which is
always displayed) and a white indicator light comes on near the corresponding reference display.
Selected Control:
The aircraft is controlled using reference parameters manually selected and entered by the pilot on the FCU (heading/ track, vertical speed/ flight path angle,
speed/ Mach, altitude). These parameters are taken into account as follows:
modification of the parameter by means of the corresponding selector knob,
pull action on the selector knob.
This table lists all the modes. They are classified according to a selected or a
managed control.
VERTICAL
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Training Manual
A320 Family
AP/ FD Lateral Modes
HDG - TRK
The choice between heading and track modes is function of the selection made
on the FCU. At mode engagement, the HEADING/ TRACK display of the FCU is
Auto Flight
22-10 Autopilot
synchronized on the aircraft heading or track. The HDG/ TRK mode enables the
heading/ track mode, displayed on the FCU, to be acquired and held. The capture
of a preselected heading is achieved with an overshoot of less than 3.
Figure 12: T/O with Heading Preset
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Training Manual
A320 Family
Auto Flight
22-10 Autopilot
Figure 13: Cruise HDG/TRK Mode
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Training Manual
A320 Family
Navigation
This mode enables the aircraft to be controlled in the horizontal plane using the
commands calculated by the FM section. It includes the arming phase. The sup-
Auto Flight
22-10 Autopilot
port mode can be the HDG/ TRK or RUNWAY modes and an active phase. The
NAV mode can only be active or armed if a lateral flight plan, calculated by the FM
part from data introduced on the MCDU, is available.
Figure 14: Engagement of NAV Mode with Selector Knob
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Training Manual
A320 Family
Auto Flight
22-10 Autopilot
Figure 15: Engagement of NAV Mode (Direct to)
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Training Manual
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22-10 Autopilot
LOC
This mode enables a LOCALIZER beam to be captured and tracked independently of the GLIDE beam.
This mode is used:
on the airfields not provided with glide transmitters,
in the event of very noisy ILS beams (e. g. CAT1 beams).
This mode includes:
an arming phase,
a capture phase,
a track phase.
During the arming phase, the HEADING, TRACK and NAV modes can be active
and used as support modes. The localizer capture is achieved with only one overshoot followed by a constant convergent heading (if needed) under the following
conditions:
a track angle error between 20 and 60,
capture initiated at a distance of at least 10 Nm from the runway threshold,
aircraft ground speed of 200 kt,
LOC beam sensitivity of 0.0775DDM (W075mA) per degree.
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Figure 16: LOC
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Figure 17:
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22-10 Autopilot
AP/ FD Vertical Modes

ALT ACQ
With this mode, the altitude, selected in the ALT counter of the FCU or the altitude
provided by the FM part, can be acquired when the passage of an altitude constraint in the longitudinal flight plan requires levelling of the aircraft. The ALT ACQ
mode includes an arming phase in which a support mode for level change control
ensures convergence towards the desired level. The ALT ACQ mode becomes
active when the capture condition is satisfied i. e. when the aircraft altitude deviation, with respect to the target level, is lower than a value dependent on the vertical
speed. When the target level is actually reached, ALT hold mode is automatically
engaged and replaces ALT ACQ mode.
The capture of a preset barometric altitude is accomplished with an overshoot.
This overshoot (in feet) is less than 5% of the vertical speed (in ft/ mn) existing at
the start of the capture maneuver provided that:
the required altitude is at least 1500 ft different from the one existing at mode
selection,
the aircraft vertical speed is not greater than 5000 ft/ mn when the capture is
initiated.
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22-10 Autopilot
Figure 18: CLB Mode in Take-Off Phase
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V/ S - FPA
The choice between the V/ S and FPA modes depends on the selection made on
the FCU (HDG- V/ S, TRK- FPA). At each switching, the V/ S- FPA display of the
FCU is synchronized on the aircraft parameter. The V/ S- FPA mode enables the
vertical speed or flight path angle, displayed in the V/ S- FPA display of the FCU,
to be acquired and held. Altitude hold in V/ S- FPA mode:
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22-10 Autopilot
When the pilot selects "00" in the V/ S- FPA display on the FCU, the AP/ FD provides a guidance in V/ S- FPA mode which permits the altitude obtained after cancellation of the vertical speed to be held. This type of guidance is cancelled as
soon as the selected parameter becomes different from zero again.
When the aircraft performance does not allow the selected V/ S or FPA values to be held, the AP increases or decreases the V/ S or FPA until VLS or
VMAX- 5kts is reached. The AP then holds the protection speed.
Figure 19:
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Open CLB - Open DES
This mode enables a level change to be made and pilot actions to be minimized.
The engagement of OPEN CLIMB or OPEN DESCENT modes activates:
holding of the speed or target Mach on the AP/ FD,
the ALT ACQ mode in its arming phase.
If the level selected in the alt window of the FCU is higher than the aircraft level,
the OPEN CLIMB mode is engaged and ensures the climb. If the selected level is
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22-10 Autopilot
lower than the aircraft level, the OPEN DESCENT mode is engaged and ensures
the descent. The attempt of engagement of the OPEN CLIMB and OPEN DESCENT modes will not be taken into account if the active mode is ALT hold and if
the selected altitude has not been modified. For level changes smaller than 1200
ft in OPEN CLB mode with A/ THR active, the guidance is provided by the AP/ FD
in vertical mode (+ 1000 ft/ mn reference), with the A/ THR controlling the speed.
This type of guidance avoids large thrust variations which are obtained through the
successive activation of ALT- OPEN- ALT ACQ modes.
Figure 20: OPEN CLB Mode
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CLB - DES
The level change managed modes ensure guidance by the AP/ FD. This permits
the vertical flight plan computed in the FM part to be followed. These modes can
be armed or active. When active, it is the FM part which selects the type of guidance and the values of target parameters. The CLB mode can be armed or active
during the take off, go around, climb and cruise phases on condition that the level
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22-10 Autopilot
selected on the FCU is higher than the aircraft level. The DES mode can be armed
or active during the cruise, descent and approach phases on condition that the level selected on the FCU is lower than the aircraft level. The engagement of the level
change managed modes is possible only if a vertical flight plan is available in the
FM part and if the horizontal NAVIGATION mode is active on the AP/ FD.
Figure 21: CLB-DES
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Altitude Constraint Mode
The ALT CST mode guides the A/C in order to acquire the target altitude while A/
THR controls aircraft speed. Once the altitude is acquired, the ALT CST hold
mode engages automatically.
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22-10 Autopilot
Target altitude may be the FCU selected altitude, or the altitude provided by the
FM in case of an altitude constraint.
Figure 22: ALT CST
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AP/ FD Common Modes
Principles
Here is the list of the AP/ FD common modes:
TAKE OFF
ILS APPROACH or FM APPROACH
GO AROUND
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22-10 Autopilot
These modes are engaged simultaneously on both axes. However, it is possible

to have TO and GA modes engaged on one axis and then on the other. The selection of the LAND or GA modes authorizes the engagement of both Autopilots.
The engagement of the lateral and vertical cruise modes is impossible as long as
the AP or FD is engaged in LAND TRACK or GO AROUND modes below 100 ft
RA.

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Take Off
This mode provides a lateral guidance function, at take off, on the runway centerline by means of the LOC beam and by following an optimum longitudinal flight
path after rotation. The mode is engaged when the pilot selects the take off thrust
by positioning the thrust control levers beyond the MCT/ FLX TO detent. The pitch
guidance law enables a minimum of V2+ 10 kts to be held in normal engine configuration. The take off longitudinal mode is the PITCH TAKE OFF mode (displayed "SRS" on the FMA). SRS means Speed Reference System. The guidance
law on the lateral axis provides guidance of the aircraft on the runway centerline
by means of the LOC beam. For this, the pilot selects the ILS frequency associated with the take off runway. The take off lateral mode is the RUNWAY mode.
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Figure 23: Take-Off with NAV Armed
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Figure 24: Take-Off with Heading Preset
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Approach
The AFS enables two types of approach to be considered:
ILS approach or LAND mode where the guidance is performed on the ILS
beam (LOC and GLIDE),
FM approach or AREA NAV mode where the guidance is performed from a theoretical path computed by the FM.
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22-10 Autopilot
The type of the approach is selected by means of the MCDU. The selection of an
ILS frequency on the Radio Management Panel (RMP) forces the selection of the
ILS approach whatever the selection made on the MCDU. The approach mode
(ILS or FM) is engaged when you push the APPR pushbutton on the FCU.

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22-10 Autopilot
ILS Approach
This mode provides the capture and track of the ILS beam (LOC and GLIDE) and
ensures the following functions:
alignment, flare and roll out.
This mode is available for AP and FD. It enables landings to be performed in
CAT2/ CAT3 operation. Therefore, the selection of the LAND mode authorizes the
engagement of a second AP.
The arming of the LAND mode enables the LOC and GLIDE modes to be armed
on the lateral and longitudinal axes. When the aircraft is stabilized on the LOC and
GLIDE beams:
the AP/ FD guides the aircraft along the ILS beam to 30 ft. At this altitude, the
LAND mode provides the alignment on the runway centerline on the yaw axis and
flare on the pitch axis. The ROLLOUT submode is engaged at touch down and
provides guidance on the runway centerline. As the LAND mode is latched below
400 ft, it can be deactivated only by engaging the GO AROUND mode. Actions on
the FCU are no longer taken into account.
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22-10 Autopilot
Figure 25: ILS Approach
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FM Approach
This mode provides lateral and longitudinal guidance of the aircraft along a theoretical profile defined by the flight plan. Guidance is ensured down to the Minimum
Decision Altitude (MDA) or Minimum Decision Height (MDH), altitude at which the
pilot recovers control of the aircraft. This mode is available on the AP and FD. The
FM approach is selected through the flight plan. In these conditions, the FINAL
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22-10 Autopilot
DES and NAV modes can be armed on the lateral and longitudinal axes by action
on the APPR pushbutton on the FCU. If the NAV mode is already active, the mode
remains engaged. When the aircraft goes down to the MDA, the pilot can continue
the AREA NAV approach if the visibility conditions are correct. If the visibility conditions are not correct, the pilot must interrupt the approach phase. This phase
does not ensure landing.
Figure 26: FM Approach
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GO Around
On the lateral axis, the engaged mode enables the track followed by the aircraft to
be held. On the vertical axis, it ensures managed speed control. The speed reference of the guidance law is the aircraft speed when the mode was engaged, the
lower limit of this speed is the approach speed. This mode is available on the AP
and FD. It is engaged when the pilot selects the maximum thrust by positioning the
thrust control levers against the TO/ GA stop. Engagement of the GO AROUND
mode results in:
engagement of the PITCH GA (i. e. SRS) mode on the pitch axis,
engagement of the ROLL GA (i. e. RUNWAY TRK) mode on the roll axis.
In dual AP configuration, the disengagement of the GO AROUND mode on one
axis causes disconnection of the second autopilot. The engagement of the GO
AROUND mode, on ground, causes AP disengagement.
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Figure 27: GO AROUND Mode
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FMGS Warnings
Altitude alert is cancelled by turning the FCU altitude knob, or by setting the landing gear lever to DOWN with slats extended or when the landing gear is downlocked.
Altitude Alert
The altitude alert takes into account the difference between the aircraft altitude
and the reference altitude selected on the FCU.
It has an effect on the altitude window of the PFD and can trigger the C- chord aural warning.
Altitude alert is inhibited by glide slope capture.
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22-10 Autopilot
Decision Height (DH)

This warning corresponds to an audio call out by a synthetic voice, depending on
the aircraft radio altitude and the Decision Height (DH).
X is equal to 15ft if DH is greater or equal to 90ft.
X is equal to 5ft if DH is less than 90ft.
"HUNDRED ABOVE" and/ or "MINIMUM" warnings can be inhibited by pin programming.
Figure 28: Altitude Alert/ Decision (DH)
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Autoland
The AUTOLAND red warning informs the pilot that, depending on the procedures,
he has to perform a goaround or a manual landing.
This warning can only be activated in LAND mode with at least one autopilot engaged.
The AUTOLAND red warning is triggered below 200ft in LAND mode in the following cases:
Both AP OFF below 200ft RA.
LOC excessive deviation (1/ 4 dot above 15ft RA) or GLIDE excessive deviation (1 dot above 100ft RA).
LOC and GLIDE scales flash on the PFD.
Loss of LOC signal above 15ft or loss of GLIDE signal above 100ft.
The FD bars flash on the PFD. The LAND mode remains engaged.
A triple click aural warning is generated in the event of landing capacity downgrading.
The warning is cancelled by LOC mode or AP disengagement or by performing a
goaround.
A warning test can be performed by pressing the Captain or the First Officer
AUTOLAND pushbutton.
Warnings
AUTOLAND red warning

This warning is triggered if the A/C is below 200 ft in LAND and FLARE mode
and either of following events occur:
Loss or disengagement of both AP
Excessive beam deviation occurs.
Failure of LOC or G/S receiver.
Loss of LOC signal above 15ft or loss of G/S signal above 100 ft (transmitter
or receiver failure).
Difference between both radio altimeters > 15 ft.
Excessive beam deviation warning
Indicated by aflashing LOC and G/S scales on the PFD and ND ROSE ILS
whenever:
LOC TRK or LAND TRK mode is engaged and LOC deviation exceeds 1/4
dot and 15ft < RH < 1000ft.
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22-10 Autopilot
G/S TRK or LAND TRK mode is engaged and G/S deviation exceeds 1 dot
and 100ft < RH < 1000ft.
Landing capability downgrading
A triple click aural warning is generated in the event of landing capability
downgrade.
Below 100ft RH with LAND mode engaged, CAT3 DUAL, CAT3 SINGLE
downgrading is inhibited until LAND mode and/or both APs are disengaged.
Dual LOC and/or G/S receiver failure
Provided ILS is selected on the EFIS control panel, red LOC and G/S flags
are displayed on the PFD and ND ROSE ILS. LOC and G/S scales are removed from the PFD.
If LOC and G/S modes and at least one AP/FD are engaged at the time of
dual receiver failure, the AP disengages automatically and the FD reverts
to HDG-V/S or TRK-FPA basic modes.
LOC and/or G/S transmitter failure (when captured)
The corresponding index is lost.
The LOC and G/S scales flash.
The corresponding FD bars flash.
LOC and G/S modes remain engaged.
Figure 29: FMGS Warnings-Autoland

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22-10 Autopilot
FCU Description
FCU
The Flight Control Unit (FCU) is installed on the glareshield. The FCU front face
includes an Auto Flight System (AFS) control panel between two Electronic Flight
Instrument System (EFIS) control panels.
The AFS control panel allows and displays the engagement of autopilots (APs)
and autothrust (A/THR), and the sellection of guidance modes and flight parameters.
The EXPEDite pushbutton can be optionally removed from the AFS control
panel.
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Figure 30: FCU
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FMA Description
Each of the five zones has three lines:
Information about modes and engagement status of guidance functions, plus

some specific messages, are displayed on the Flight Mode Annunciator located at
the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is divided into five zones:
ZONE 1: A/ THR information,
ZONE 2: vertical API FD modes,
ZONE 3: lateral API FD modes,
ZONE 4: landing categories,
ZONE 5: engagement status of guidance functions.
Line 1 gives active modes.

Line 2 gives armed modes.
Specific A/ THR messages are written in zone 1.
Advisory messages appear in line 3 of zones 2 and 3.
FREQUENT REFERENCE TO THE FMA INDICATIONS, WHICH ARE DRIVEN
BY THE MASTER FMGC, AS WELL AS A THOROUGH UNDERSTANDING OF
ALL STATUS, ARMED AND ENGAGED ANNUNCIATIONS, ARE ESSENTIAL
FOR THE SUCCESSFUL OPERATION OF THE AUTOFLIGHT SYSTEM.
Figure 31: PFD, Flight Mode Annunciator (FMA)
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Figure 32:
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22-10 Autopilot
Figure 33:
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22-10 Autopilot
LAND Capability Conditions
the category of landing to be displayed on both Primary Flight Displays (PFD) (on
FMA) via the Display Management Computers (DMC).
General
Note that in dual FMGC configuration, the category corresponds to the lowest capability coming from the two FMGCs. Here is explained the difference between
FAIL OPERATIONAL and FAIL PASSIVE configurations.
Whatever the flight phase, each Flight Management and Guidance Computer
(FMGC) computes its own automatic landing capability according to the availability of the various sensors and functions.
According to this capability, each FMGC computes the landing capacity which
takes into account information from both FMGCs. When a precision approach is
demanded through the APPROACH pushbutton, the master FMGC then sends
In a "FAIL OPERATIONAL" configuration, the objective is to continue the automatic landing despite a single function failure; the guidance being still given by the remaining function.
In a "FAIL PASSIVE" configuration, the self- monitoring of a function will deactivate itself before compromising the handling of the aircraft.
Figure 34:
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Auto Flight
22-10 Autopilot
Landing Capabilities
Each FMGC computes its own automatic landing category according to the availability of computer sensors or functions.
Accordingly, CAT1, CAT2, CAT3 SINGLE or CAT3 DUAL messages are displayed on the FMAs.
Below alert height (100 ft RH), CAT3 DUAL and CAT3 SINGLE capability are
memorized until LAND mode is disengaged or both AP are disengaged. Therefore, a failure occurring below 100 ft RH will not cause any capability downgrading.
FAIL PASSIVE Automatic Landing System (CAT3 SINGLE)
The automatic landing system is called FAIL PASSIVE if, in the event of any system failure, there is no significant out-of-trim condition or attitude and/or flight path
deviation, but the landing is not automatically completed and control must be resumed manually.
Although the engagement of the second AP might be possible with CAT3
SINGLE displayed, the automatic landing system is FAIL PASSIVE only.
FAlL OPERATIONAL Automatic Landing System (CAT3 DUAL)
The automatic landing system is called FAIL OPERATIONAL if, in the event of a
system failure below alert height, the approach, flare and landing can be completed by the operative part of the automatic landing system.
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Figure 35: Land Capability Conditions
Landing
Capacity
The Landing
Category
messages are
displayed on the
Flight Mode
Annunciator
(FMA). The
CAT1, CAT2,
CAT3 SINGLE
and CAT3 DUAL
messages are
displayed on the
Flight Mode
Annunciator
according to the
Landing
Capacities
computed by the
FMGCs.
CAPABILITY
CAPACITY
CATEGORY FMA DISPLAY
LAND 3 FAIL OP (FMGC OPP)

LAND 3 FAIL OP (CMD OWN)
LAND 3
FAIL OP
CAT 3
DUAL
LAND 3
FAIL PASSIVE
CAT 3
SINGLE
LAND 2
CAT 2
LAND 3 FAIL OP (MONG OWN)

LAND 3 FAIL OP (OPP)
LAND 3 FAIL PASSIVE (OPP)
LAND 3 FAIL PASSIVE (CMD OWN)
LAND 3 FAIL PASSIVE (MONG OWN)
LAND 2 (CMD OWN)

LAND 2 (MONG OWN)
LAND 3 FAIL PASSIVE (MONG OWN)
LAND 2 (MONG OWN)
LAND 3 FAIL PASSIVE (CMD OWN)
LAND 2 (CMD OWN)
LAND 2 (OPP)
LAND 3 FAIL OP (OPP)
LAND 3 FAIL PASSIVE (OPP)
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Figure 36:
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Figure 37:
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Figure 38: Electrical Supply
BUS BAR
A/C SYS
FMGC
MCDU
FCU
1
2
1
2
1
2
AC
DC
AC
ESS
DC
ESS
HOT
SHED
DC2
SHED
AC2
X
DC2
Lost in elec emer config.
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22-30 Autothrust
Autothrust
A/ THR Loop Principle
To perform the autothrust (A/THR) function, the thrust target computed by the
Flight Management and Guidance Computers (FMGCs) is chosen by the Flight
Control Unit (FCU).
Auto Flight
22-30 Autothrust
"CL": corresponds to a climb thrust.

Forward section:
"FLX/ MCT": corresponds to a FLeXible Take- Off thrust or a Maximum Continuous Thrust aft er an engine failure,
"TO/ GA": corresponds to a maximum Take- Off/ Go- Around thrust.
The ECUs compute the thrust limit which depends on the position of the thrust levers.
If both thrust levers are in the same detent, the thrust limit corresponds to this detent.
Then each FCU processor sends, along its own bus, the THR target to the Engine
Control Units (ECUs) via the Engine Interface Units (EIUs).
If both levers are not in the same detent, the thrust limit corresponds to the next
higher detent.
A/ THR Engagement
The FMGCs select the higher of the ECU1 and ECU2 thrust limits for thrust target
computation.
The engagement of the A/ THR function can be MANUAL or AUTOMATIC.

The A/THR is engaged MANUALLY by pressing the A/ THR pushbutton on the
FCU.
A/ THR Function Logic
This is inhibited below 100 feet RA, with engines running.
When it is engaged, it can be ACTIVE or NOT ACTIVE.
The A/ THR is engaged AUTOMATICALLY:

when the autopilot/ Flight Director (AP/ FD) is engaged in TAKE- OFF or GOAROUND modes,
or in flight, when the alphafloor is detected; this is inhibited below 100 feet RA
except during the 15 seconds following the lift- off.
To effectively have A / THR on the engines, the engagement of the A/ THR
is confirmed by a logic of activation in the ECUs.
A/ THR Disengaged
When the A/ THR function is DISENGAGED:
the thrust levers control the engines,
on the FCU, the A/ THR pushbutton light is OFF,
the Flight Mode Annunciator (FMA) displays neither the A/ THR engagement
status nor the A/ THR modes.
A/ THR Engaged and Active
Thrust Levers
The thrust levers are manually operated and electrically connected to the ECUs.
Note that the thrust levers never move automatically. Each lever has 3 sectors defined by detents and stops.
The thrust levers can be moved on a sector which includes specific positions:
Rear sector:
for idle reverse up to max reverse.
Center section:
"0": corresponds to an idle thrust,
Jun04/THTA
The A/ THR function can be ENGAGED or DISENGAGED.
When the A/ TH R function is ENGAGED, A/ THR is ACTIVE if:

at least, one thrust lever is between the "CL" detent (included) and the "0" stop
(included) and, at the most, one thrust lever is between the "FLX/ MCT" detent
and the "CL" detent, and if there is no engine in FLEX TO mode,
or if the alphafloor protection is active independently of the thrust lever positions.
Note that in case of one engine failure, the A/ THR activation zone becomes between the "FLX/ MCT" detent and the "0" stop.
Because the A/ THR function is active:

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the A/ THR system controls the engines,

on the FCU, the A/ THR pushbutton light is ON,
the FMA displays the A/ THR engagement status (in white) and the A/ THR
mode.
A/ THR Engaged and Not Active

When the A/ THR function is ENGAGED, A/ THR is NOT ACTIVE if:
Auto Flight
22-30 Autothrust
at least, one thrust lever is out of the A/ THR active area or both thrust levers are
above the "CL" detent or, at least one engine is in FLEX TO mode, with the alphafloor protection not active.
Because the A/ THR function is not active:
the thrust levers control the engines (as long as a thrust lever is outside the A/
THR active area),
the A/ THR pushbutton light is ON,
the FMA displays the A/ THR engagement status (in cyan) and the MANual
THRust rating.
Figure 1: Autothrust
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Modes
The A/ THR function computes a thrust target according to modes and their related reference parameters.
Auto Flight
22-30 Autothrust
When the alpha floor detection is no longer present in the FACs, the green message "TOGA LK" with an amber flashing box (LK for LocK) is displayed on the
FMA.
The alphafloor protection can only be cancelled through the disengagement of the
A/ THR function.
The reference can be:

a SPEED or a MACH NUMBER; in this case, the source is either the FCU (Value chosen by the pilot), or the FMGC itself,
a THRUST; in that case, the sources are either the ECUs (which compute the
thrust limit) when the thrust limit is needed, or the FMGC itself.
A/ THR Operation In Flight
The A/ THR modes are SPEED/ MACH, THRUST, RETARD which can be overpassed by the alphafloor protection.
The engines are controlled by the thrust levers.
The choice of the mode is automatically made by the FMGCs according to the active AP or FD vertical mode. This choice is based on a simple law: "Priority to the
speed control".
When the AP (with elevators) controls the aircraft speed, the A/ THR has to
control the engines by a fixed thrust demand (THRUST mode).
When the AP controls another aircraft parameter (e. g. altitude), the A/ THR
has to take care of the aircraft speed by a variable thrust demand to the engines (SPEED/ MACH mode).
Beside these two modes, RETARD is only available in automatic landing when
engine thrust has to be reduced to idle for the flare phase below 40 feet RA.
When no vertical mode is engaged, the A/ THR operates only in SPEED/ MACH
modes except:
when THRUST mode engages automatically in case of alphafloor,
when, A/ THR being in RETARD, if AP is disengaged, the A/ THR function remains in RETARD mode, the aircraft being on ground.
The aircraft is on ground and ready for Take- Off.

Neither the AP nor the A/ THR are engaged.
To Take- Off, the pilot sets the thrust levers to the TO/ GA stop or to the FLEX/
MCT detent if a flexible temperature is selected on a Multipurpose Control and
Display Unit (MCDU).
This engages the A/ THR function (but it is not active). At the thrust reduction altitude, a message on the FMAs indicates to the pilot that he has to set the thrust
levers into the "CL" detent.
As soon as the thrust levers are in the "CL" detent, the A/ THR is active.
If a thrust lever is set into the "CL- MCT" or "O- CL" area, a message on the FMAs
warns the pilot to set the thrust lever to the "CL" detent (White LVR CLB message
if "CL- MCT" area, amber LVR ASYM message if "O- CL" area).
The A/ THR remains active.
Then, the thrust levers remain in this position until the approach phase.
During automatic landing, before touch down, an auto call out, "RETARD", indicates to the pilot that he has to set the thrust levers to the "0" stop.
When he does it, the A/ THR disengages.
Alphafloor Protection
The A/ THR function protects against an excessive angle- of- attack.
This allows the automatic activation of ground spoilers if they are in armed condition.
The alphafloor signal is detected by each Flight Augmentation Computer (FAC).
Then, on ground, the pilot moves the thrust levers on the REVerse sector.
In case of excessive angle- of- attack or avoidance maneuver, the FACs send an
order to the FMGCs which activate the alphafloor protection.
Disconnection
The A/ THR automatically engages or stays engaged active and the engine thrust
becomes equal to the Take- Off/ Go- Around thrust for any thrust lever position. In
this condition, the green message "A. FLOOR" with an amber flashing box is displayed on the FMA.
Jun04/THTA
Besides the normal A/ THR operation, the A/ THR function is disengaged either
by a pilot action or in case of a system failure.

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The A/ THR function can be disengaged either by pressing at least one of the two
red instinctive disconnect pushbuttons on the side of the thrust levers or by pressing the A/ THR pushbutton on the FCU.
A/ THR disengagement can also be due to an external system failure.
When the A/ THR function is active, the actual engine thrust does not necessarily
corresponds to the thrust lever position.
Consequently, it is important to know what happens after an A/ THR disconnection:
Auto Flight
22-30 Autothrust
When the disconnection is made by the instinctive disconnect pushbutton the

thrust is immediatly adjusted to the thrust lever position.
In other cases, after FCU pushbutton disconnection, or failure:
When a thrust lever was in its detent, the thrust on the corresponding engine
is frozen at its last value just before the disconnection (Memo mode).
As soon as a thrust lever is moved out the detent, or if it was not in a detent,
the thrust on the corresponding engine is smoothly adapted to the thrust lever
position.
Figure 2:
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22-30 Autothrust
Figure 3: A/ THR Control & Indication
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Autothrust Engagement Conditions
A/THR Arming
A/THR may be armed active or disconnected according to the thrust lever position:
[TOGA- FLX/MCT] - - - - - - - - - - armed, never active.

[FLX/MCT-CL] - - - - - - - - - - - - -armed (all engine), active (engine out).
[CL-IDLE] - - - - - - - - - - - - - - - - -active.
[IDLE-REVERSE] - - - - - - - - - - -disconnected.
When autothrust is active, the FMGS commands the thrust according to the vertical mode logic, but uses a thrust not greater than the thrust commanded by the
position of the thrust lever. For example, when the thrust levers are set at the CL
(climb) detent, the FMGS can command thrust between idle and max climb.
Auto Flight
22-30 Autothrust
On ground:
By depressing the A/THR P/B on the FCU when the engines are not running
or.
By setting the thrust levers at the FLX or TOGA detent when the engines
are running.
In flight:
By depressing the FCU A/THR P/B while thrust levers are out of the active
range.
By setting the thrust levers beyond the CL detent or at least one thrust lever
beyond MCT detent while A/THR is active.
When not active (A/THR either armed or disconnected), the engines are operated
according to the thrust lever position.
A/THR Activation
The Autothrust System may be used alone or together with the AP/FD:
When used alone, without the AP/FD, the A/THR always controls the speed,
If the A/THR is used with the AP/FD, the A/THR mode depends on the engaged
AP/FD pitch mode:
If theAP/FD pitch mode controls avertical path (e.g.: V/S, FPA, ALT, G/S),
the A/THR controls the speed.
If the AP/FD pitch mode controls a speed (e.g.: OP CLB, OP DES), the A/
THR controls the thrust.
As part of the FMGC, the A/THR function is always driven by the master
FM GC.
The A/THR being armed is activated by:

Setting the thrust levers between CL and IDLE detents (all engines operative).
Setting one thrust lever between MCT and IDLE detents (one engine inoperative).
With A/THR active, A/C speed or thrust is automatically controlled. Except in

AL PHA FLOOR conditions, the thrust lever position determines the maximum N1
which may be commanded by the A/THR system. The thrust levers never move
automatically.
The A/THR being disconnected, is activated by pushing the FCU pushbutton while
the thrust levers are within the active range, including IDLE position.
A/THR Arming/Activation Conditions

Arming conditions of the A/THR are numerous. The most important ones are:
One FMGC operative.
One FAC operative.
Two ADIRS operative.
Two FADECs operative.
One channel of the FCU operative.
One LGCIU operative.
A/THR is not manually disabled (instinctive disconnect P/B has not been
pressed for more than 15 seconds).
Jun04/THTA
When setting both thrust levers to IDLE position, the A/THR disconnects but,
if the A/THR pushbutton on the FCU is pushed, the autothrust will be simultaneously armed and activated. Due to the thrust levers position, IDLE thrust
will be maintained.
Activation of ALPHA FLOOR regardless of A/THR initial status and thrust lever
position.
While A/THR is active:
If both thrust levers are set above the CL detent (all engines operative), or
the thrust lever of the operative engine is set above the MCT detent (engine
out), the A/THR reverts from active to armed. On the FMA, MAN THR is displayed and the A/THR annunciation turns blue. Thrust is controlled to the
current thrust lever position.

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lf both thrust levers are set below the CL detent (all engines operative), or
the thrust lever of the operative engine is set below the MCT detent (engine
out), a repetitive warning (amber caution/ single chime/ ECAM message: A/
THR LIMITED) is triggered every 5 seconds until levers are moved back
into the detent. A flashing LVR CLB (all engines operative) or LVR MCT (engine out) message is displayed on the FMA unless both levers are moved
back into the appropriate detent.
If one thrust lever is set out of the CL detent but within theA/THR active
range, A/THR remains active. An amber LVR ASYM msg is displayed on
the FMA together with an A/THR LIMITED warning on ECAM.
Auto Flight
22-30 Autothrust
A.FLOOR protection is available from lift-off down to 100 ft RH before landing.

This function is inhibited in engine out operation when FLAPS are not retracted.
A/THR Disconnection
Standard disconnection:
Depress the instinctive disconnect P/B on the thrust levers (immediately Sets
the thrust corresponding to the lever Position).
Set both thrust levers to IDLE detent.
Non-Standard disconnection (autothrust rearms automatically if at least one thrust
lever is set to TOGA):
Depress the A/THR P/B on the FCU while A/THR is armed/active or
Loss of one of the arming conditions.
When the radio altimeter is below 100ft. and the pilot sets both thrust levers above
the CL detent or one above the MCT detent, autothrust disconnects.
If the instinctive disconnect P/B is depressed for more than 15 sec, the A/
THR System is permanently disconnected for the remainder of the flight.
This means that all A/THR functions including ALPHA FLOOR are lost. Recovery is possible at next FMGC power up only.
Automatically, when alpha floor conditions are detected
As long as alpha floor conditions are met:
Alpha Floor
When the A/C angle of attack (AOA) exceeds a predetermined threshold, the
FACs transmit a signal to the FMGCs to engage A.FLOOR mode. A/THR commands TOGA thrust regardless of thrust lever positions.
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Auto Flight
22-30 Autothrust
TOGA LK mode tan only be disengaged by A/THR disconnection via either:
Depressing the instinctive disconnect P/B on the thrust Ievers.
Setting both thrust levers to IDLE.
Depressing A/THR P/B on the FCU.
If the instinctive disconnect P/B is depressed for more than 15 sec, A/THR
and A.FLOOR are lost for the remainder of the flight. Recovery is possible
only after FMGC power up.
Figure 4: FMGC-A/THR Engagement
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Auto Flight
22-30 Autothrust
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22-30 Autothrust
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Auto Flight
If both FACs are valid, FAC 1 controls the yaw damper, turn coordination, rudder
trim and rudder travel limit and FAC 2 is in standby.
General
YAW AXIS Control
The flight augmentation tasks of the FMGS are:
YAW Damper
Yaw Functions
When the autopilot is not engaged, the Elevator Aileron Computer (ELAC) calculates the yaw damper order with the normal law.
Yaw damping and turn Coordination.

Rudder trim.
Rudder travel limitation.
The yaw damper order calculated by the ELAC provides turn coordination, dutch
roll damping and engine failure compensation.
If both ELACs fail, only the dutch roll damping (alternate law) is computed by the
Flight Augmentation Computer (FAC) using the ADIRS data.
Flight Envelope Functions
PFD Speed scale management:

Minimum/maximum Speed computation.
Maneuvering Speed computation.
Alpha floor protection.
When the autopilot is engaged, the FAC calculates the yaw damper order except
in LAND mode where it is computed by the Flight Management and Guidance
Computer (FMGC).
When the AP is engaged:
Dutch roll damping law is provided by the FAC using ADIRS data.
Engine failure compensation fast law is provided by the FAC using the ADIRS
data in TO, GA or RWY modes only.
Turn coordination law computes the yaw order to the FMGC roll order.
Windshear Protection Function

Low Energy Warning Function
Flight Augmentation Computer
In LAND mode, the FMGC yaw order controls the yaw damper actuators via the
FAC.
The aircraft is equipped with two FACs. They interface either:

With the ELACs if both AP are disengaged or
with the FMGC if at least one AP is engaged.
Rudder Trim
Both FACs are automatically engaged at power up but may be disengaged or reset separately by the respective FAC P/B on the FLT CTL overhead Panels.
In case the FACs are disengaged but still valid, the flight envelope function remains active.
The FAC accomplishes its functions using independent channels:
Yaw damper.
Rudder trim.
Flight envelope.
Jun04/THTA
In the manual mode, the rudder trim is controlled by the RUD TRIM selector via
the FAC.
In the rudder trim auto mode, the FAC computes the engine failure compensation
and the turn coordination. When the AP is engaged:
The turn coordination law computes the yaw orders related to the FMGC roll
order.
Signals are simultaneously sent to the rudder trim actuator and the yaw damper actuators.
The engine failure compensation slow law orders are sent to the rudder trim
actuator.

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Auto Flight

The rudder travel limitation is computed by the FAC and sent to the Rudder Travel
Limiting unit.
The FAC Rudder Travel Limiting law computes this limit using the calibrated airspeed (Vc) provided by the ADIRS.

For flight envelope protection:
The FAC computers the various characteristic speeds for aircraft operation and
exzessive angle of attack deflection.
The characteristic speeds computed using the ADIRs, LGCIU, FMGC and SFCC
data, are displayed on the PFD. The alpha floor (exzessive angle of attack) detection is sent to the FMGC.
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Figure 1: YAW Control
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YAW Damping Functions

YAW Damping
The yaw damper function provides stabilization yaw axis and turn coordination.
In manual flight following functions are provided:
In roll normal law:
Yaw damping, turn Coordination: ELACs
Jun04/THTA
Auto Flight
In roll direct law:

Yaw damping: FACs
With AP engaged, following functions are provided:
Yaw damping, turn Coordination: FACs
Yaw damping during approach: FMGC
Yaw control for runway alignment in ROLL OUT mode: FMGC
Additionally, it assists rudder application after an engine failure (short term yaw
compensation).

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Auto Flight
Figure 2: YAW Damping
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Rudder Trim
The rudder trim function accomplishes the crew trim orders given by the manual
trim knob.
Auto Flight
With AP engaged, it accomplishes the FMGC orders and provides engine failure
recovery assistance in all FG modes (long term yaw compensation).
When the AP is engaged, the rudder trim is inoperative and master FMGC
interfaces with the FACs to ensure rudder trim function.
A rudder pedal deflection exceeding 10 out of trim disengages the AP.
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Figure 3: Rudder Trim
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This function provides limitation in rudder deflection as a function of aircraft speed
to avoid structural overloads.
Jun04/THTA
Auto Flight
lf rudder Iimitation function is lost in both FACs, the value of the rudder deflection
limit is frozen at second FAC function failure.
With slats extended, the value of the rudder limit deflection is automatically selected to the low speed setting.

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Auto Flight
Figure 4: Rudder Travel Limitation
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Auto Flight
Figure 5: Component Layout in Tail Cone Zone

Centering
Spring
Travel
Limitation Unit
Servo Control
ARTF Feel Solenoid

ART. Feel Spring
Trim Screwjack
Yaw Damper Transducer Unit
Trim Actuator
Yaw Damper
Return Spring Rod
Yaw Damper Act. (Yellow)

Yaw Damper Act. (Green)
Rudder Position
Transducer Unit
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Auto Flight
Controls
Displays
Each Flight Augmentation Computer receives inputs from its related pushbutton,
the rudder trim selector and the trim RESET pushbutton.
The Rudder Travel Limiting position is not displayed. Only its maximum stop positions are shown on the ECAM.
The RUD TRIM selector deflects the rudder.
Displays:
The characteristic speeds computed by the FACs are shown on the speed
scale of the Primary Flight Display (PFD).
The rudder trim position is displayed on the ECAM System Dispay and on the
rudder trim control panel.
The RESET pushbutton returns the rudder to the neutral position.
Figure 6: FAC Controls and Indications
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Auto Flight
Alpha- Floor and Windshear Detection
General
Alpha- floor protection and windshear detection are computed by the FAC or the
ELAC and sent to the FMGC.
The function of the Flight Augmentation Computer is independent of the FAC engagement pushbutton.
This function provides:
characteristic speeds on the PFDs through the Display Management Computers,
the speed limits to the FMGCs for autoflight,
the alphafloor detection to the FMGCs for autothrust engagement, if it is not
engaged,
low energy awareness.
This function protects the aircraft against excessive angle- of- attack.
The FAC compares the aircraft alpha (AOA) with the predetermined threshold
(function of the slat/ flap configuration). This threshold is decreased in case of
windshear. Beyond this threshold, the FAC transmits a signal to the FMGC to engage the autothrust function and apply full thrust.
The alpha floor protection is available from lift-off down to 100 ft RA in approach.
Alpha Floor is lost when one of the following combinations of failures occurs:
SFCC1 and FAC2 or
SFCC2 and FAC1 or
Both FCU channels or
1 EIU or
Both FMGCs.
Alpha-floor is lost under alternate or direct control law.
In addition, the FAC computes the weight and the center of gravity.
Speed Computation Display

The speeds computed by the Flight Augmentation Computer are sent to the Primary Flight Display and the speed limits to the Flight Management and Guidance
Computers.
In normal operation, FAC 1 data are displayed on the CAPT PFD and the FAC 2
data on the F/ O PFD.
If a parameter or the computer fails, the associated PFD is automatically switched
to the opposite FAC by the DMC.
If the air data source used by the FAC is different from that used by the DMC for
speed display, the message ADR DISAGREE appears on the ECAM.
Aerodynamic laws and the aircraft configuration parameters are used for the characteristic speed computation.
The computation principle is based on the fact that most of the speed data are a
function of the aircraft weight.
In flight, the FAC computes the weight with the ADIRS, FMGC and SFCC parameters and then, from the weight, it computes the characteristic speeds and the
center of gravity.
Jun04/THTA
If the aircraft is in clean configuration, the windshear compensation function is not

available. The ELAC will trigger alphafloor in two cases: alpha protection condition + side stick deflection > 14 degrees, or pitch angle > 25 degrees + side stick
deflection > 14 degrees.
A dual ADIRS failure results in the total loss of alphafloor detection.
Windshear Warning and Guidance System
Speed Computation
On the ground, the FAC uses the weight provided by the FMGC.
For A319 and for all A/C equipped with GPS primary, alpha-floor is inhibited in engine out operation when FLAPS 0.
Windshear warning function is implemented in the FAC. Once windshear conditions are detected, a visual WINDSHEAR red message will be displayed on the
PFD for at least 15 seconds and an aural WINDSHEAR WINDSHEAR WINDSHEAR warning will sound.
Provided the A/C is in take-off or landing configuration (CONFIG 1, 2, 3 or FULL),
the windshear warning function is available for:
Take-off - - - - - - - - - - - - Lift-off - 1300ft RA
Landing - - - - - - - - - - - - - - -1300 - 50ft RA
The windshear warning is computed by the FAC from following inputs:
Ground speed and wind direction/velocity.

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Auto Flight
Flight Envelope Data on PFD
A/C current AOA.

A/C configuration.
Radio altitude.
Speed Protection
The AP/FD windshear guidance function implemented in the FMGCs, is completely independent of the FAC windshear warning function (availability or detection).
The green overspeed protection symbol indicates the speed at which overspeed
protection becomes active.
Under windshear conditions, the basic SRS law is progressively adapted to control to the following survival strategy:
Control airspeed as long as positive vertical speed is possible.
Control altitude and lets speed decrease, until
AOA protection function engages (AP disconnects).
SPEED PROTECTION = (VMO + 6 kts / MMO + 0.01)
Windshear guidance function is available whenever:

AP/FD in SRS mode (thrust levers in the TOGA detent).
At least one AP/FD engaged.
Speed Trend
The yellow pointer starts from the speed symbol. The end of this arrow gives the
speed value which will be attained in 10 seconds if the acceleration or deceleration
remains constant.
This arrow appears only when greater than 2 knots and is removed when less than
1 knot. It is also removed in case of failure of the FACs.
Low Energy Awareness
Target Airspeed
Energy awareness is a software device which provides the crew with an aural
warning which indicates that it is necessary to increase thrust to recover a positive
flight path angle through pitch control.
This symbol is either magenta or cyan and gives the target airspeed value or the
airspeed corresponding to the Mach number.
The audio warning, "SPEED SPEED SPEED", is triggered before alphafloor and
depends on angle of attack, configuration deceleration rate, and flight path angle.
It is inhibited when radio altitude is greater than 2000 ft or when alphafloor is active or when the aircraft is in clean configuration.
Low Energy Warning

A low energy aural warning SPEED SPEED SPEED repeated every 5 sec. indicates that the A/C energy becomes lower than athreshold value. This threshold
value is attained if an increase in thrust is necessary to recover a positive flight
path angle by pitch control.
Low energy warning function is available for:
FLAPS 2,3 and full - - - - - - - - - - - - - - - 100 - 2000ft RA
The low energy warning is computed by the FAC from following inputs:
A/C configuration.
Airspeed deceleration rate.
Jun04/THTA
The target airspeed value is the value computed by the FMGC in managed speed
mode (magenta) or manually entered on FCU for selected speed mode (cyan).
The target speed is a magenta double bar when associated with the ECON speed
range. Otherwise it is a magenta or cyan triangle.
When out of speed scale, the target speed value is displayed in numeric form below or above the speed scale.
ECON Speed Range

In descent mode, with the ECON mode, the selected speed symbol is replaced by
two magenta half triangles: upper and lower limits calculated by the FMGC.
They indicate the range of descent speed: +20 kt and -20 kt or Vmin or VLS which
ever is higher.
Minimum Selectable Speed VLS

It is defined by the top of an amber strip along the speed scale and computed by
the FACs.

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The VLS corresponds to 1.13 Vs during take- off or following touch and go. It becomes 1.23 Vs as soon as any flap or slat selection is made. It remains at this value until landing.
Above 20000 ft, VLS is corrected for mach effect to maintain 0.2 g buffet margin.
VLS information is inhibited from touch down up to 10 seconds after lift- off.
Auto Flight
Alpha Protection Speed

It is defined by the top of a black and amber strip along the speed scale.
It represents the speed corresponding to the angle of attack at which alpha protection becomes active.
This speed is computed in pitch normal law by the FACs.
Figure 7: Flight Envelope Data on PFD
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Auto Flight
Alpha Max Speed
It is available when the FLAP selector is in position 1.
It is defined by the top of a red strip along the speed scale.
It is computed by the FACs.
It represents the speed corresponding to the maximum angle of attack that may
be reached in pitch normal law.
VFE Next
This speed is computed in pitch normal law by the FACs.
Two amber dashes show the predicted VFE (Maximum flap extended speed) at
the next flap/ slat position.
Vmax
It is provided by the FACs and only displayed when the aircraft altitude is below
15000 ft.
It is defined by the lower end of a red and black strip along the speed scale and
determined by the FACs.
Vmax represents the lowest of the following values:
VMO (Maximum operating speed) or the speed corresponding to MMO (Maximum operating Mach)
VLE (Maximum landing gear extended speed)
VFE (Maximum flap extended speed)
Green Dot
This is the engine out operating speed in clean configuration.
It is displayed in flight only by a green dot.
It represents the speed corresponding to the best lift to drag ratio.
VSW
It is defined by the top of a red and black strip along the speed scale.
It represents the speed corresponding to the stall warning.
VSW information is inhibited from touch down up to five seconds after lift- off.
It is computed in pitch alternate or pitch direct law by the FACs.
Decision Speed V1
The decision speed V1 is shown by a cyan symbol.
It is manually inserted by the crew through the MCDU.
When out of indication range, it is digitally shown on the upper part of the scale. It
is removed after lift- off.
Minimum Flap Retraction Speed

This speed is represented by a green -F symbol.
It is available when the FLAP selector is in position 3 or 2.
It is computed by the FACs.
Minimum Slat Retraction Speed

This speed is represented by a green -S symbol.
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Auto Flight
Figure 8: Flight Envelope Data on PFD
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Auto Flight

General
The aircraft is equipped with a pilot interactive Flight Management and Guidance
System (FMGS) which provides predictions of flight time, mileage, speed, economy profiles and altitude. It reduces cockpit workload, improves efficiency and eliminates many routine operations normally performed by the pilots.
During cockpit preparation, the pilot inserts a preplaned rout from origin to destination via the Multifunction Control and Display Units (MCDUs). This route includes the departure, enroute waypoints, arrival, approach, missed approach and
alternate routes as selected from the NAV data base. The system generates optimum vertical and lateral flight profiles and predicted progress along the entire
flight path. Either FMGC performs all operations if one FMGC fails.
The pilot may modify any flight parameter on a short term basis (SPD, V/S,
HDG...) and the FMGS will guide the aircraft to the manually selected target.
There are two types of guidance:
Managed guidance:
The aircraft is guided along the preplaned route, vertical, lateral and speed/
math profile. This type of preplaned guidance is called Managed.
Predicted targets are computed by the FMGS.
Selected guidance:
Targets are selected on the flight control unit located on the pilots glareshield.
The decision to engage a selected or a managed guidance is always under
the control of the pilot.
Selected guidance has priority over managed guidance.
The FMGS tasks are divided in three main parts:
Flight Management (FM)

The FM part provides following functions:
Navigation.
Performance prediction and optimization.
Flight planning management.
Managed guidance computation.
Information display.
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Auto Flight
Components
Figure 1: FMGC Interface
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FMGC Modes of Operation
Each FMGC is linked to its own set of peripherals: MCDU, EFIS, RMP.
The FMGCs has three modes of operation:
Dual mode (the normal mode).
Independent mode. Each FMGC being controlled by its associated MCDU.
Single mode (using one FMGC only).
Dual Operation
This is the normal mode where both FMGC process their own information and exchange their computed data through a cross talk bus. One FMGC is declared as
master. FMGC 1 defaults to master unless FD2 only and/or AP2 are engaged.
Auto Flight
The FD1 P/B is on, the FMGC1 is master.

The FD1 P/B is off and FD2 P/B on, the FMGC2 is master.
If no AP/FD is engaged, A/THR is controlled by FMGC 1.
Independent Operation
This degraded mode is automatically selected by a major mismatch (e.g. database incompatibility, ops program incompatibility). Both FMGC work independently and are linked to onside peripherals.
An entry on one MCDU is transmitted to the onside FMGC only and affects onside
EFIS and RMP. To get similar AP/FD commands, same entries must be made by
the crews on both MCDUs.
All data inserted on any MCDU is transferred to both FMGC and to all peripherals.
Independent operation is indicated by INDEPENDENT OPERATION message on the MCDU scratchpad. On data pos monitor page there is no OPP
FMGC position displayed.
Master FMGC Logic
If one autopilot is engaged, the related FMGC is master:

It uses the onside FD for guidance.
It controls the A/THR.
It controls the FMA 1 and 2.
If two APs are engaged, FMGC 1 is master.
If no AP is engaged and
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Auto Flight
Single Operation
This degraded mode is automatically selected in the event of one FMGC failure.
All the peripherals are driven by the remaining FMGC.
When one FMGC fails an amber message OPP FMGC IN PROCESS appears on the corresponding MCDU.
The ND on the failed FMGC side has to be set to the same range and mode than
the ND on the operative FMGC side. Otherwise an amber message SELECT
OFFSIDE RNG/MODE is displayed on the ND.
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Auto Flight
Flight Planning
Flight Plan
The flight plan is defined by various elements which indicate the routes the aircraft
must follow with the limitations along these routes.
The elements are mainly taken from the data bases or directly entered by the pilot.
The limitations are mainly speed, altitude or time constraints originated by the Air
Traffic Control (ATC).
The function that integrates these elements and limitations to construct a flight
plan is called flight planning.
In addition to this, the Flight Management (FM) part provides the aircraft position
and the follow- up of the flight plan, this is called navigation.
Everything can be prepared prior to the take- off but can also be modified quickly
and easily during the flight operation.
In case of an FM problem, the remaining valid FMGC is used as sole source to
command both MCDUs and NDs after automatic switching.
Navigation Data Base

The navigation data base provides all necessary information for flight plan construction and follow- up.
The pilot will either select an already assembled flight plan (company route (CO
ROUTE)), or will build his own flight plan, using the existing data base contents.
This data base has a tailored coverage, updated every 28 days.
Some room is kept to allow manual entry of 20 navaids, 20 waypoints, 3 routes
and 10 runways.
The data base cannot be erased. However and as an option, the manually entered
data can be erased when the flight phase becomes DONE (i. e. aircraft on ground
for 30 seconds).
Two cycle data bases can be loaded and the selection is made automatically using
data from the aircraft clock or manually.
The data base loading into either FMGC is performed with the help of a portable
floppy disk data loader.
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Figure 2: Flight Planning
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Navigation
The navigation process provides the system with current aircraft state information
consisting of present position, altitude, winds, true airspeed and ground speed.
Auto Flight
Any level change in the vertical profile is initiated after a push action on a level
change selector, except for departure when the vertical profile is armed on ground
and will automatically be active after take- off phase.
This is achieved using inputs from the Inertial Reference Systems, Air Data sensors, Global Positioning Systems (GPS) if fitted, navigation radios, Aircraft Communication Adressing and Reporting System (ACARS) if fitted and FAC flight
envelope computation.
Position can be updated manually during the flight or automatically, on the runway
threshold at take- off for example.
Lateral Flight Plan

The lateral flight plan provides the sequential track changes at each waypoint within 3 main sections.
DEPARTURE: initial fix (origin airport), Standard Instrument Departure (SID)...
EN ROUTE: waypoints, navigation aids...
ARRIVAL: Standard Terminal Arrival Route (STAR), approach, missed approach, go around...
The lateral steering order can be followed by the pilot or the autopilot with the NAV
mode selected.
Vertical Flight Plan

The vertical flight plan provides an accurate flight path prediction which requires a
precise knowledge of current and forecast wind, temperature and the lateral flight
path to be flown.
The vertical flight plan is divided into several flight phases:
PREFLIGHT: fuel, weight and V2 insertions.
TAKE- OFF: speed management, thrust reduction altitude, acceleration altitude.
CLIMB: speed limit, speed management.
CRUISE: top of climb, cruise altitude, top of descent.
DESCENT: speed limit, speed management, deceleration.
APPROACH/ MISSED APPROACH/ GO AROUND: thrust reduction altitude,
acceleration altitude.
The vertical steering order can be followed by the pilot or the autopilot.
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Figure 3:
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Performance
The performance data base contains optimal speed schedules for the expected
range of operating conditions.
Several performance modes are available to the operator with the primary one being the ECON mode.
The ECON mode can be tailored to meet specific airline requirements using a selectable Cost Index (CI).
A Cost Index is defined as the ratio of cost of time to the cost of fuel.
The fuel quantity is given by the Fuel Quantity and Indication Computers (FQICs).
The speed and the thrust values associated with a given Cost Index are used to
determine the climb and descent profiles.
FUEL and TIME are the main "actors" in this particular part of the FM function and
direct the airline choice.
Display
According to the pilot selection on the EFIS control panel of the Flight Control Unit
(FCU), the flight plan is shown in relation to the aircraft position on the ROSE- NAV
or ARC modes.
The aircraft model is fixed and the chart moves.
The difference between the two modes is that the half range is available when the
Navigation Display (ND) is set to ROSE- NAV mode as there is only frontal view
when it is set to ARC mode.
In PLAN mode, the flight plan is shown, with NORTH at the top of the screen, centered on the TO waypoint.
Depending on the selected range, the aircraft may or may not be visualized on this
display.
The PLAN display can be decentered by scrolling the flight plan on the MCDU.
The Primary Flight Display (PFD) shows the FM guidance following engagement
of the AP/ FD lateral and vertical modes.
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Flight Management Operation
FM Functions
Lateral Principles and Guidance
The FM provides the following major functions:

Managed aircraft guidance.
Storage of navigation, aerodynamic and engine data with routine updating of
the navigation database on a 28-day cycle.
Means for insertion, storage and modification of a flight plan from the departure
runway to the destination runway via company routes or city pairs, SIDs,
STARs, airways and pilot defined waypoints.
Calculation of the aircraft position and transmission of this information for display on the ND and on the MCDU.
Transmission of data to generate a map of the route on the ND including relative positions of pertinent navaids, waypoints, airports, runways, etc.
Automatic selection and tuning of DMEs or VOR/DMEs which will provide accurate calculation of the aircraft position. Automatic/manual select/tune capability for the displayed navaid via the MCDU for display on the NDs.
Capability to transmit pitch, roll and thrust commands to the FG part of the
FMGC to fly an optimum vertical schedule for climb, cruise, descent and approach, while at the same time following the lateral flight plan.
Predictions such as optimal speeds, estimates of fuel consumption and
weights, predictions of time, fuel, weight and distances at specific waypoints,
destination and alternate. It also covers computations for optimum and maximum altitudes and the approach speed schedule.
The basic function is to compute an accurate position and to provide the crew with
a reliable accuracy level computation. To do so, the FM part of the FMGS performs the following tasks:
Position computation.
Navigation mode selection.
Evaluation of position accuracy.
Radio Navaid selection.
Typical FM Operation
Each FM computes its own radio position using its FM selected navaids, which
may be:
DME/DME
VOR/DME
DME/DME/LOC
VOR/DME/LOC
LOC (to correct crosstrack error during ILS approach).
Includes:
Review of aircraft status and check of navigation database validity.
Route selection to destination and alternate via Company route or city pairs.
Present position initialization and operation.
Review and revision of altitude, speed and time constraints at specific waypoints.
Insertion of weight, fuel data and atmospheric data for computation of the optimum vertical schedule.
Review of engine-out lateral and vertical parameters.
Selection of performance
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Insertion of V-speeds and review of take-off data.
A cross track error and related guidance signals are computed, allowing the airplane to accurately follow the flight plan.
Position Computation
Each FM computes its own aircraft position (FM position) from the MIX IRS position and either the GPIRS position or the computed RADIO position.
MIX IRS Position
Each FM receives all three IRS positions and computes a mean weighed average
position called the MIX IRS position. In the event of an IRS failure, each FMGC
reverts to use only one IRS (onside IRS or IRS 3).
A reasonableness test is continuously achieved on each IRS position and velocity.
If the test fails, the corresponding IRS is rejected.
RADIO Position
In the event of a failure, each FM may use offside selected navaids for position
computation.
The radio data is used by the FM for position calculation if the reasonableness test
on DME and VOR data are satisfied.

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GPS Position
GPS information from both GPSSU is acquired by each IRS and continuously
monitored through the RAIM function (Receiver Autonomous Integrity Monitoring).
Each IRS then computes its own hybrid GPIRS position. If one GPSSU fails, the
IRSs use the remaining GPSSU.
Each FMGC selects one of the 3 GPIRS positions depending on their figure of
merit with following priority:
1. OWN GPIRS position
2. GPIRS position 3
3. OPP GPIRS position
If integrity requirements and selection criteria are met, GPS is defined as GPS
PRIMARY and selected for FM position update. GPS PRIMARY is then displayed on the ND and MCDU PROG page.
Auto Flight
During ILS approach:

The crosstrack error is corrected with a temporary localizer update.
BIAS:
Each FM computes a vector called BIAS between the MIX IRS and the RADIO
or GPIRS position.
This BIAS is continuously updated, provided a GPIRS or a RADIO position is
available.
If no GPIRS or RADIO position is available, the BIAS is memorized and will be
used to compute the FM position which equals the MIX IRS position plus memorized BIAS.
Manually update of the FM position will also update the BIAS.
If the GPIRS data do not comply with the integrity requirements and selection criteria, GPS is rejected and FM reverts to IRS/RADIO navigation mode. GPS PRIMARY LOST is then displayed on the ND and the scratchpad of the MCDU.
GPS may also be manually deselected on the SELECTED NAVAIDS page. In this
case GPS IS DESELECTED is displayed on the MCDU scratchpad 80 NM before T/D or at transition to approach phase.
Predictive GPS
This function predicts the availability of GPS PRIMARY within & 15 minutes of
ETA at destination or at any crew selected waypoint or time. Predictions are displayed on the PREDICTIVE GPS page, where also up to 4 satellites can be deselected at a time.
FM Position
At flight initialization:
Each FMGC displays an FM position that is a mix lRS/GPS position (GPIRS).
At take-off:
The FM position is automatically updated to the F-PLN inserted runway threshold position.
In flight:
During flight, the FM position approaches the GPIRS or RADIO position (if
GPIRS is rejected/not available) at a rate depending of the A/C altitude.
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Figure 4:
Auto Flight
Navigation Modes
The FMGCs update their position using GPIRS or RADIO position (if GPIRS is rejected/not available). One out of five different navigation modes is selected according to following priority order.
The FM automatically selects the most efficient navigation mode and tunes the
best available navaids to optimize the FM position accuracy.
Evaluation of Position Accuracy

Estimated Position Error (EPE)
The EPE is a continuosly computed estimate of the FM position drift in function of
the current navigation mode.
NAV ACCUR Level

To determine the navigation accuracy level, the EPE is continously compared to
the position accuracy criteria as defined by airworthiness authorities for the various flight areas:
Required Navigation Performance
Flight Area
Accuracy Criteria
En Route
3.41 NM
Terminal
2.07 NM
Approach
VOR/DME 0.61 NM
Other Cases 0.36 NM
ESTIMATED position error, REQUIRED position accuracy and navigation ACCUR level are displayed on the MCDU PROG page.
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GPS PRIMARY (ND, MCDU PROG page):

GPIRS is selected for FM position update and the FM navigation mode is lRS/
GPS. Under this condition, the EPE is always below the required position accuracy and the NAV accuracy level is HIGH.
GPS PRIMARY LOST (ND, MCDU scratchpad):
GPIRS information is lost or rejected for FM position update.
The navigation accuracy must not necessarily downgrade as the EPE might
still be below the required position accuracy.
NAV ACCUR DOWNGRAD (ND, MCDU scratchpad):
GPS PRIMARY is not available, the EPE has exceeded the required position
accuracy and the NAV accuracy level downgrades from HIGH to LOW.
NAV ACCUR UPGRAD (ND, MCDU scratchpad):
GPS PRIMARY is not available, the EPE has fallen below the required position
accuracy and the NAV accuracy level is upgraded from LOW to HIGH.
Auto Flight
Figure 5:
Radio Navaid Selection

The FM part of the FMGS manages the autotuning of various navaids used for display and radio position computation. The FM derived tuning list may comprise a
maximum of 4 navaids (1 navaid for display, 1 or 2 for position update and 1 ILS/
DME for display and LOC update) which are displayed on the SELECTED NAVAIDS page.
All navaids automatically tuned must meet the Figure of Merit criteria stored in the
Nav Database:
Fig of Merit
Range
Up to 40 NM and A/C below FL120
Up to 70 NM and A/C below FL180
Up to 130 NM
Up to 250 NM
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Figure 6: FM Radio Nav Manual Tuning
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Figure 7:
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Vertical Principles and Guidance
Auto Flight
Figure 8:
The FM optimizes the aircrafts vertical schedule based on preflight data entry and
stored performance data. Entered preflight data must comprise take-off weights,
cruise flight level, cost index, center of gravity, flight plan, crew entered restrictions
and weather data. In managed mode the A/C follows the vertical profile and will
meet speed and altitude restrictions.
Flight Phases
The vertical flight plan is divided into successive flight phases which sequence
upon specific conditions. For each flight phase, the FMGC computes an optimum
speed or mach profile as a function of the vertical F-PLN data and performance
criteria. Speed profile and flight phase are directly linked together.
Flight Optimization
The optimization function in the FM computes the following items:
Optimum target speeds for climb, cruise and descent called ECON SPD /
MACH.
Optimum FL for information purposes.
Optimum descent path from CRZ FL down to the destination runway.
The optimum target speed computed by the FMGC is based on following inputs:
Cost Index (Cl).
Cruise flight level (CRZ FL).
Grossweight, Grossweight CG, and Fuel Data.
Wind, Temperature, and Tropopause altitude.
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FMGS Cockpit Preparation
After the safety test of the computers, the FCU and the MCDU are energized and
Flight Director is automatically engaged.
Lateral
The STATUS page is displayed.
Status
First of all, the aircraft and the Flight Management and Guidance System (FMGS)
must be electrically supplied by pressing in the external power (EXT PWR) pushbutton.
Figure 9: FMGS Cockpit Preparation-Status
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Figure 10: A/C Status Page
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Initialization
INIT page A is obtained by pressing the INIT key on the MCDU.
The number of the company route is entered onto the scratchpad of the MCDU by
using the alphanumeric keyboard.
The company route can be defined by up to 10 characters.
In our example, it is KMSPKLGA01 from KMSP to KLGA (ICAO codes for Mineapolis St Paul and New- York La Guardia airports).
Once the company route has been inserted, the departure and destination airports
appear on the display automatically.
Note also, that the ALIGN IRS prompt has appeared.
The flight plan being defined, NAV is armed and indicated on the Flight Mode Annunciator (FMA) of the PFD and the LAT light comes on on the FCU.
If the pilot wants to insert a route, which does not belong to the data base,
he must give the origin and destination identifier in the FROM/ TO boxes. He
must then build up his route waypoint by waypoint.
The flight number (FLT NBR) is entered and inserted by using the alphanumeric
keyboard and the appropriate Line Select Key.
The alignment process is completed by sending the departure airport coordinates
to the Inertial Reference Systems. This is done by pressing the Line Select Key
adjacent to the ALIGN IRS prompt.
The tropopause (TROPO) altitude default value is 36090 ft, but may be
changed if necessary.
INIT page B is obtained from INIT page A by pressing the NEXT PAGE key on the
MCDU.
A Zero Fuel Weight (ZFW) of 55 tons is entered and inserted.
A BLOCK fuel of 10 tons is entered and inserted.
The BLOCK entry initiates a fuel prediction computation.
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Figure 11: FMGS Cockpit Preparation-Initialization
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Figure 12: Cockpit Preparation-Initialization
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Figure 13: INIT A/B Page
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Runway Change
Flight plan page A is then displayed.
The active runway is different from the one included in the company route. Therefore, the designated origin runway needs to be changed before inserting the critical speeds for Take- Off.
On this page, the Line Select Key, adjacent to the runway (KMSP11L) contained
in the company route, is pressed.
The runway included in the company route is 11L and the active one is 29L.
This selection, called a lateral revision, from the current runway gives you access
to the LAT REV page at origin.
To change the runway in the flight plan, the F- PLN key is pressed first on the
MCDU.
From it, and by pressing the Line Select Key adjacent to the DEPARTURE prompt,
you get access to the departure data.
Figure 14: FMGS Cockpit Preparation-Runway Change
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Runway Change (Continued)
A second DEPARTURE page appears and allows selection of the Standard Instrument Departure for runway 29L.
A first DEPARTURE page with available runways (RWYs) appears.

As you can see, runway 11L and its associated Standard Instrument Departure
(SID) are preferential data of the company route. They are displayed in green because they are active. The remaining options are displayed in blue.
Runway 29L is selected by pressing the adjacent Line Select Key.
Auto Flight
On this page, yellow data indicates that the selections are temporary until their insertion into the flight plan.
By pressing the Line Select Key adjacent to the INSERT prompt, insertion is done
and the revised flight plan page is displayed.
Figure 15: FMGS Cockpit Preparation-Runway Change (Continued)
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Figure 16: Departures Pages
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FMGS Cockpit Preparation
Auto Flight
A flexible Take- Off temperature of 54 degrees is entered and inserted.
Performance
Flaps retraction speed (F), slats retraction speed (S) and Green dot speed (O) are
computed by the Flight Management and Guidance Computer (FMGC) from the
Take- Off Gross Weight if it is available, otherwise dashes are displayed and no
computation is provided.
TAKE OFF page is obtained by pressing the PERF key on the MCDU.
They are displayed in green and can not be modified through the TAKE OFF page.
Given values on the RTOLW (Regular Take- Off and Landing Weight charts) are:
V1: 132 knots (Critical engine failure speed),
VR: 144 knots (Rotation speed),
V2: 147 knots (Take- Off safety speed).
TO SHIFT: It is used to take into account a runway length change for an accurate
FM position updating at Take- Off power setting.
Vertical Functions
The given critical speeds for Take- Off are entered and inserted.
The V1 and V2 speeds have appeared on the speed scale of the PFD, and
speed managed function is active on the FCU as indicated by its related
white light.
FLAPS/ THS: Reminder for the flaps and Trimmable Horizontal Stabilizer positions.The thrust reduction (THR RED) altitude and the acceleration (ACC) altitude
depend on the runway. They have a common default value (in this example, 2340
ft) but may be modified.
Figure 17: FMGS Preparation-Performance
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Performance (Continued)
First cleared altitude is 6000 feet.
A new acceleration altitude of 4500 ft is entered and inserted.
Provided that the altitude selected on the FCU is higher than the acceleration altitude, the white level change light on the FCU comes on and the climb (CLB)
mode becomes armed.
Pilot entries and modifiable data are displayed in large font. Default, computed and non modifiable data are displayed in small font.
From the Standard Instrument Departure, you know the first altitude and this must
be set on the FCU.
CLB mode will engage when reaching the acceleration altitude (if NAV mode is engaged).
Figure 18: FMGS Cockpit Preparation-Performance (Continued)
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Figure 19: Take-Off Page
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Figure 20: Flight Phase Display on PERF and PROG Pages
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Other FM Functions via MCDU Mode-Keys
This page is accessed by pressing the RAD NAV key on the MCDU.
Radio Navigation
The FMGC has automatically selected the first encountered VOR/ DME for NAV
updating purposes, and the ILS associated with the selected runway for guidance
purposes.
A radio navigation aids check must be performed on the RADIO NAV page before
departure.
The FMGS cockpit preparation is completed.
Figure 21: FMGS Cockpit Preparation-Radio Navigation
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Figure 22: Radio NAV Page
Figure 23: DIR TO Page
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EFIS Display
Auto Flight
Figure 24: Display on PFD
Flight Management (FM) Display on PFD

The Primary Flight Display (PFD), as main guidance instrument, displays the data
computed, or inserted on the Multipurpose Control and Display Unit (MCDU).
This data can be the target speed and the altitude constraint in managed guidance
modes, V1 and V2, Decision Height (DH) or Minimum Decision Altitude (MDA) in
approach.
At the top of the PFD, the Flight Mode Annunciator (FMA) provides the pilot with
the DH or the MDA.
The speed scale displays the Flight Management data such as the target speed
and V1.
The altitude scale displays the altitude constraint from the Flight Management
(FM) part and the linear vertical deviation with respect to the FM theoretical vertical flight plan (F- PLN).
Landing field elevation is also indicated by a blue horizontal bar on the altitude
scale.
The Flight Management (FM) guidance is associated to the Flight Guidance
(FG) modes (NAV, CLB, DES).
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Auto Flight
Flight Management (FM) Display on ND

The Navigation Display (ND) works in five different modes selected on each Electronic Flight Instrument System (EFIS) control panel of the Flight Control Unit
(FCU).
In ROSE- NAV, ARC and PLAN modes, the ND displays the flight plan computed
in the FM part at a scale defined by the range selected on the EFIS control panel
of the FCU.
The ND represents basically: the aircraft position, the flight plan data, the range
selected on the FCU and autotuned navaids.
The aircraft position is fixed in all display modes except in PLAN mode
where it moves along the flight plan.
There is correspondance between the flight plan displayed on the ND and the
MCDU flight plan (F- PLN) page if no scrolling has been done on this page.
The TO waypoint is displayed in white, the rest of the flight plan line and waypoints
being displayed in green.
The TO waypoint characteristics are displayed at the top right hand corner of the
ND:
ident (in white) and bearing (in green),
distance to go (in green),
Estimated Time of Arrival (in green).
A crosstrack deviation, if any, is also provided, in green, on the left or right hand
side in nautical miles.
Wind speed and direction, Ground Speed (GS) and track are computed by
the FM part and transmitted to the Display Management Computers (DMCs)
which also receive the same data from the Air Data and Inertial Reference
Units (ADIRUs).
Radio navaids are displayed in cyan when they are autotuned by the FM part.
Specific symbols can appear, along the flight plan, corresponding to some maneuvers such as Start of Climb (S/ C) in white, Top of Climb (T/ C) in cyan, Top of Descent (T/ D) in white, holding pattern and turn procedure.
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Figure 25: Display on ND
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Data Base Display P/ Bs
By pressing these five interlocked pushbuttons (WPT, VOR. D, NDB, ARPT and
CSTR), different information from the navigation data base is available and will be
displayed in magenta.
Auto Flight
When the NDB pushbutton is pressed, all Non Directional Beacon station locations in the related range are transmitted to the ND to be displayed.
When the ARPT pushbutton is pressed, all airport locations available to the aircraft, in the related range, are transmitted to the ND to be displayed.
Note that these options are exclusive and the priority is given to the last which has
been selected.
When the CSTR pushbutton is pressed, all speed and altitude constraints (if any)
on one or several waypoints, are transmitted to the ND to be displayed.
When the WPT pushbutton is pressed, all waypoint locations in the related range
are transmitted to the ND to be displayed.
For example, the constraint on the BGN waypoint are:

an altitude at or below the flight level 180, and
a speed at or below 250 kts.
When the VOR. D pushbutton is pressed, all VOR and/ or DME stations locations
in the related range are displayed on the ND.
Figure 26: Data Base Display P/Bs
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Flight Management (FM) Source Switching
Auto Flight
Figure 27: Source Switching
In normal setting (FM normal operation), each PFD and ND, via each related Display Management Computer (DMC), displays EFIS data from the onside Flight
Management (FM) part.
If an FM has failed, a white "OPP FMGC IN PROCESS" message is displayed in
the corresponding MCDU scratchpad showing an automatic switching to FM single operation.
The PFD display remains operational.
The ND display also remains operational provided the selected range and mode
is identical on both NDs.
In other cases, a red "MAP NOT AVAIL" message is displayed on the corresponding ND, with an amber "SELECT OFFSIDE RNG/ MODE" request.
MCDU Failure
If a Multipurpose Control and Display Unit (MCDU) failure occurs on side 1 or 2,
as long as the transmitting FM is healthy, the transmission to the EFIS continues
despite the loss of this MCDU.
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Data Base Loading

General
Every 28 days, a new navigation data base must be loaded into each Flight Management and Guidance Computer (FMGC) with the help of a portable floppy disk
data loader.
In fact, the floppy disk received by the company contains 2 navigation data bases:
One corresponds to the present period of 28 days and the other to the next period.
During the operation, the two data bases are loaded.
The operation must be performed independently for each FMGC.
The data base loading can also be used during maintenance operations as it enables some Flight Management (FM) problems to be solved (for example, missing
information on MCDU FM pages).
The basic loading (with the portable floppy disk data loader) can be performed into
either FMGC 1 or FMGC 2.
Do the data base loading procedure again with the second FMGS.
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Figure 28:
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Figure 29:
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Crossloading Description
The crossloading allows an FMGC to transfer its valid navigation data base to the
other FMGC through the crosstalk busses by simple MCDU selection.
The objective of the crossloading is:
to reduce loading time for periodic updating of navigation data base.
to avoid the use of a portable data loader in case of replacement of an FMGC.
Auto Flight
The crossloading is initiated from either MCDU 1 or MCDU 2 (depending on which

FMGC contains the valid navigation data base), via the ACTIVATE CROSSLOAD
prompt on the AIRCRAFT STATUS page.
The ACTIVATE CROSSLOAD prompt is displayed when the following is true:
the active flight phase is either PREFLIGHT or DONE,
the FMGCs work in independent operation, meaning that the navigation data
base loaded in one FMGC is different from the other one.
Figure 30: Crossloading Description
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Crossloading Operation
Pressing the line select key associated to the ACTIVATE CROSSLOAD prompt
identifies the transmitting FMGC.
In this example, the transmitting FMGC is FMGC 1.
The CONFIRM CROSSLOAD prompt is displayed on the AIRCRAFT STATUS
page of MCDU 1 and the AIRCRAFT STATUS PAGE of MCDU 2 is blanked.
As soon as the CONFIRM CROSSLOAD prompt is selected, the crossloading begins.
While crossload is in process, the current percentage of crossload completion is
displayed on both MCDUs.
Upon successful completion of the crossload, both MCDUs revert to the AIRCRAFT STATUS page.
The CROSSLOAD COMPLETE message is displayed in the scratchpad of each
MCDU.
Crossloading Operation (Continued)

The crossload may be unsuccessful.
The CROSSLOAD ABORTED message is then displayed in the scratchpad of
each MCDU and the NAV DATA BASE LOAD INCOMPLETE message is displayed on the MCDU associated to the receiving FMGC (in this example, MCDU
2).
This may occur:
if flight phase transitions from PREFLIGHT or DONE to another phase occur
while crossload is in process,
following a failed or incomplete data base loading operation.
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Warnings and Caution

Figure 31: Warnings and Caution
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Only one channel is active at a time, the other is in standby. If both channels fail,
all FCU controls are inoperative: AUTOTHRUST, AP/ FD 1 and AP/ FD 2 are not
available.
Flight Control Unit Description/Operation
Display
General
This description only deals with the central part of the Flight Control Unit (FCU).
In general, the FCU provides the short term interface between the crew and the
Flight Management and Guidance System.
The FCU is the main interface to engage functions and guidance modes and to
select parameters.
In fact, there is one FCU PANEL which controls two identical processing
channels: FCU 1 and FCU 2.
Here are listed some examples of function engagement, selection of required

guidance modes and flight parameters.
The FCU allows:
engagement of autopilots, Flight Directors and autothrust,
selection of guidance modes; e. g. heading, Vertical Speed or track, Flight Path
Angle,
selection and display of the various guidance targets whenever a manual selection is required (SPD - HDG - TRK - V/ S - FPA - ALT).
Figure 1: General Display
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Speed/ Mach Reference Control Knob
Auto Flight
The appropriate indication (SPD or MACH) is then displayed.
The speed/ Mach reference control knob can be pushed or pulled. It is springloaded to neutral. It can also be turned.
Pulled
When pulled, the FMGC uses a selected reference speed which is displayed on
the FCU. The associated MANAGED SPD/ MACH DOT light is off.
If the speed window was previously dashed, the value which appears is generally the last managed reference speed.
If not, there is no change in the window.
Turned
When turned, it changes the displayed speed.
If a speed was previously displayed, the selected reference speed is modified.
If the speed window was previously dashed, the first click changes the dashes
into the managed reference speed. When turned more, this value changes.
If the knob is not pulled within 45 seconds the display reverts to dashes.
Pushed
When pushed, dashes are displayed and the associated MANAGED SPD/ MACH
DOT light comes on.
The FMGC uses a managed reference speed.
If dashes are displayed, there is no change.
If a speed was previously displayed, dashes appear and the light comes on.
The reference becomes a managed speed.
For Take- Off, Go- Around and expedite, the FMGS automatically uses
memorized speeds such as V2, VAPP and Green dot.
Dashes are displayed and the light is on.
Speed/ Mach Switching

The speed/ Mach pushbutton is only active when a value is displayed in the speed
window.
In all cases, the speed/ Mach switching is automatic.
The pilot can only perform the switching using the speed/ Mach pushbutton when
the reference is selected.
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Figure 2: Speed/Mach Reference Control Knob-Speed/Mach Switching
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Heading/ Track Lateral Control Knob

The lateral control knob can be pushed or pulled. It is spring- loaded to neutral. It
can also be turned.
The LAT window displays a value when heading or track mode is active or when
a heading or track preset has been performed. It is dashed in all other cases.
The light is on when a managed lateral mode is armed (e. g. NAV, RWY, LAND...)
Pulled
When pulled, heading or track mode engages with a reference displayed on the
FCU. The associated light is off.
If the LAT window was previously dashed, the value which appears is the
present heading or track.
If not, there is no change in the window.
Turned
When turned, it changes the displayed heading or track.
If a heading or track was previously displayed, the selected reference is modified.
If the LAT window was previously dashed, the first click changes the dashes
into the present A/ C heading or track. When turned more, the value changes.
If the knob is not pulled within 45 seconds the display reverts to dashes.
Pushed
When pushed, the navigation mode is armed.
During the arming phase, the heading or track is displayed until interception of the
flight plan.
Then, dashes will replace the heading or track.
During the arming and active phases, the light is on.
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Figure 3: Heading/Track Lateral Control Knob
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Altitude Selector Knob

The outer knob has 2 selectable positions, 100 feet and 1000 feet.
The inner knob sets the altitude in the FCU altitude window with increments depending on the outer knob position (100 or 1000).
The inner knob can be pushed or pulled and is spring- loaded to neutral. It can also
be turned.
Pulled
When pulled, open climb or open descent mode engages if the displayed altitude
is different from the present aircraft altitude. The level change light is off.
Aircraft immediately climbs (or descends) towards the selected altitude.
Turned
When turned, the displayed altitude changes by thousands or hundreds feet, depending on the outer knob selection.
The selected altitude changes.
Pushed
When pushed, climb or descent mode engages if the displayed altitude (in the
FCU) is different from the present aircraft altitude. The level change is managed
and the level change light is on.
The ALT window always displays a target value selected by the crew. The
window is never dashed.
Metric Altitude Pushbutton

This METRIC ALT pushbutton is used to display the FCU altitude target in meters
on the lower ECAM display unit.
Note that the altitude target, on the FCU, is always in feet.
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Figure 4: Altitude Selector Knob/Metric Altitude Pushbutton
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Vertical Speed/ Flight Path Angle Control Knob

The Vertical Speed/ Flight Path Angle control knob can be pushed or pulled. It is
spring- loaded to neutral. It can also be turned.
Pulled
When pulled, Vertical Speed or Flight Path Angle mode engages with a reference
displayed on the FCU. The level change light is off.
If the associated window was previously dashed, the value which appears is the
present Vertical Speed or Flight Path Angle.
The range are:
between -9. 9 and +9. 9 for FPA,
between -60 and +60 hundreds of feet per minute (+/- 6000 ft/ min) for V/ S.
Turned
When turned, it changes the displayed Vertical Speed (or FLight Path Angle).
If the associated window was previously dashed, the first click changes the dashes into the present A/ C V/ S or FPA. When turned more, the value changes.
If the knob is not pulled within 45 seconds, the display reverts to dashes.
Pushed
Pushing the V/ S/ FPA rotary knob will command an immediate level off by engaging the V/ S/ FPA mode with a zero target as diplayed in the FCU window. FMA
annunciation will turn to ALT green when levelled off.
Any new setting of a V/ S or FPA (selector turned) will lead to A/ C movement accordingly.
Heading- V/ S/ Track- FPA Switching Pushbutton

This pushbutton allows selection of heading and Vertical Speed or track and Flight
Path Angle modes.
If any of the modes (HDG, V/ S, TRK, FPA) are active, pressing the pushbutton
changes the mode(s) into the corresponding one(s) (HDG TRK and V/ S FPA).
Pressing the pushbutton, changes the HDG V/ S into TRK FPA on the center of
the FCU and vice versa.
Note that the flight director symbology on the PFD changes and the flight path vector and the flight path director appears.
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Figure 5: Vertical Speed/Flight Path Angle Control Knob/Heading-V/S/

Track-FPA Switching Pusbutton
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Autopilot 1 & 2 Engagement Pushbuttons

The autopilot 1 or 2 can be engaged five seconds after lift off, by pressing the related pushbutton.
PRESSED ON: Autopilot engagement is confirmed by the three green bars
coming on.
PRESSED OFF: The related autopilot disengages.
Autothrust Engagement Pushbutton

When pressed on, the A/ THR pushbutton manually engages the autothrust function, provided the aircraft is not on the ground with the engines running.
PRESSED ON: Autothrust engagement is confirmed by the three green bars
coming on.
On ground, autothrust is automatically engaged when take- off is initiated
with the thrust levers.
PRESSED OFF: The autothrust function disengages.
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Figure 6: Autopilot 1&2, Autothrust, Expedite, Approach, Localizer

Engagement Pusbuttons
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Figure 7:
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EFIS Control Panel

The two EFIS control panels control and display, for each EFIS side (Capt and F/
O), the Primary Flight Display and Navigation Display (FD) conditions, and Navigation Display modes.
Figure 8: EFIS Control Panel
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MCDU Description
Auto Flight
Figure 9: Brightness Adjust Control/Alphanumeric Keys/Page Keys
General
The Multipurpose Control and Display Unit (MCDU) is the pilot interface with the
Flight Management function of the Flight Management and Guidance Computer.
It is also used as an interface with other aircraft systems.
The MCDU is mainly used for long term actions such as flight plan construction,
flight plan monitoring and revision.
Brightness Adjust Control

The brightness (BRT) knob allows the MCDU display brightness and keyboard illumination to be adjusted.
This knob does not permit the MCDU to be switched off.
Alphanumeric Keys
The alphanumeric keys are used to write data on the bottom line of the screen,
called SCRATCHPAD.
Page Keys
Each management function is shown on a specific display called a page. By pressing the related key, the corresponding page is displayed.
In this example, the DATA INDEX page has been obtained by pressing the DATA
key. This page allows access to the numerous data pages stored in the data base
and to define and view new data.
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Display Keys
Auto Flight
Figure 10: Display Keys
The six display keys comprise a NEXT PAGE key, two slew keys, an AIRPORT
key, a clear (CLR) key and an overfly (OVFY) key.
Next Page Key

The NEXT PAGE key is used to display one by one all the successive pages of
the last selected page key.
After the last page, the first one is presented again.
When two pages correspond to a page key, an arrow is displayed in the top
right- hand corner of the screen.
When there are more than two pages, the page rank is displayed.
Slew Keys
Some pages are too long to be displayed entirely on the screen. These pages are
identified with a symbol in the bottom right corner and can be scrolled up or down
by pressing the related slew key.
Another use of the slew keys is to increment or decrement certain values shown
on the screen. These values are identified by adjacent arrows.
Airport Key
Pressing the AIRPORT key allows flight plan pages to be shifted to the page containing the next airport along the flight plan.
CLR Key
The clear (CLR) key is used to clear data or messages displayed on the scratchpad and also to clear various parameters displayed on the screen.
OVFY Key
Pressing the overfly (OVFY) key allows overflight of the selected waypoint.
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Line Select Keys
Auto Flight
Figure 11: Line Select Keys/Annunciators
Line Select Keys (LSKs) are used to:

Insert, activate, modify or delete data in the adjacent line.
Select another page or make an action displayed in the adjacent data field.
Actions are identified by symbols, such as:
<
(withe)
New page called by pressing the adjacent LSK.
(amber)
FMGS function activation.
[]
(cyan)
May be inserted in this line.
(cyan)
To activate or select data.
Annunciators
There are three annunciators located on the lower part of the MCDU.
MCDU Menu
The display shows that the MCDU is linked to the Flight Management and Guidance Computer (FMGC) and Centralized Fault Display System (CFDS).
The MCDU MENU annunciator comes on white if a system linked to the MCDU,
requests the display.
In this example, the FMGC is the active system (indicated by the green color and
the absence of the prompt) on the MCDU but the CFDS requests the display.
At power up, the MCDU communicates in priority with the FMGCs.
FMGC
The FMGC annuciator comes on white to alert the crew that the FMGC has an important message to display while the MCDU is linked to another system.
In this case, any key can be pressed to return to the Flight Management related
display.
FAIL
The FAIL annuciator comes on amber in case of a MCDU failure.
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Display Layout
The MCDU display layout includes the title line, and the scratchpad where pilot entries are first made.
FMGC messages are also displayed on the scratchpad.
The 6 data field lines, displayed in large font, display either data from FMGC or
data entered by the pilots.
6 label lines, displayed in small font, contain the title of the data field just below.
Auto Flight
The data are then inserted into the suitable data field by pressing the corresponding Line Select Key, in this example the Line Select Key adjacent to the CO RTE
field.
When the Line Select Key is pressed, the FMGC checks the data for format and
acceptability.
If data is not accepted, a specific message appears in white on the scratchpad:
FORMAT ERROR or NOT IN DATA BASE or NOT ALLOWED or ENTRY OUT OF
RANGE.
Data Entry
To enter any data into the FMGC, the pilot must first write the data onto the
scratchpad using the alphanumeric keyboard.
Data entry in amber boxes is mandatory and white dashed lines indicate that
data will be calculated and displayed by the FMGC when it has enough information to do so.
The scratchpad is limited to a maximum of 22 characters.
Figure 12: Display Layout /Data Entry
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Color Mode
Titles, comments, dashes, symbols and minor messages are displayed in

white.
Non modifiable data or active data are displayed in green.
However, in temporary flight plan, the same data are shown in yellow until they are
validated by an insertion.
Auto Flight
The modifiable data and selectable data are displayed in cyan.

Mandatory data, boxes, required pilot actions and important messages are displayed in amber.
The maximum recommended Flight Level is indicated in magenta.
Data associated to the flight plan constraints are also indicated in magenta.
An asterix (*) displayed adjacent to the corresponding altitude or airspeed restriction is amber to indicate "missed" or magenta to indicate "made".
Figure 13: Color Mode
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Figure 14: FM Controls and Indicators
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Figure 15: AFS Components Location
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FMA Description
Auto Flight
ZONE 5: engagement status of guidance functions.
Each of the five zones has three lines:
General
Line 1 gives active modes.
Information about modes and engagement status of guidance functions, plus

some specific messages, are displayed on the Flight Mode Annunciator located at
the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is divided into five zones:
ZONE 1: A/ THR information,
ZONE 2: vertical API FD modes,
ZONE 3: lateral API FD modes,
ZONE 4: landing categories,
Line 2 gives armed modes.

Specific A/ THR messages are written in zone 1.
Advisory messages appear in line 3 of zones 2 and 3.
FREQUENT REFERENCE TO THE FMA INDICATIONS, WHICH ARE DRIVEN
BY THE MASTER FMGC, AS WELL AS A THOROUGH UNDERSTANDING OF
ALL STATUS, ARMED AND ENGAGED ANNUNCIATIONS, ARE ESSENTIAL
FOR THE SUCCESSFUL OPERATION OF THE AUTOFLIGHT SYSTEM.
Figure 16:
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Figure 17:
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Figure 18:
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TBD
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Auto Flight
Figure 1: AFS General & FIDS
AFS Maintenance System

General
The Auto Flight System (AFS) is a type 1 system, able to maintain a twoway communication with the Centralized Fault Display Interface Unit (CFDIU).
The line maintenance of the AFS is based on the use of the Fault Isolation and
Detection System (FIDS) active in the FAC 1 and of the Built In Test Equipment
(BITEs) located in the various AFS computers.
Access to the fault data is made through the MCD Us via the CFDIU.
Like for other systems, the CFDIU works in NORMAL mode and MENU mode
(See ATA 31- CFDS).
FIDS
The FIDS is a card physically located in each FAC. Both FACs are interchangeable, but only the FAC 1 FIDS is active due to the side 1 signal.
The FIDS is used as a system BITE to concent rate maintenance information.
The FIDS is linked in acquisition and reception to the CFDIU and is connected to
the BITEs of the various AFS computers. It receives commands from the CFDIU,
interprets these commands and transfers them, if applicable, to the various BITEs
concerned.
It receives malfunction reports from the BITEs, manages these reports, and, if applicable, consolidates the BITE diagnosis (Occurence, correlation,...) and generates a fault message which is sent to the CFDIU.
If the FIDS fails, the BITEs continue to work and the results can be read in
the shop or after FAC 1 change.
The NORMAL mode function is the same as in other systems.
In addition to the usual system report functions, the MENU mode enables access
to GROUND SCAN, AFS TEST and LAND TEST.
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BITEs
According to its internal architecture, each AFS Line Replaceable Unit has one or
several BITEs.
The basic purpose of a BITE is to detect, isolate, memorize failures (FCU and
MCDU BITEs only perform the detection task).
The failure detection is triggered by specific events listed in the maintenance manual.
Example of FG CMD triggering event: ILS own fail.
The failure localization corresponds to an analysis processed to identify the origin
of the failure.
FAC/ FM/ FG BITE

As the FAC and FG have a BITE in the command (CMD) and the monitor (MON)
sides, the fault analysis is generally made in each side and a synthesis is made in
the command side.
Each BITE memorizes the result of the analysis, the failure context, the flight leg
number, the time and date of each given failure.
Then the BITE sends the result of the analysis, with a maximum of two suspected
Line Replaceable Units in order of probability, to the FIDS.
FCU BITE
Each FCU BITE computes the maintenance status of its related part and permanently sends this maintenance data to the FG command part.
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Figure 2: AFS - BITEs, FAC/ FM/ FG BITE & FCU BITE
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MCDU BITE
The MCDU performs tests on its processor, memory and display unit.
If a failure is found by the MCDU BITE:
Auto Flight
the FAIL annunciator comes on and the display is blank,

the MCDU FAIL output discrete is set and sent to FG 1 and FG 2 command
parts.
Figure 3: AFS - MCDU BITE
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Ground Scan
The GROUND REPORT function displays failures recorded in the ground area of
the FIDS memory.
The PRESENT FAILURE SCAN function is used to isolate failures present when
the function is selected.
Auto Flight
to check an AFS Line Replaceable Unit before removal,

to check an AFS Line Replaceable Unit after installation,
to get troubleshooting data (even if t he test is OK).
LAND Test
The PROGRAM page is used by the manufacturer for development purposes.
The LAND TEST enables to test the availability of the LAND mode and equipment
required to obtain CAT 3.
AFS Test
There are several successive pages in which actions, checks and answers are requested from maintenance.
An AFS TEST is performed:

Figure 4: AFS - Ground Scan, AFS Test, Land Test
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Safety Tests
After long term power interruption, computers and control units of the AFS perform
safety tests also called power- up tests.
These tests are only performed on ground, except for the FCU which can perform
safety tests on ground or in flight.
During these tests, no action should be per formed on the system.

If a unit does not pass the safety test, the unit is declared failed and is unusable
and an ECAM message is displayed on the STATUS page.
The recommended conditions to perform safety test are:
Auto Flight
aircraft on ground, engines stopped, hydraulic power (G/Y) for FAC only,
pull the Circuit Breaker (C/B) of the involved computer (Both C/Bs for
FCU),
wait 15 seconds (7 minutes for FCU), then push the C/B of the involved
computer,
wait 1 minute for safety test execution.
Procedure
This AFS maintenance procedure has to be followed in the event of a pilot report
concerning the AFS.
Figure 5: AFS - Safety Tests & Procedure
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FMGC General
The Flight Management and Guidance Computer performs several tests to isolate
any system failure or failed component.
Auto Flight
The reading of the BITE contents of the FMGC through the GROUND REPORT
function gives the faulty component.
The tests performed by the FMGC are:

Power up test
MCDU test
IN Operation test.
As for the FMGC itself, its BITE is also split into two parts, one for the FM
function and the other for the FG function.
Power Up Test
the ground with engines stopped. It will be initiated too if the computer power supply has been cut off for more than four seconds under the same conditions.
In all cases the duration of the power up test is 120 seconds and only the FMGC
is tested.
Independently the FCU and the MCDU have their own power up test (own
conditions) which last respectively 10 and 45 seconds.
Once the power up test has been initialized, the following cockpit repercussions
occur:
On the ECAM status page:
The AP1(2) INOP message is displayed amber and disappears.
On the FCU:
The AP1(2) pushbutton and A/THR pushbutton flash once and triple click
sounds.
On the PFD1(2): FD1(2) is displayed on the FMA engagement status zone and
boxed during 10 seconds.
During aircraft power up test, in case of failure, here is an example of what can
happen on the ECAM.
On the F/O PFD, FD2 is no more displayed and FD1 appears.
The power up test is not OK. You have to dialog with the FMGC through the CFDS
in order to get more information about the failure.
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Figure 6: FMGC Test Logic
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MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground with engines stopped. The validity of all components can be checked.
All the MCDU test requests to the FM are send through the FIDS (FAC1) and FG
BITE.
In return FM failure detection is transmitted to the MCDU through the same way.
These tests are initiated from the MCDU.
AFS TEST used for:
Confirmation of an AFS LRU failure before removal.
Check of a correct installation and operation of a new AFS LRU.
Extraction of the status of AFS computer peripheral discretes from ARINC
input messages (SSM, non refresh and parity).
LAND TEST:
This test enables to check availability of LAND MODE, equipment and wirings required to obtain CAT Ill.
GROUND SCAN: (Dealt in AFS CFDS SPECIFIC PAGE PRESENTATION
documentation)
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
Here is an example of report given by the FG BITE during the AFS/TEST.
This is a class 1 failure (level 1).
In Operation Test
The in operation test is a cyclic test automatically performed when the system operates.
During in operation test, the validity of all components are checked except FWC1
and FWC2.
The pilot reports:
During Approach phase, loss of CAT Ill DUAL CAPABILITY.
Here is the message given by the FM BITE in the LAST LEG REPORT.
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FAC General
The Flight Augmentation Computer performs several tests to isolate any system
failure or failed component.
The tests performed by the FAC are:
Power up test,
MCDU test,
In Operation test.
The line maintenance of the AFS is based on the use of the fault isolation
and Detection System (FIDS). The FIDS card is physically located in each
FAC, only the card located In the FAC 1 being activated.
FlDS
The Fault Isolation and Detection System serves as the SYSTEM BITE.
It is connected to the CFDILJ and to the BITEs of the various AFS computers.
The FIDS receives command signals from the CFDIU, Interprets and transfers
them, if applicable, to the various BITEs concerned (both FACs, both FMGCs,
MCDUs, FCU).
It receives malfunction reports from the BITEs, manages these reports (including
memorization of failures in its memory), and, if applicable, consolidates the BITE
diagnosis and generates a fault message which is sent to the CFDIU.
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Figure 10: FAC Test Logic
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Power Up Test
Its duration is 5 seconds and the component tested is: Yaw damper actuator 1(2).
Electrical Power Up Test
Figure 11: FAC Power Up Test
The electrical power up test starts automatically at power up provided that the aircraft is on the ground and with engines stopped.
This power up test will be initiated too if the computer power supply has been cut
off for more than 4 seconds under the same conditions.
Its duration is 90 seconds and the components tested are: FAC 1(2), rudder trim
actuator, Rudder Travel Limiting actuator, yaw damper actuator 1(2).
Once the power up test has been initialized, the following cockpit repercussions
occur:
On the ECAM warning page:
AUTO FLT RUDDER TRIM 1(2) and AUT FLT RUD TRAV LIM 1(2) messages are displayed twice.
AUTO FLT YAW DAMPER 1(2) message is displayed once.
AUTO FLT RUDDER TRIM 1(2) and AUT FLT RUD TRAV LIM 1(2) messagesare displayed once.
On the FLT CTL panel:
The FAULT legend of FAC 1(2) pushbutton switch flashes and single chime
sounds.
During aircraft power up, in case of failure, here is an example of what can happen
on the ECAM.
On the FLT CTL panel, the FAULT legend of FAC 1(2) pushbutton switch is
on.
The power up test is not OK. You have to dialog with the FIDS through the CFDS
in order to get more information about the failure.
The reading of the FIDS memory through the GROUND REPORT function gives
the faulty component.
Yaw Damper Power Loop Power Up Test

The yaw damper power loop power up test starts automatically at power up provided that the aircraft is on the ground and hydraulically energized.
This power up test will be performed only if the electrical power up test is correct.
Jun04/THTA

Level 3 B1 B2
22-90-15
Training Manual
A320 Family
Auto Flight
MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground and with engines stopped.
All components are tested provided the three MCDU tests (AFS TEST, GROUND
SCAN and WINDSHEAR TEST) are performed.
Test selection on the MCDU causes transmission by the FIDS of a test request to the BITEs. The FIDS generates the different pages to be displayed
on the MCDU and dialogs with the BITEs to perform the test.
These tests, involving fault detection at the level of the FAC BITE, can be initiated
from the MCDU.
AFS TEST is used for:
Confirmation of an AFS LRU failure before removal.
Check of a correct installation and operation of a new AFS LRU.
Extraction of the status of AFS computer peripheral discretes from ARINCInput messages (SSM, non refresh and parity).
GROUND SCAN and WINDSHEAR TEST
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
Here is an example of report given by the FAC BITE during this test.
In Operation Test
The In Operation test is a cyclic test automatically performed when the system operates.
During In Operation test, all components are tested, except FAC 1/2 pushbutton
switches.
The pilot reports:
Rudder Travel Limiting 2 has been lost.
Here is the message given by the FAC BITE in the LAST LEG REPORT.
Jun04/THTA

Level 3 B1 B2
22-90-16
Training Manual
A320 Family
Auto Flight
Figure 12: MCDU/ In Operation Test
Jun04/THTA

Level 3 B1 B2
22-90-17
Training Manual
A320 Family
Auto Flight
Jun04/THTA

Level 3 B1 B2
22-90-18
Training Manual
A320 Family
Auto Flight
Jun04/THTA

Level 3 B1 B2
22-90-19
Training Manual
A320 Family
Auto Flight
TBD
Jun04/THTA

Level 3 B1 B2
22-90-20
Training Manual
A320 Family
Auto Flight
22-99 CFDS
22-99 CFDS
CFDS Specific Page Presentation
Last Leg Report
The philosophy of the LAST LEG REPORT is the same as the one described in
ATA chapter 31 ("CFDS REPORT"), but additional information is presented:
FAIL NO: Number of presented fault. This counter is reset at the start of each
flight.
OCCURENCE: Number of times the same failure occurs within the same flight.
ISSUED BY: Designates the computer which detected the fault. By selecting
this function you have access to the primary data of the analysis (TROUBLE
SHOOTING DATA page). The information presented on this page is the same
as that accessible by selecting the TROUBLE SHOOTING DATA function from
the AFS MAIN MENU page.
The last fault presented occured first during the last flight (FAIL NO 01).
Jun04/THTA

Level 3 B1 B2
22-99-1
Training Manual
A320 Family
Auto Flight
22-99 CFDS
Figure 1: Last Leg Report
Jun04/THTA

Level 3 B1 B2
22-99-2
Training Manual
A320 Family
Auto Flight
22-99 CFDS

The philosophy of the PREVIOUS LEGS REPORT is the same as the one described in ATA chapter 31 ("CFDS REPORT"), and additional information presented is identical to that presented in the LAST LEG REPORT.
Trouble Shooting Data

From the AFS/TROUBLE SHOOTING BITE SELECTION page generated by the
Fault Isolation and Detection System (FIDS) you can select the BITE that you wish
to examine.
FAC: Flight Augmentation Computer.

FG: Flight Guidance.
FM: Flight Management.
COM: Command side.
MON: Monitor side.
When the BITE has been selected, the Fault Isolation and Detection System
(FIDS) presents the content of the memories of this BITE starting by the most recent fault.
This content gives a CFDS level 3 information (engineering maintenance).
If other faults exist, they are accessible by pushing the NEXT PAGE key on the
MCDU.
Jun04/THTA

Level 3 B1 B2
22-99-3
Training Manual
A320 Family
Auto Flight
22-99 CFDS
Figure 2: Previous Legs Report
Jun04/THTA

Level 3 B1 B2
22-99-4
Training Manual
A320 Family
Auto Flight
22-99 CFDS
Fault Isolation Exercise
Here is an AFS fault detected by FAC1COM port.
Basically we have to start with an Last Leg Report.
Lets see the result of analysis in an example:
The way to reach more information (Trouble Shooting Datas) is described under
Last Leg Report.
Event 5
see Fig Event Number Table
COM (Lane)
6305, hexadecimal see Fig. Decoding Table
Snapshot datas
W1 - W5 (for engineering maintenance)
Figure 4: Event Number Table of FAC and FMGC
Jun04/THTA

Level 3 B1 B2
22-99-5
Training Manual
A320 Family
Auto Flight
22-99 CFDS
Figure 5: Rudder Travel Limiting System Functional Diagram
Jun04/THTA

Level 3 B1 B2
22-99-6
Training Manual
A320 Family
Auto Flight
22-99 CFDS
Ground Scan
Ground Report
The GROUND REPORT function enables the failures recorded in the ground area
of the FIDS memory to be displayed.
Two types of content can be displayed:
Normally, only the internal failures that occured on ground.
Or all internal and external failures found after selection of the PRESENT FAILURES SCAN function.
The content of this ground area is also erased during computer power up and engine start.
The ground area of the FIDS memory has the capacity to store the 3
most recent failures, the others being eliminated.
The option and the information displayed are similar to the LAST LEG
REPORT.
Present Failure Scan

The philosophy of the PRESENT FAILURE SCAN function is the same as the one
describe about GROUND SCANNING in ATA chapter 31 ("CFDS reports"), but results are presented in a different way (same as LAST LEG REPORT page).
The scan runs during 40 seconds, then the messages are displayed on the
GROUND REPORT page. A maximum of three failures, internal or external,
present at that time can be displayed.
Each processor (example: FMGC1 COM) can announce one failure only (the failure with the highest priority).
If 2 failures are present at same time No1 has to be solved first in order to announce No2 in a second PRESENT FAILURES SCAN report.
The PRESENT FAILURE SCAN function erases the ground contexts previously recorded, so it is highly recommended to display it by using first the
GROUND REPORT function.
Program
The three report options are not available for the operators. Only the manufacturer
can use them through an access code for development purposes.
The AFS/ PROGRAM page is independent from the ground scan function.
Jun04/THTA

Level 3 B1 B2
22-99-7
Training Manual
A320 Family
Auto Flight
22-99 CFDS
Figure 6: Ground Scan
Jun04/THTA

Level 3 B1 B2
22-99-8
Training Manual
A320 Family
Windshear Test
This test checks that the system transmits and presents:
Auto Flight
22-99 CFDS
Visual and aural indications of the WINDSHEAR warning (red WINDSHEAR

legend displayed on PFDs and WINDSHEAR three times announcement generated by the FWC).
Messages to indicate the loss of the function (WINDSHEAR DET FAULT on
the upper ECAM display).
Figure 7: Windshear Test
Jun04/THTA

Level 3 B1 B2
22-99-9
Training Manual
A320 Family
Auto Flight
22-99 CFDS
AFS Test
Land Test
An AFS TEST is performed:

to check an AFS Line Replaceable Unit before removal,
to check an AFS Line Replaceable Unit after installation,
to get troubleshooting data (even if the test is OK).
The LAND TEST enables to test the availability of the LAND mode and equipment
required to obtain CAT 3.
There are several successive pages in which actions, checks and answers are requested from maintenance.
Figure 8: AFS Test
Jun04/THTA

Level 3 B1 B2
22-99-10
Training Manual
A320 Family
Land Test Description and Operation
General
The purpose of this test is to check the capability of the involved systems to perform a CAT3 fail operational automatic landing. This test is available on the AFS
MENU page, obtained from the SYSTEM REPORT/ TEST page. This test checks
for possible category downgrading (CAT3 SINGLE, CAT2). By disengaging the
functions, the disconnections are tested with their associated warnings and category information on the Flight Mode Annunciator (FMA) of the Primary Flight Display (PFD). There are several successive pages in which actions, checks and
answers are requested from maintenance people. The principle is to trigger a
BITE analysis if the operator has pushed the line select key adjacent to the indication related to the fault detection and then to build a fault report and to display
it. If there is no fault detection, the test is finally declared "OK" at the last action.
The LAND TEST activation is possible without specific tools, on ground, engines
stopped, after selection on the MCDU of the line select key adjacent to the "LAND
TEST" indication. The LAND TEST can be stopped at any time, by pressing the
line select key adjacent to the "RETURN" indication. In that case, the TEST
CLOSE- UP page is displayed in order to end correctly the test before returning to
the AFS main menu.
Test OK
In this topic, the LAND TEST is presented, step by step, until the "TEST OK" page
is displayed. The "RETURN" option is always available by pressing the corresponding line select key. The actions, to be performed before starting the test, are
listed on the MCDU. The ADIRUs are set to NAV position on the ADIRS CDU. The
present position must be entered on the opposite MCDU. You must wait for the IR
alignment before starting the test. You have to confirm the start of the test. All the
thrust levers must be set to MCT detent. The APs must be disengaged by means
of the take- over and priority pushbutton switches located on the side sticks. The
FDs must be disengaged. The BLUE, GREEN and YELLOW hydraulic pressures
must be available. All FADEC ground power pushbuttons must be set to ON. CAUTION: Dont forget to set all FADEC ground power pushbuttons to OFF at the end
of this test. The Radio Management Panel (RMP) NAV switches must be set to
OFF position. The RAD NAV page must be displayed on the opposite MCDU. The
ILS frequency (109.9 MHz) and the ILS course (060) must be entered on the opposite MCDU. The STATUS page must be selected and displayed on the ECAM.
Auto Flight
22-99 CFDS
AP1 and 2 pushbuttons, located on the FCU, must be set to ON to check the display of the landing categories. The information, displayed on the Flight Mode Annunciator (FMA) section of the MCDU, must be compared with the information that
is expected on the
FMA (PFD). If you answer "YES", the CAT3 DUAL display is checked. When
ELAC1 and FAC1 are no longer supplied, the "triple click" aural warning must be
generated. The information, displayed on the Flight Mode Annunciator (FMA) section of the MCDU, must be compared with the information that is expected on the
FMA (PFD). If you answer "YES", the CAT3 SINGLE display is checked. ELAC1
must be again supplied. ELAC1 must be supplied again and ELAC2 must be
switched off. The A/ THR must be disengaged by pressing the instinctive disconnect switches. The information, displayed on the Flight Mode Annunciator (FMA)
section of the MCDU, must be compared with the information that is expected on
the FMA (PFD). If you answer "YES", the CAT2 display is checked. AP must be
disengaged and the AUTOLAND warning lights flash and the "cavalry charge" aural warning is generated. The test is in progress for 20 seconds. When the test is
finished, the page "TEST OK" is displayed.
Anomaly Detection
When an anomaly is detected, a fault report is displayed.
To obtain details about this anomaly, you have to select the line select key corresponding to a class number.
A print of this trouble shooting data may be done by pressing the line select key
next to the "PRINT" indication.
In case of right answer, you select the related line select key, "YES", if not, you
select the line select key adjacent to "NO". FD1 and 2, ILS1 and 2, A/ THR, APPR,
Jun04/THTA

Level 3 B1 B2
22-99-11
Training Manual
A320 Family
Auto Flight
22-99 CFDS
Figure 9: Land Test 1/2
Jun04/THTA

Level 3 B1 B2
22-99-12
Training Manual
A320 Family
Auto Flight
22-99 CFDS
Figure 10: Land Test 2/2
Jun04/THTA

Level 3 B1 B2
22-99-13
Training Manual
A320 Family
Jun04/THTA

Auto Flight
22-99 CFDS
Level 3 B1 B2
22-99-14
Training Manual
A320 Family
Study Questions
Auto Flight
22-Study Questions
22-00 General
1. Name the computers belonging to the AFS:
5. Name all tasks of each sub-unit.

FM:
FG:
2. Name all control-panels who are associated with the AFS.
6. Name all tasks of the FAC.
3. Which two sub-units contain the FMGC?
7. Which units get signals from FMGC? (B2 only)

4. Name all push-buttons, selectors and readouts at FCU.
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
8. Which units get signals from FAC?
9. Explain the control-principle of aircraft control.

MANUAL:
AUTOMATIC:
MANAGED (Longterm):
Study Questions
Auto Flight
12.Whats the meaning of the Flight Director (FD) system.
13.How are the autopilot steering outputs applied to

Aileron:
Spoilers:
Elevators:
SELECTED (Shortterm):
Rudder:
22-10 AP/FD
14.Nose Wheels: In which flightmodes is it possible ot engage both autopilots?
10.Whats the purpose of the AP-System?
11.Is it possible to engage the autopilot when the aircraft is on ground?
Oct03/THTA
15.What happens with the sidesticks and pedals when the autopilot is engaged?
(B2 only)

Level 3 B1 B2
Training Manual
A320 Family
16.What happens if the pilot uses sidesticks or pedals when the autopilot is engaged? (B2 only)
Study Questions
Auto Flight
20.The five columns of the FMA shows: (B2 only)

1st
2nd
3rd
17.What triggers both red AUTOLAND lights at the glareshield panel? (B2 only)
4th
5th
22-30 Autothrust
21.What is the purpose of the Automatic Thrust System (A/Thr)?
18.Aircraft on ground. How do you engage the flightdirector? When become the
bars active (visible)? (B2 only)
22.Name all stops and detents of the thrustlevers.

19.How to change the FD-bars to flight path director display? What does it show?
(B2 only)
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
23.When does the A/THR engage automatically?
Study Questions
Auto Flight
28.The thrust target computed by FMGC is routed through the FCU. Why?
(B2 only)
29.What happens, if the pilot presses the instinctive disconnect button for more
than 15 seconds during a flight? (B2 only)
24.Which computer calculates the thrust limit?
25.How will the computed thrust target be applied to the engines? Does the throttles automatically move according to the desired thrust?
30.A-FLOOR is shown at the FMAs. What does this mean? (B2 only)
26.Between which positions the A/THR will control the engine thrust?
a) With both engines running:
31.Explain the different yaw functions and what is the meaning of them?
b) With engine single operation:

27.Which thrust lever position must be manually selected by the crew for every
flight? (B2 only)
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
32.Which other functions belong to the Flight Augmentation System?
Study Questions
Auto Flight
36.The autopilot is not engaged, which unit does normally the yaw damping?
37.In which flight phases will the FMGC control the rudder?
33.The yaw damper functions are:

38.How is a FAC fault indicated and how to switch it off?
34.The rudder trim function is:
35.Rudder travel limitation means:
Oct03/THTA
39.Explain the FLIGHT ENVELOPE function. (B2 only)
40.Explain WINDSHEAR function. (B2 only)

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Auto Flight
41.Explain the LOW ENERGY warning. (B2 only)
44.Which databases belong to the FMS? Which must be updated every 28 days?
Where must the loader be connected?
22-70 FMS
45.For flightplan initialisation you must enter: (B2 only)
42.Whats the meaning of a Flight Plan?
46.To which unit sends the FMS data? (B2 only)
43.GPS position data is used in the IRS system. Explain why?
47.What is shown at the POSITION MONITOR page? (B2 only)
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
48.Which radios are tuned by the FMS? (B2 only)
Study Questions
Auto Flight
52.Can the FMS channel of the FMGC be separatly tested? (B2 only)
49.The green NAV light at both RMPs illuminates. Is autotune still possible?
(B2 only)
50.What is shown at the A/C STATUS page? What can be altered by the crew?
(B2 only)
51.The CPU who calculates the FMS flight path, is it the same as for flight-guidance? (B2 only)
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
22-90 Fault Isolations and Test
Study Questions
Auto Flight
58.Which subsystem is responsible for fault isolation? Where is it located?

(B2 only)
53.The AFS TEST is used for:
59.Name all options you can get via CFDS AFS menu? (B2 only)
54.The LAND TEST confirms that:
60.Trouble shooting data shows: (B2 only)

55.How and where is a FCU fault indicated? (B2 only)
61.Ground scan means: (B2 only)

56.What points have you to consider, when reseting a software hangup of the
FCU?
57.How long takes the power up test of the FMGC?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Communication
23-00
23 Communication
Jun04/THTA

Level 3 B1 B2
23-00-1
Training Manual
A320 Family
23-00 General
Communication
23-00 General
Figure 1: Radio Communication System

RECEPTION
Radio Communication System

The radio communication system is used for reception and transmission of messages between the crew on the flight deck and other users.
Cabin Attendants
The crew on the flight deck can dialogue with the cabin attendants and ground mechanic.
TRANSMISSION
Passenger Address
CREW
The crew can also make announcements to the passengers through the Passenger Address System.
Ground Mechanic
GROUND
The ground mechanic can dialogue with the crew and with the cabin attendants.
FLIGHT DECK
MECHANIC
VOICE
RECORDING
Voice Recording
The radio communication system also includes a voice recorder.
IN
Flight Deck
TERPHONE
The crew members may also communicate by the means of interphones.
CABIN
ATTENDANTS
Jun04/THTA

PASSENGER
ADDRESS
Level 3 B1 B2
23-00-2
Training Manual
A320 Family
Communication
23-00 General
Figure 2: Flight Deck Equipment

BOOM SET
PFD / ND
XFR
PFD
OFF
BRT
BOOM SET
PUSH
PUSH
GPWS
G/S
ND
ND
OFF
HEAD SET
BRT
LOUD SPEAKER CONSOLE/FLOOR
FOOT WARMER
BRT
ON
HEAD SET
MAX
OFF
BRT
ON
OFF
OFF
PFD / ND
XFR
FLOOR WARMER
DIM
OFF
GPWS
G/S
PFD
OFF
CONSOLE/FLOOR
BRT
LOUD SPEAKER
BRT
DIM
OFF
OFF
OFF
MAX
16
15
14
10
11
13
1
2
3
4
12
HAND MIC
HAND MIC
PUSH
PUSH
CAPT HEAD SET BOOM SET CONNECTORS

AUDIO SWITCHING PANEL
3RD AND 4TH OCCUPANT AUDIO CONTROL PANELS
F/O HEAD SET BOOM SET CONNECTORS
Jun04/THTA
5
6
7
8
F/O LOUDSPEAKER VOLUME KNOB

F/O LOUDSPEAKER
F/O SIDE STICK RADIO SELECTOR
F/O AND 3RD OCCUPANT OXYGEN MASKS
9
10
11
12

F/O HAND MIKE CONNECTOR

CAPT & F/O RADIO MANAGEMENT PANEL
CAPT & F/O AUDIO CONTROL PANEL
CAPT HAND MIKE SELECTOR
13
14
15
16
CAPT AND 4TH OCCUPANT OXYGEN MASKS

CAPT SIDE STICK RADIO SELECTOR
CAPT LOUDSPEAKER
CAPT LOUDSPEAKER VOLUME KNOB
Level 3 B1 B2
23-00-3
Training Manual
A320 Family
Communication
23-00 General
Figure 3: Location of Antennas
23
22
20
19
10
21
24
18
17
16
15
14
13
12
11
1
2
3
4
5
6
7
8
9
10
11
12/13
14/15
16
17
18
19
20
21
22
23
24
WEATHER RADAR
LOCALIZER (DUAL)
VHF 1
ATC MODE S
TCAS
ADF 1
ADF 2 (STRUCTURAL PROVISION)
VHF 3
HF (STRUCTURAL PROVISION)
VOR (DUAL)
MLS AFT (SPACE PROVISION)
RADIO ALTIMETER 2
RADIO ALTIMETER 1
VHF 2
MARKER
TCAS
DME 2
ATC 1
ATC 2
DME 1
MLS FORWARD DOWN (SPACE PROVISION)
GLIDESLOPE (DUAL)
21
Jun04/THTA

Level 3 B1 B2
23-00-4
Training Manual
A320 Family
Figure 4: Communication Equipment - Installation AFT Avionics
Compartment
Communication
23-00 General
The Cockpit Voice Recorder is installed in the Tail Compartment Between Frames
73 and 74.
AVIONICS
PLUG
2
AVIONICS
PLUG
2
80VU
STANDARD OPTION
POTENTIAL GROWTH
VHF 3
VOR 1
AMU
VHF 1
MU
ACARS
ADF 1
DME
2
ADF 2
ATC
2
VHF 2
TCASE
VOR 2
HF2
BUS CONNECTED TO THE PLUGS
DME
1
ATC
1
HF1
SPARE
Jun04/THTA
FAC
1
DMC
2
FWC
2
* *
SDAC
2
SDAC
1
CIDS
2
FMGC
1
CIDS
1
ELAC
1
FWC
1
DMC
3
DMC
1
CFDIU
SEC
1
DMU OAR DAR
EIU
1
SFCC
1
FCDC 1
* *
MUX PES
MAIN
TAPE
RPDR PES
* *
TAPE
RPDR PRAM
HUDC
SFCC EIU
2
2
EVMU
FAC
2
FCDC 1
FMGC
2
AEVC
SEC
2
GPWC
ELAC
2
FCDC 2
BOX UNITS FITTED

WITH OBRM

Level 3 B1 B2
23-00-5
Training Manual
A320 Family
Communication
23-00 General
Figure 5: CFDS - COM System Report / Test Menu & BITE Display (VHF)
CFDS MENU
LAST LEG REPORT
PREVIOUS LEG REPORT
AVIONICS STATUS
SYSTEM REPORT/TEST
POST FLIGHT REP
PRINT *
SYSTEM REPORT/TEST
COM
23-51
23-13
23-73
SYSTEM REPORT/TEST
AIR COND
CIDS 2
RMP 1
HF 1
RMP 2
HF 2
RMP 3
VHF 1
CIDS 1
VHF 2
RETURN
VHF 3
23-73
23-11
23-12
F/CTL
AFS
FUEL
COM
ICE&RAIN
ELEC
AMU
NEXT
PAGE
INST
FIRE PROT
L/G
RETURN
NAV
VHF-X
LAST LEG REPORT
SYSTEM REPORT/TEST
COM
23-24
ACARS MU

LRU IDENTIFICATION
TEST
RETURN
Jun04/THTA

Level 3 B1 B2
23-00-6
Training Manual
A320 Family
23-11 HF System
Communication
23-11 HF System
Indication of Transmission out of Frequency Range

The HF system is designed to operate within the frequency range from 2.8 to
23.999 MHz.
General
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.
However, an operational facility enables frequency display in the 2 to 29.999 MHz

range on the RMP.
Operation
If the out-of-range values of the HF transceiver are displayed on the RMP, the operating anomaly is indicated as follows:
at first activation of the PTT switch: a 1000 Hz audio signal is triggered.
interruption of the signal after 15 sec. approximately.
triggering of the signal at each attempt to transmit.
Receive Function
System Description
The HF system operates within the frequency range defined by ARINC 719, (i.e.
2.8 to 23.999 MHz, with 1 KHz spacing between channels).
The HF audio integrating signals transmitted by the stations are picked-up by the
antenna and transmitted to the antenna coupler.
The coupler adapts the impedance between the antenna and HF transceiver.
The signal from the HF coupler is transmitted to the HF transceiver by a coaxial
cable.
The HF transceiver, tuned on the selected frequency by one of the RMP, demodulates HF signals into AF signals.
The AF signals are transmitted via the AMU, to the audio equipment or SELCAL
system.
Transmit Function
The AF signals from the microphones are transmitted to the HF transceiver
through the AMU.
The HF transceiver tuned on the frequency selected by one of the RMP, transforms the AF signals into HF modulated signals.
The HF system is composed of:

2 transceiver
2 antenna coupler
a shunt-type antenna located in vertical stabilizer leading edge.
The HF system is associated with:
the Radio Management Panels (RMP) which are centralized systems enabling
the frequency display of the HF system (Ref. ATA 23-13).
the Audio Management Unit (AMU) for connection to the audio integrating and
SELCAL systems (Ref. ATA 23-51).
the Centralized Fault Display Interface Unit (CFDIU) (by the MCDU) which is a
centralized maintenance system (Ref. ATA 31-32).
the Landing Gear Control Interface Unit (LGCIU) which indicates the aircraft
status (flight or ground) (Ref. ATA 32-31).
the System Data Acquisition Concentrator (SDAC) which collects transmission
information from the HF system (Ref. ATA 31-54).
The HF signals are fed to the antenna by the coaxial cable and antenna coupler.
They are then transmitted to the various stations.
A connection between the HF transceiver and the SDAC enables to indicate a failure, if the HF system is in transmission mode for more than 1 min. (ECAM COM:
HF 1 CONT EMITTING).
The connection is obtained through the PTT switch.
Jun04/THTA

Level 3 B1 B2
23-11-1
Training Manual
A320 Family
Communication
23-11 HF System
Figure 1: HF System - Block Diagram
Jun04/THTA

Level 3 B1 B2
23-11-2
Training Manual
A320 Family
Communication
23-11 HF System
Figure 2: HF System Antenna & Coupler Location

STA3310/FR69
F
STA3257/FR68
F
D
A
C
322AL
5RE
D
321AL
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Level 3 B1 B2
23-11-3
Training Manual
A320 Family
Communication
23-11 HF System
Figure 3: HF Transceiver
COLLINS
PTT
LRU FAIL
KEY INTERLOCK
LRU
FAIL
AM < 30W
SYNTHESIZER
UNLOCKED
UP FAULT
PWR FAULT
CONTROL INPUT FAIL

PTT
SQL/LAMP TEST
HFS 700
PHONE MIC
KEY
INTERLOCK
KEY INTERLOCK OPEN

CONTROL PNL
REPETITION RATE < 5 Hz
LABEL
CONTROL
INPUT FAIL
PARITY BIT
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Level 3 B1 B2
23-11-4
Training Manual
A320 Family
Communication
23-11 HF System
Figure 4: HF System BITE Menu

HF-X
LAST LEG REPORT
SYSTEM REPORT/TEST
COM
AMU
RMP 1
LRU IDENTIFICATION
CIDS 2
HF 1
RMP 2
HF 2
RMP 3
VHF 1
SIDS 1
VHF 2
RETURN
VHF 3
CURRENT STATUS
*
*
RETURN
*
HF-X
TEST
TEST IN PROGRESS
NEXT
PAGE
NOTE:

- WHEN < RETURN IS SELECTED

THE MAIN MENU IS DISPLAYED
ON THE MCDU
- WHEN PRINT * IS SELECTED

THE CURRENT STATUS
PAGE IS PRINTED
RETURN
SYSTEM REPORT/TEST
COM
*
*
ACARS MU
SDU
HF-X
TEST
HF-X
TEST
HF - X: NO DATA FROM
CONTROL SOURCE
CHECK HF - X ANTENNA
CIRCUIT
HF - X TRANSCEIVER
RETURN
TEST OK
HF - NO DATA FROM CFDIU
Jun04/THTA
OPTIONAL SYSTEM)
RETURN

PRINT *
RETURN
Level 3 B1 B2
PRINT *
23-11-5
Training Manual
A320 Family
Jun04/THTA

Communication
23-11 HF System
Level 3 B1 B2
23-11-6
Training Manual
A320 Family
23-12 VHF System
Communication
23-12 VHF System
CFDS
The BITE functions of the VHF transceiver are monitored by the Centralized Fault
Display System.ACARS MU / ATSU
VHF Transceiver
The Very High Frequency system serves for all short range voice communication.
The VHF system allows short distance voice communications between different
aircrafts (in flight or on ground) or between the aircraft and a ground station. The
VHF transceiver, tuned on 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 ACARS Management Unit (AMU/ATSU) acts as an interface between the

crew and the VHF system 3. VHF system 3 is dedicated to ACARS (Aircraft Communication Adressing and Reporting System), but can be used for radio voice
communications.
Characteristics
Frequency range:118.000 to 136.975 MHz with 8,33 KHz (old 25 KHz) channels spacing.
Power supply: 28 VDC
Output power: 25 W
Size: 3 MCU
RMPs
The RMPs enable frequency control and display. (23-13)
SDAC
The SDAC acquires the VHF push to talk signal and provides this information to
the ECAM and the DFDRS.
In case of continuous emitting, (> 1 min) the ECAM displays
COM: VHF 1 CONT EMITTING
AMU
The VHF system is linked to the AMU for connection to the Audio Integrating and
Selective Calling systems (SELCAL).
AMU: Audio Management Unit (23-51).
LGCIU
The Landing Gear Control and Interface Unit indicates the Flight or Ground Aircraft status.
This information is used by the System BITE.
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Level 3 B1 B2
23-12-1
Training Manual
A320 Family
Communication
23-12 VHF System
Figure 1: VHF System Block Diagram
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Training Manual
A320 Family
Communication
23-12 VHF System
Figure 2: Component Location
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Training Manual
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Power Supply
Communication
23-12 VHF System
Figure 3:
VHF1 System
The VHF1 system is supplied with 28VDC:
from the 28VDC ESS BUS 4PP (subbusbar 401PP) through circuit breaker
2RC1 located on the overhead panel 49VU, in the cockpit.
The VHF1 system is supplied by the emergency system.
VHF2 System
from the 28VDC BUS 2 2PP (subbusbar 204PP) through circuit breaker 2RC2
located on the rear panel 121VU, in the cockpit.
VHF3 System
from the 28VDC BUS1 1PP (subbusbar 101PP) through circuit breaker 2RC3
located on the rear panel 121VU, in the cockpit.
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23-12-4
Training Manual
A320 Family
Communication
23-12 VHF System
Figure 4: Bite Display
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Training Manual
A320 Family
Jun04/THTA

Communication
23-12 VHF System
Level 3 B1 B2
23-12-6
Training Manual
A320 Family
Communication
Figure 1: RMPs Block Diagram
Radio Management Panels (RMPs)

There are 3 Radio Management Panels.The RMPs are used by the crew to select
radio frequencies. RMP 1 and 2 are also used as a back up for the Flight Management Guidance Computers (FMGC) for standby navigation frequency selection
(see 34-00). RMP 3 can not be used for back up navigation. Each RMP can control
any VHF or HF frequency.
VHF Transceivers
The VHF transceivers receive frequency signals from RMP1, RMP2, RMP3 and
ACARS MU / ATSU.
Each transceiver is more particularly dedicated to one RMP or to the ACARS MU.
Nevertheless, each RMP can control any VHF or HF system.
VHF3 can be tuned from ACARS MU / ATSU or RMP2 or RMP 1 provided RMP
2 is not faulty.
HF Transceivers
The HF transceivers receive frequency signals from RMP 1,RMP 2 and RMP 3
RMP Dialogue
The RMPs are coordinated through dialogue buses. An RMP failure doesnt affect
the system integrity.
The dialogue buses allow RMPs coordination.The 3 RMPs permanently dialog so
that each RMP is informed of the last selection made on any of the other RMPs.
CFDIU Link
The system is linked to the CFDS via RMP1.
LGCIUs
Each RMP receives from its onside LGCIU (Landing Gear Control and Interface
Unit) flight ground information. The information is used by the BITE.
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Training Manual
A320 Family
RMP Presentation
Communication
8 NAVIGATION KEYS
1 Display Windows
There are 2 display windows:
The ACTIVE window displays the operational frequency.The STandBY/CouRSE
window displays the standby frequency or the course in backup navigation
mode. The windows are liquid crystal displays with a high contrast.
The NAVigation guarded pushbutton key allows the radio navigation systems to
be selected, in backup mode only, when the Flight Management Guidance Computers (FMGCs) are failed. In radio navigation back up mode, navigation frequency/course selection is per-formed using the dual selector knob.
Figure 2: RMP
2 Communication Keys
There are 5 pushbutton keys for the radio communication systems. When a key is
pressed, the ACTIVE and the STandBY frequencies are automatically displayed
in the dedicated windows.
3 SEL INDICATOR
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 :
RMP1 allocated with VHF1
RMP2 allocated with VHF2
RMP3 allocated with VHF3, HF1/2.
If VHF2 is selected on RMP1, the SEL light comes on WHITE on RMP1 and
RMP2.
4 DUAL SELECTOR KNOB

The DUAL SELECTOR KNOB is used for the selection of the frequency/course
displayed in the STandby/Course window.
5 ON/OFF SWITCH
The latching ON/OFF switch allows the crew to set the RMP on or off.
6 TRANSFER P/B
When the TRANSFER key is pressed, the operational frequency becomes the
STandBY frequency and the STandBY frequency becomes the operational frequency.
7 AMPLITUDE MODULATION KEY

The Amplitude Modulation (AM) key is associated with the HF system for communication with stations using amplitude modulation transceivers.
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Training Manual
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RMP / Radio Interfaces
Communication
Figure 3: RMP Interfaces
Each radio transceiver has two inputs, one linked to RMP1 and the other to RMP2,
except VHF 3 which is linked to RMP 2 and ACARS MU. Each RMP can control
any radio transceiver but is more particularly dedicated to one system.
Normal allocation:
RMP 1-->VHF1
RMP 2-->VHF 2
ACARS MU -->VHF 3
Navigation
The Navigation Systems frequencies (Remote Tuning) can be controlled by RMP1
or 2 if the standby navigation mode is selected. In this condition:
RMP1 controls for VOR 1, ADF 1 and ILS 1 and 2, DME 1.
RMP2 controls VOR 2 and ILS 1 and 2, DME 2.
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.
FMGCs
In normal operation, the navigation systems are tuned automatically (or manually
from the MCDUs) by the FMGCs.
CFDIU
The BITE functions of the system are available through the CFDS.
RMP Failure
The system architecture allows access to all communication functions in case of
failure of one RMP. A RMP failure is indicated by the blanking of the display windows.
All radio systems, COM (HF/VHF) and NAV (VOR/DME/ILS/ADF), have two frequency/function data inputs, labeled port A and port B, selected by a discrete from
the transmitting system, which is the RMP for the COM systems and the FMGC
(directly interconnected through the RMP) or the RMP itself (in case of STBY NAV
selection) for the NAV systems (34-00).
The discrete for the COM systems, labeled RMP 1(2) COM DSCRT, is invalid
(open), if the RMP is faulty or switched off.
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Radio Communication in Normal Configuration
Communication
Figure 4: Radio Communication in Normal Configuration
In normal configuration the RMP COM DSCRT is a ground (RMP valid) and
ports A of the COM systems are selected.
Normally, the ACARS MU controls the VHF 3 frequency. The PORT SELECT
DSCRT from the ACARS MU is a ground, which selects port A of VHF 3. The
same discrete is also fed to the RMPs, to generate the display ACARS in the
ACTIVE window, if VHF 3 is selected (23-24).
A change of the frequency control from the ACARS MU to the RMPs is initiated
by pushing the transfer key on an RMP. This action momentarily grounds the
REMOTE VOICE/DATA SELECT discrete, which forces the ACARS MU to
leave the frequency control of the VHF 3. The PORT SELECT DSCRT from the
ACARS MU is now open and VHF 3 receives the frequency from the RMPs on
port B. At the same time, the previously shown VHF 3 STBY frequency appears in the ACTIVE window and ACARS is displayed in the STBV window
(23-24).
Pushing the transfer key again, changes the frequency control of the VHF 3
over to the ACARS MU.
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Training Manual
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Radio Communication - Reconfiguration
Communication
Figure 5: Radio Communication - Reconfiguration
If an RMP fails or is switched off, then the RMP COM DSCRT changes the
state to an open circuit and the associated COM systems select port B as frequency input.
The example below shows the automatic reconfiguration due to an RMP 2 failure. Symmetrical reconfiguration takes place in case of an RMP 1 failure.
If both RMPs fail, all RMP COM BUSES and discretes are lost. The VHF 3 system only can then be tuned by the ACARS MU. The MCDU enables the crew
to operate the ACARS in DATA mode only (with the present ACARS MU software), with the appropriate automatic-, or manual frequency selection for VHF
3 in the data link mode.
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Training Manual
A320 Family
RMP Communication Tuning
The radio management panels (RMP) are used for radio communication equipment frequency selection. They are also used for radio navigation equipment frequency selection in back up mode.
When the ON/OFF switch is set to on, the RMP displays the frequency previously
selected. By means of the dual selector knob the desired frequency can be selected in the stand by window. The transfer pushbutton must be pressed to render it
active and the displayed values are changed over. The RMP modifies its output
data accordingly.
Communication
only the standby frequency can be modified by means of the dual selector knob.
The new active frequency is transmitted to all RMPs through the dialog buses.
When the VHF2 tranceiver is selected on RMP 1 the SEL indicator lights on RMP
1 and RMP 2 come ON.
The AM pushbutton controls the selection of the amplitude modulation (AM) mode
for the HF transceivers. By default, the single side board (SSB) mode is selected
on the corresponding HF system.This selection is memorized when another system is selected. The other RMPs take into account this selection through their dialog buses.
Figure 6: RMP COM Tuning
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Level 3 B1 B2
23-13-6
Training Manual
A320 Family
Communication
RMP NAV Back Up Tuning
First, the selected frequency is displayed in the STBY / CRS window.
To back up tune an ADF frequency and / or a VOR / ILS frequency and course
open the guard on the NAV key. When the NAV key is pressed in, the on side
VOR/ILS and ADF receivers are controlled by the RMP and no longer by the FMGC. The green LED comes on indicating that you are in STANDBY tuning mode.
When the transfer key is pressed, the STANDBY frequency becomes ACTIVE and
the active course is displayed in the right hand side window. The outer knob is
turned to select a new course. to select another frequency, the transfer key must
be pressed again to get the active frequency displayed in both windows.
When the STBY NAV key is pressed, (i.e VOR), its green LED comes on and the
previously memorized frequency is displayed in both windows.
The operation of course and frequency tuning is the same for VOR and ILS. ADF
tuning is performed as for ILS or VOR ecept that when the transfer key is pressed,
the standby and active frequencies are interchanged.
The knob is turned to select a new frequency.

Figure 7: RMP NAV Back Up Tuning
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Training Manual
A320 Family
FAULT ISOLATION AND BITE
The BITE facilitates maintenance on inservice aircraft. The BITE detects and determines a failure related to the RMP. The BITE of the RMP is connected to the
Centralized Fault Display Interface Unit (CFDIU). The BITE :
transmits permanently RMP status and an identification message to the CFDIU.
memorizes the failures occured during the last 63 flight legs.
monitors data input from the various peripherals (VHF, HF and CFDIU).
transmits to the CFDIU the result of the tests performed and selftests.
can communicate with the CFDIU by the menus.
Communication
messages displayed on MCDU screen:

RMP X NO DATA FROM RMP Y There is no communication between RMP X
and RMP Y.
RMP X NO DATA FROM FMGEC 1 (2) There is no communication between
RMP X and FMGEC 1 (2).
NO DATA FROM CFDIU No conection to the CFDS
General Operation
The BITE may operate in two modes :
the normal mode
the menu mode.
Normal Mode
During the normal mode the BITE monitors cyclically the momentaneous status of
the RMP. It transmits these information signals to the CFDIU during the flight concerned. In case of fault detection the BITE stores the information signals in the
fault memories.
Menu Mode
The menu mode can only be activated on the ground. This mode enables communication between the CFDIU and the RMP BITE by means of the MCDU (Multipurpose Control Display Unit). The RMP menu mode is composed of :
LAST LEG REPORT
LRU IDENTIFICATION
TROUBLE SHOOTING DATA
TEST.
Only RMP 1 (or RMP 3, if RMP 1 is switched off) is connected to the CFDIU. The
other RMPs are tested via RMP 1 (or RMP 3)!
CFDS Messages
Faults detected by the system and transfered to the CFDIU causes the following
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Training Manual
A320 Family
Communication
Figure 8: RMP CFDS Monitored LRU
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Training Manual
A320 Family
Communication
Figure 9: RMP MCDU BITE Menu
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23-13-10
Training Manual
A320 Family
23-24 ACARS
ACARS Presentation
The ACARS Data Link system is an air / ground communication network that enables aircraft to function as a mobile terminal associated with modern airline com-
Jun04/THTA
Communication
23-24 ACARS
mand, control and management systems. The ACARS is used to transmit or

receive automatically or manually generated reports or messages to or from a
ground station. The ACARS is dedicated to maintenance, operation and commercial purposes. Most of the definitions of operational programs are under airline responsibility because of high customization of the system.
Figure 1: Communication Platform

Level 3 B1 B2
23-24-1
Training Manual
A320 Family
ACARS VHF Network
If there is to much communication traffic at a certain frequency channel, the
ground station initiates an automatic frequency chanche to an other channel.
Communication
23-24 ACARS
(Remote Tuning) At uncovered areas of the world, if there is no link to a ground

station, the ACARS uses the Satellite Communication.
Figure 2: Worldwide Coverage of VHF Network
131.475
131.725
AVICOM (JAL)
131.450
131.725
131.550
131.550
131.725
131.725
131.725
131.725
Air Canada ACARS
Jun04/THTA
ARINC ACARS

SITA AIRCOM
Level 3 B1 B2
23-24-2
Training Manual
A320 Family
Communication
23-24 ACARS
ACARS Management Unit (ACARS MU)
ECAM (31-50)
The ACARS MU or ATSU (Aircraft Traffic and Service Unit) manages all tasks related to the ACARS.
The ACARS MU receives ECAM data from the SDAC 1 and the FWCs (e.g. the
Out/Off/On/In sensor information) and can also trigger ACARS messages via the
ECAM on the E/WD such as, ACARS MSG: indicates reception of a message, in
case the printer is faulty or out of paper, ACARS STBV: indicates loss of communication with the ground,
VHF 3 VOICE: indicates that VHF 3 is not controlled by ACARS,
ACARS CALL: indicates a call for voice communication,
ACARS FAULT: indicates a failure of the ACARS MU.
The ACARS MU receives data, to transmit via VHF 3 or SATCOM (SDU), from the
various connected systems: FMGS (FMGC), ECAM (SDAC/FWC), AIDS (DMU),
CFDS (CFDIU), and PVIS (DIU).
The MCDUs are the flight crew interface with the ACARS and enable manual selection of ACARS functions.
VHF 3 (23-12)
The VHF 3 transceiver is normally used for ACARS data transmission and receiption, but it can also be used in conventional voice communication.
The VHF 3 receives a VOICE/DATA SELECT (open/ground) discrete, which determines the mode of operation: DATA- or VOICE mode. This VOICE/DATA SELECT discrete is set to DATA mode at power-up of the ACARS MU and can be
changed only by pushing the transfer button on an RMP, on which VHF 3 is selected. Each time this transfer button is pushed, a REMOTE VOICE/DATA SELECT discrete is momentarily grounded, which commands the ACARS MU to
change the state of the discrete outputs VOICE/DATA SELECT and PORT SELECT.
CFDS (31-32)
The CFDS allows real time transmission of aircraft system failures and reports
(e.g. *SEND FLT REP), and manages also the ACARS BITE displays (e.g. LAST
LEG-, PREVIOUS LEGS-, GROUND REPORT, LRU IDENT, TEST, etc.).
FMGC (22-70)
The FMGC is linked to the ACARS MU to transmit the initialization data and for
future applications (e.g. flight Plan request, position report, etc.). The functions
availability depends on FMGC and ACARS software.
PRINTER (31-35)
The PORT SELECT discrete is grounded in DATA mode and selects port A of the
VHF 3, to allow frequency tuning from the ACARS MU. The same PORT SELECT
discrete transfers the message ACARS from the STBY- to the ACTIVE display
window on the RMP, with VHF 3 selected.
The printer is controlled directly from the ACARS MU, either automatically (uplinked message), or on manual request via the MCDU.
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 Hz tones.
Reports, generated by the DMU, can be programmed individually for transmission

via the ACARS MU, either automatically or manually.
In VOICE communication mode, the transceiver can be tuned by any RMP.
AIDS DMU (31-36)
DIU (23-34)
PAX INFO, requested from the cabin crew (SELECT DOWNLINK), is uplinked for
display on the PVIS.
RMPs(23-13)
For RMP functions, see VHF 3 (above) and chapter 23-13
SDU (23-28)
If VHF 3 communication is lost (indicated on the ACARS COMM STATUS page
with VHF <OP> NO COMM), the MU changes over to the SDU for a two-way digital data link via SATCOM, and switches automatically back to VHF 3, if available
again.
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Communication
23-24 ACARS
Figure 3: ACARS Schematic
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Communication
23-24 ACARS
Test features on the Management Unit (MU) front panel:

Push the TEST SWITCH,
the LED-digits, the green PASS- and the red VAULT lamps illuminate,
after 30 seconds, only a red LED dot flashes and the green PASS lamp indicates a successful test.
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Training Manual
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Communication
23-24 ACARS
Figure 5: ACARS Activation / Deactivation on RMP
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Initialization
The flight initialization (FLT NBR and FROM/TO entry) is performed on the FMS
INIT page, transmitted from the FMGC to the ACARS MU and automatically displayed on the ACARS INIT page.
Communication
23-24 ACARS
mode is not automatic - by pushing key 6R AUTOIIATIC* (* disapppears, see page

9).
The troubleshooting of a SAT NO COMM condition can only be Performed by the
BITE function, controlled on the front panel of the SDU (see 23-28).
The third line shows, whether DATA- or VOICE mode is active via VHF 3.
Initialization with Test Flight SR I3 for ACARS & PVIS Function

Controls
On MCDU-1 or MCDU-2 (see page 8),
press: INIT-button,
enter: 13 in 3L (FLT NBR) and LSZH/LSGG in 1R (FROM/TO), and push 3R,
to initiate the IRS alignment,
press: MCDU MENU-button, then 2L (ACARS) and finally 1L (INIT),
check: 13 is in FLIGHT (1L) and LSZH/LSGG is in FROM/TO (2L),
press: 6R (SEND*),
check: * at 6R disappears (INIT is downlinked),
wait: until * reappears (confirmation, that INIT is sent),
check: GROUND ACKnowledgement (SL) displays initialization reception with
time and flight number, e.g. 0829/SR0013.
The transfer between DATA (ACARS)- and VOICE mode for the VHF 3 is only
possible on the RMPs (see Page 6).
The fourth line shows a countup of unsent downlinks, which are defined to be sent
via VHF or SAT, and the center column (ROUTER) indicates the total countup of
unsent downlinks to be sent either via VHF or SAT.
Other PREFLT MENU subpages, used for maintenance activities (e.g. SEND
MESSAGES) and operational checks (e.g. request of a WEATHER report) are
shown on page 8, and 9/10/11offer an overview of the huge parade of all the more or less useful - ACARS MISCellaneous sub- and subsubpages...
The ACARS is now initialized, and WEATHER reports (via PREFLT MENU 1/2:
2R and 3R) or PAX information for the PVIS (selectable on the Video Control
Center, refer to 23-34) can be requested for flight SROO13 and MESSAGES (via
ACARS PREFLT MENU 1/2: 6R) can be sent to telex addresses.
ACARS COMM Status Page (Page 8)

The first line indicates the operational status of the VHF- and SATCOM systems,
which does not reflect the technical status (valid/invalid) of these systems; by the
Present software, it is always set to <OP>.
The message on the second line gives information, whether the VHF- and SATCOM systems are in a communication or a no-communication condition.
If NO COMM is displayed for VHF and SAT, the message ACARS STBY appears
on the ECAM E/WD.
The reason for the VHF NO COMM condition may be seen on the ACARS DATA
FREQuency page (accessible via key 1L of the ACARS MISC page, see page 9),
e.g. a frequency tuned, which does not match the area of the aircraft position (normally EUROPE). If the aircraft is on ground, the problem can be solved by the
alignment of the IRS (key 3R on the FMS INIT page, see page 8) and - if the tuning
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Training Manual
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Communication
23-24 ACARS
Figure 6: ACARS Page Hierarchy - Preflight Menu Subpages
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Communication
23-24 ACARS
Figure 7: ACARS Page Hierarchy - MISC Subpages
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Communication
23-24 ACARS
Figure 8: ACARS Page Hierarchy - Status Pages
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23-24-10
Training Manual
A320 Family
Communication
23-24 ACARS
Figure 9: ACARS Page Hierarchy Maintenance Subpages
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Communication
23-24 ACARS
Figure 10: Power and Control
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Communication
23-24 ACARS
ACARS ECAM Messages (Memo)

The Label 270 messages are shown on the upper ECAM display (E/WD)
Figure 11: Label 270 Chart
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Training Manual
A320 Family
Communication
23-24 ACARS
ACARS Test via CFDS

Figure 12: ACARS Test via CFDS
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Communication

System Presentation
Figure 1: MCS (Multi Channel Satcom) System Presentation
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23-28-1
Training Manual
A320 Family
Communication
Figure 2: SATCOM Satellite Network System
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Training Manual
A320 Family
Figure 3: SATCOM System Block Diagram
Communication
General Description
The SATCOM system provides voice and data communication links between the
aircraft and ground earth stations (GES) via geosynchroneous satellites. It provides independent channels for the cockpit telephone system, the passenger telephone system and for ACARS data. The system operates in the frequency range
of 1.5 to 1.6 GHz.
Main Components and Subsystems

Satellite Data Unit (SDU)
The SDU accepts data and voice messages from various sources of the aircraft,
encodes and modulates this information for transmission, demodulates and decodes signals for output data or voice to use on-board the aircraft. The SDU provides overall control and monitoring, interface to other components of the system
and in addition to the ADIRS (Air Data Inertial Reference System) to optain position and attitude changes for the antenna steering. At power-up and if NAV and
attitude data from ADIRS are available the SATCOM system will automatically logon to the SDU selected GES. SATCOM functions are programmed trough the
owner requirement table (ORT) according to airline needs. The top mounted antenna is fitted on the fuselage above the aft cargo door.
High Power Amplifier (HPA)

The HPA is responsible for boosting the power of the signals received from the
SDU to the levels required for broadcast.
Beam Steering Unit (BSU)

The BSU contains the antenna power supplies and also the control interface and
monitoring circuitry. The antenna must track the satellite on present position of the
aircraft and also during position and attitude changes. The SDU provides the relative beam direction (azimuth and elevation) required from the aircraft location to
the BSU.
Cabin Telephone Unit (CTU)

The CTU provides interface for the passenger telephone system.
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Communication
Figure 4: Satellite Data Unit SDU
Satellite Data Unit

The SDU accepts data and voice messages from various sources of the aircraft,
encodes and modulates this information for transmission, demodulates and decodes received signals for output data or voice use on-board the aircraft. The SDU
provides the overall control and monitoring, interfaces to other components of the
system and in addition to the ADIRS to obtain position and attitude changes for
the antenna steering. At powerup and if NAV and attitude data from ADIRS 1 and
2 are available the SATCOM system will automatically log-on to a SDU selected
GES.
The front panel assembly contains a 20-character alphanumeric display for displaying built-in test equipment (BITE) failure messages, system LRU part numbers, and the ORT identification. The display remains inactive when its
temperature is less than -10 degr.C (+14 degr.F) or greater than +50 degr.C (+122
degr.F). The panel also contains two momentary action pushbutton switches on
the front panel labeled TEST and CM/SCROLL. The TEST switch initiates BITE in
the SDU. The CM/SCROLL switch enables the alphanumeric display to scroll
through the BITE information and the software confirmation numbers.
Two red light emitting diodes (LEDs) on the front panel are labeled SDU FAILURE
and SYSTEM LRU. The LEDs indicate the BITE status of both the SDU and other
LRUs in the system. The front panel also contains an ARINC 615 data loader connector and a primary cell for the real-time clock/calendar function of the processor
module.
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High Power Amplifier
Communication
Figure 5: High Power Amplifier HPA
The HPA provides RF power amplification of the L-band signals generated by the
SDU/RFU to a power level required for transmission to the satellite. The HPA is a
linear device capable of amplifying more than one signal at a time. An average of
40 watts RF output power is developed by the HPA while passing multiple signals
without generating excessive intermodulation products.
In addition to providing RF power amplification, the HPA must control output power to provide the desired Effective Isotropic Radiated Power (EIRP) from the AES.
The SDU controls the gain of the HPA over a 25 dB range in 1 dB increments via
the ARINC 429 interface. This enables automatic adjustment of signal strength to
compensate for a wide vanety of conditions. The HPA also measures output power and available power and reports to the SDU, which uses the information to determine if additional calls can be accommodated.
The front panel assembly contains a (PTT) switch to initiate BITE and a red (FAIL)
and green (PASS) LED to indicate BITE status. The front panel also contains an
ARINC 615 data loader connector and an RF monitor port.
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Beam Stearing Unit
Communication
Figure 6: Beam Steering Unit BSU
The BSU is used with electronically steered antennas and has two main functions.
It contains the antenna power supplies and the control interface monitoring circuitry. The BSU translate antenna position data and beam change commands received from the SDU in a standard digital format into signals needed to select
antenna elements in combinations that result in the beam pointing at the desired
satellite. The antenna-BSU-SDU combination always ensures that the beam is automatically pointed in the intended direction.
The front panel assembly contains a green and a red POWER LED on the left
side, to indicate the BSU power status (BSU input and internal supply voltage).
The front panel also contains three red FAIL LEDs on the right side, to indicate the
BSU, HGA and LNA fault status.
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Diplexer / Low Noise Amplifier
Communication
Figure 7: Diplexer/Low Noise Amplifier D/LNA
The diplexer is a three-port RF device (antenna, transmit, and receive), which provides signal routing and filtering functions. Signals in the receive band are routed
from the antenna port to the receive port. Transmit signals are routed from the
transmit port to the antenna port. The receive path filters the transmit signal and
other out-of band signals to prevent the LNA and other receive side components
from being driven into nonlinear operation. The transmit path filters receive band
signals so that noise and spurious signals from the HPA do not increase the noise
floor of the receiver.
The LNA establishes the noise floor of the communication system by boosting the
signals and noise received from the antenna to a level much greater than the noise
level of subsequent components in the receive path. The LNA provides at least 55
dB gain and a noise factor of less than 0.8 dB. A diplexer/LNA is required for each
external antenna.
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High Gain Antenna
The HGA is a top-mounted low profile plate antenna array. Radiating elements,
phase shifters, corporate feed (power splitter/combiner), and associated driver circuitry are integrated within a low profile, aerodynamically shaped radome structure. The HGA provides +12 dBic nominal gain with near hemispherical coverage.
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Communication
Simultaneous transmission and reception of satellite signals is provided. The BSU

and DIPL/LNA are located external to the main antenna structure and within the
main aircraft structure.
Figure 8: High Gain Antenna HGA

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RF Attenuator
Equipment Cooling
Due to defined output power of the SDU (15 +/-2dBm) and problems of dynamic
range for amplification of the RF signal within the HPA, it was decided by the ARINC 741 Subcommitee to define the cable loss of 19 to 25 dB between the SDU
and the HPA. This rather high cable loss has been defined due to very long RFcables on different aircraft installations (e.g. MD-11). But if the HPA is situated
very close to the RFU (A320 and B747) it is necessary to add an attenuator which
has to be defined by the AES installer (Airbus Daimler-Benz).
Equipment cooling to achieve an acceptable operating temperature for the LRUs

installed on the SATCOM rack in the bulk cargo bay is provided by the air conditioning system. It has to be noted, that on ground the Cabin Fans should be ON if
the SATCOM system is operating with APU not running and no forced air of an
external air supply is available.
Figure 10: Equipment Cooling
Figure 9: Radio Frequency Attenator
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Component Location
Figure 11: SATCOM Rack
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23-32 Announcement - Music Tape

Reproducer System
General
The function of the Prerecorded Announcement and Boarding Music (PRAM) Reproducer 10RX is to play prerecorded messages. It also plays boarding music programs on a cassette tape to the passengers through the aircraft passenger
address system. The PRAM is controlled by the audio module, which is a part of
the Fwd Attnd panel 120RH. It is installed in the cabin at the forward attendant station. The PRAM and the audio module are connected with two ARINC 429 data
buses. They go through the Cabin Intercommunication Data System (CIDS) director (Ref. 23-73-00) to receive and transmit control data.
System Description
Prerecorded Announcement and Boarding Music Reproducer
1. The Prerecorded Announcement and Boarding Music (PRAM) Reproducer is
installed in the aft avionics compartment in a 4 MCU (ARINC 600) box. It has
a total of four cassette decks. Two are for the prerecorded announcement reproduction and the other two are for the boarding music reproduction.
Up to 256 prerecorded announcements are stored on two tapes in the prerecorded announcement reproducer (each minimum 30 s). The PRAM has the
capability to produce an emergency announcement in the event of a rapid cabin decompression. An emergency announcement is stored in a Solid State
Stored Voice (SSSV). A ground signal from a rapid decompression, triggers
the emergency announcement.
All functions are remotely controlled from the audio module in the Fwd Attnd
panel (120RH) (except the output level of normal and emergency announcements). They are adjustable at the front of the reproducer.
2. The boarding music reproducer 10RX has two identical tape decks with four
channels. Two cassette tapes are used alternately. When one is playing the
other rewinds to give Continuous play.
3. The audio module in the Fwd Attnd panel 120RH controls the prerecorded announcements and the Boarding Music (BGM). The reproducer and Fwd Attnd
panel have two ARINC 429 data bus lines (transmit and receive bus) controlled
through the CIDS (Ref. 23-73-00).
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Communication
23-32 Announcement - Music Tape Reproducer
4. The prerecorded announcement section of the audio module has four 3 digit
LED displays, a READY light (if lit, reproducer is ready to play back the next
announcement) and a numeric keyboard with pushbutton switches as follows:
START NEXT
START ALL
STOP
CLEAR
ENTER
5. The boarding music section (BGM channel) has:
One LED display (a row of LEDs indicate volume control), and pushbutton
switches as follows:
an ON/OFF pushbutton switch,
a SEL pushbutton switch (channel select),
a ( - ) pushbutton switch (volume decrease),
a ( + ) pushbutton switch (volume increase).
Codes Displayed on ON ANNCMT Display
E 1 Error in first status message search in respond to SEARCH NEXT command.

E 2 Error in second status message search in response to SEARCH RSV 1
command.
E 3 Designated message does not exist. This error number is displayed when
the message number indicated by a SEARCH NEXT or SEARCH RSV 1 command is higher than the highest message number recorded on the tape. This
error number is also displayed when the PRAMs front panel TEST switch is
set and the TAPE INITIAL and SEARCH commands are sent from the AMCU
to the PRAM.
E 4 Error in emergency tape message search.
E 5 Parity check error in received data word.
E 6 Not defined.
E 7 Not defined.
E 8 Equipment identification words (Label 377) from the AMCU not received by
the PRAM.
E 9 Equipment identification words (Label 377) from the PRAM not received by
the AMCU. (Audio Module Control Unit)

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Figure 1: Announcement Music Tape Reproducer System Presentation
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Component Location
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23-34 Passenger Information System

(Airshow)
General
The Passenger Visual Information System (PVIS) supplies the passengers with
information on ambient aircraft flight data, times and aircraft position in the flight
plan. The PVIS information is displayed on the Liquid Crystal Display (LCD) monitors of the Passenger Entertainment System (PES Video, 23-36).
Presentation
The system receives data from the Air Data/Inertial Reference System (ADIRS),
the Flight Management and Guidance System (FMGS), the Aircraft Communication Addressing and Reporting System (ACARS) and the Centralized Fault Display System (CFDS).
The PVIS is made up of the subsequent main components:
A Remote Control Unit (RCU) 191MH (also called ACU = Airshow Control
Unit), installed in the video control center in the most forward of the LH overhead stowage compartments,
A Digital Interface Unit (DlU) 190MH, installed on the electronics rack 88VU in
the rear of the electronics compartment.
Communication
the flight route already completed on differently scaled maps

the present aircraft position on differently scaled maps
special points of interest along the flight path on a map.
The RCU is the input unit on which the shown information is selected by the use
of menus. Its front plate has four P/BSW (membrane switches) in line under an
LCD for control. The LCD has a matrix of 20 characters on each of the 4 lines for
indication. The colour of the characters is dark blue against a yellow-green background. The background is backlit. The P/BSW are used for the selection of the
menu items.
The subsequent mainmenu items are available:
In SET DISPLAY MODE the subsequent sub-menu

items are available:
SET DISPLAY MODE
AUTO MODE
WEATHER
SET TIME TO DEST
MAP MODE
ACARS CYCLE
SET DESTINATION
INFO MODE
PROFILE
SET LANGUAGES
LOGO MODE
WORLDMAP
SET GMT
ARRIVAL MODE
WELCOME
SELECT DOWNLINK
CONNECT FLIGHTS
FAREWELL
The DIU stores the program menus and receives data from the above named systems. The DIU computer processes data for use with the stored menus, transforms the digital data into video signals and sends them to the PES (video) for their
indication on the LCD monitors. The available information menus (see below) and
the data, used from the different input buses (e.g. altitude & static air temperature
from the ADIRUs ADC bus, heading & drift angle from the ADIRUs IRS bus,
ground speed & present position from the FMGC), depends on the actual DIU software...
The subsequent information can be selected and shown to the passengers:
the airline logo or other symbols
the present aircraft ground speed
the time required to reach the destination
the present flight altitude
the outside air temperature
the local time at the destination airport
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Figure 1: Airshow System Presentation
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Component Location
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RCU Operation and Flight Information Displays
The operation mode is selected by scrolling through the main-menu-and submenu items, using the up/down P/BSW, and pushing the set P/BSW, when the
required item is on the second line (fixed >).
A typical main-menu item setting is shown in the following example:
Communication
>SET TIME TO DEST. Press the --> P/BSW until a _ cursor appears below the
time digit to be changed, then set the digit by the incr P/B- SW. Press the -->
P/BSW again to move the _ cursor to the next time digit and set it by the incr
P/BSW. When the desired time has been set on the RCU display, press the set
P/BSW to send this information to the airshow. The Time To Destination (lTD
HH:MM) is internally counted down and displayed on the INFO PAGE, while the
aircraft is in flight.
Figure 3: RCU Operation and Flight Information Displays
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Figure 4: System Schematic
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stalled codec.The CTU option which allows the connection of the two MCS-3000
analog channels in parallel with optional cockpit handsets and/or Audio Management System is shown here.
The Cabin Communications System (CCS), in conjunction with the MCS SATCOM avionics a space segment (satellites) and a worldwide network of ground
stations, provides cabin services such as telephone, facsimile, and other communication interfaces. Cabin communications are accomplished with both digitally
connected phones and analog connected phones, The user interface with digitally
connected phones is handled by the Cabin Telecommunications Unit (CTU). The
SDU has provisions to support up to two analog connected channels, one per in-
The Cabin Distribution System (CDS) consists of two Zone Telephony Boxes
(ZTB), and a number of Seat Telephony Boxes (STB), providing an E1 interface
between the CTU and the telephones. The E1 interface was developed by the
Council of European Posts and Telegraphs (CEPT). The El interface is the International Telegraph and Telephone Consultative Committee (CCITT) recommendation.
Figure 1: Cabin Communications System
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Component Description & Location
Zone Telephony Box ZTB
Cabin Telecommunications Unit CTU
Each ZTB has an interface to the CTU as well as the first Seat Telephony Box
(STB) each column (it supports four columns). The ZTB is passive. It provides a
physical distribution point for wiring convenience.
The CTU is an intelligent telephony switch that controls and routes calls from aircraft passengers through the Cabin Distribution System (CDS) to the MCS SATCOM system. The CTU is not flight critical. It supports up to 8 digital telephony
interfaces in this release.
The front panel assembly contains a PUSH TO TEST (PU) switch to initiate BITE.
A green POWER LED a yellow ACTIVE LED and a red ALARM LED will indicate
BITE/system status. The front panel also contains a RS 232 PC-connector.
Figure 2: Cabin Telecommunications Unit CTU
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It also routes 115 VAC 400 Hz power to the STB loops. Each loop can have a maximum of 20 STBs. However, due to ZTB II power distribution no more than 20
STBs can be installed on each side of the box.
If a loop does not have any STBs a loopback plug must be placed on the ZTB-STB
loop connector to complete the circuit.
No status indicators are available on a Type II ZTB.
Figure 3: Zone Telephony Box ZTB

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Seat Telephony Box STB
Handset (Type III)
A single STB controls as many as three Type Ill handsets. The STB converts analog voice and data signals from the Type Ill handset and multiplexes the signals
on to an E1 interface. It also converts digital pulse code modulation (PCM) information from the El interface to analog voice and data signals to drive Type Ill handsets and modems.
The Type III handset is a component of the Cabin Communications System. It consists of a handset and cradle with connections to a Seat Telephony Box (STB)
through a cord reel. It is the interface device between the user and the STB. It
communicates on a two-wire full-duplex asynchronous digital data interface.
There is a green POWER LED, a yellow ACTIVE LED and a red ALARM/FAULT
LED on the front panel available to indicate system status.
A magnetic-reed switch will indicate to the STB that the handset has been removed from the cradle.It contains a 2x12 character LCD-display providing different informations to the user. It also contains three LED status indicators on the
back of the handset meaning;
Figure 4: Seat Telephony Box STB
Separate transmit and receive lines are used for this function.
green
ready (CALL)
amber
wait (WAIT)
red
error (PAGE)
Figure 5: Handset (Type III)
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Figure 6: Cockpit Handset Arrangement
A Handset
Call light (B)
Not used, up-calls are inhibited.
Light Emitting Diodes (LED`s) indicate:
ON (G)
- Power ON.
IN (Y)
- Not used.
NA (Y)
- System Not Available.
BS (Y)
- Busy System.
FL (R)
- System Failure.
IN (Y)
- Not used.
Display
Shows dialed number and for recorded numbers the legend.
Reset key
Press to reset.
Volume knob
Used to adjust speaker volume.
R/O key
Used for prerecorded numbers: repeat to press until desired
number is shown.
PTT button
Not used.
Keyboard:
Numeric keys
- used to dial numbers.
- press first to show prerecorded numbers.
- after dialing number press to initiate call.
Release sliders
Slide both buttons upwards to release handset.
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Procedure to call:
- any number: dial 00 / National code number / number / push # key
- prerecorded numbers: push * key / dial 01 / repeat to push R/O key until desired number is shown / push # key

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General
The Passenger Entertainment System (PES) video provides prerecorded video

programs through the LCD-monitors, which are installed in the cabin as Hatrack
Mounted Display Units (HMDU). The video sound, heard from the cabin loudspeakers, is sent through the CIDS (Ref. 23-73).
The PES video has the subsequent primary units:
one System Control Unit (SCU) 11MH, installed in the video control center in
the first FWD overhead stowage compartment on the LH side of the cabin.
one Video Tare Reproducer (VTR) 12MH, installed in the video control center
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Communication
two cassette storages, installed in the video control center

20 Tapping Units (TU) 5OMH, installed in the passenger-compartment lateral
wall
22 Hatrack Mounted Display Units (HMDU) 100MH, with retracting mechanism, installed in the passenger-compartment lateral hatrack
There is a reduced number of TUs and HMDUs on the A32O/A319. The VTR replays prerecorded video programs. The video program signal is sent via the SCU
to the HMDU. The video program sound is sent via the SCU to the CIDS directors.
A ground signal from the cabin decompression sensor is connected to the SCU.
In the event of a rapid cabin decompression the SCU controls the retraction of all
HMDUs.
Figure 1: Block Diagram

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Figure 2: Power Supply-Schematic
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Component Location
Video and control data sent from the SCU are connected to a related display unit
through the tapping units. Each tapping unit has an interface for a maximum of 2
HMDUs via connectors B & C. The first tapping unit of each data-line receives the
video and control data sent from the SCU and 11SVAC through connector A. The
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Communication
same data is connected through connector D to the next tapping unit input-connector A. The last tapping unit ends with a termination plug connected to connector D. Each tapping unit has an 8-bit internal DIP-switch to give a unique address
to the unit. This enables the SCU to control each HMDU individually.

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The HMDU have color LCD-sections and retraction mechanism, which extends
and retracts the LCD-section of a HMDU.
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System Description
Individual
System Control Unit (SCU)
The PROJ/MON CONTROL arrow up/down membrane switches increase/lower

the number of the HMDU to be used for the video program display, and is indicated by the PROJ/MON CONTROL two digit indicator.
The SCU permits the control of the PES video through special membrane switches found on the front of the unit. The subsequent description of the controls is a
breakdown of each section of the SCU and the controls and/or displays within that
section.
Master Power
The MASTER POWER pushbutton switch controls the electrical power for the video system.
Zone Selection
The ZONES/SEL membrane switch controls the selection of the zones 1, 2 or 3,
displayed on the ZONES indicator. The ALL ZONES membrane switch selects the
video program to be shown in all zones, the switch integral light comes on, and the
ZONES indicator shows an A.
Zone Operation
When you push the POWER/ON membrane switch, the switch integral light comes
on, and the HMDUs move out of the hatrack in the selected zones.
When you push the POWER/OFF membrane switch, the switch integral light
comes on, and the HMDUs move back into the hatrack.
The SOURCE SEL/SEL membrane switch selects the video source for the selected zones. This source is displayed on the SOURCE SEL/VTR AUX indicator. Only
1 (VTR 1) and 7 (AUX = AIRSHOW) are used.
The PA/SEL/PRI SEC membrane switch selects between the primary and secondary tracks for the selected zones.
The PA/VOL arrow up/down membrane switches, allow to turn on/off the video
sound over the cabin loudspeakers and to select the sound volume, displayed on
the PA indicator with the numbers 1 through 8.
The PA KEY light is on, when the sound volume level is between 1 to 8 on the
PA indicator, and the PA KEY light is off, when the video sound has been turned
off, indicated by a 0 on the PA indicator.
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The PROJ/MON CONTROL/ON membrane switch allows individual power control

for the HMDUs, selected with the up/down switches.
The system status is indicated by the two SYSTEM TEST LEDs. When the green
LED is on, the systems operates correctly. When the amber LED is on, the system
has a total or a partial malfunction.
VTR Controls
The VTR/SEL membrane switch selects one of the installed VTR for remote control. The VTR is displayed by a one digit number indicator.
When the REW membrane switch is pushed, the selected VTR rewinds the video
tape, and the switch integrated light is on.
When the PLAY membrane switch is pushed, the selected VTR plays the taped
video program, and the switch integrated light is on.
When the FF membrane switch is pushed, the selected VTR causes the video tare
to wind fast forward, and the switch integrated light is On.
When the STOP membrane switch is pushed, the selected VTR stops its operation, and the switch integrated light is on.
These four operation controls are also selectable on the VTR front panel.
Preview Monitor
On this section a video program can be previewed for selection. The video monitor
has a four inches color LCD type screen.
The SEL/VTR AUX membrane switch selects the video source and its related audio channel for the PREVIEW MONITOR and the MONITOR AUDIO output.
A one digit number indicator shows the selected source, and PRI/ SEC indicates
the selected channel.
The ETI meter is a multi digit Elapse Time Indicator that is not resetable. It shows
the total time of operation for the video system.

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Figure 5: System Control Unit (SCU) - Operation
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23-42 Cockpit to Ground Crew Call

System
Communication
Figure 1: Presentation
The ground crew call system enables crew member to ground mechanic or ground
mechanic to crew member calls.
Ground Mechanic to Cockpit Call

The MECH light flashes amber on all ACPs and a buzzer is heard.
An action on the RESET key of any ACP will make all the MECH lights go off.
MECH lights go off automatically after 60 sec if the call is not cancelled by the RESET key.
Cockpit to Ground Mechanic Call

The horn sounds as long as the CALLS/MECH pushbutton is pressed in, and the
cockpit CALL blue light on panel 108 VU stays on.
The RESET pushbutton makes the COCKPIT CALL light go off.
Additional Warnings
The HORN can also be activated by the following warnings:
APU fire on ground
BLOWERS LO FLOW on ground with engines shut down
ADIRS ON BAT on ground with engines shut down.
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Figure 2: Schematic
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SELCAL
Audio Integrating System Presentation
SELCAL: SELective CALling system
The SELCAL system enables reception with aural and visual indication of calls
from ground stations equipped with a coding device.
The Audio Management Unit (AMU) is the heart of the Audio Integrating System.
(AIS) The AMU acts as an interface between the users and the various radio communication and navigation system. The AMU centralizes the audio signals used
by the crew. The crew controls and operates these functions independently with
the Audio Control Panels. (ACP)
Calls
Cabin attendant and mechanic calls are visualized on the Audio Control Panels.
The audio management system provides:

radio communication and navigation for crew utilization
flight interphone system
selective calling system (SELCAL),
visual indication of ground crew and cabin attendant calls.
Interface with the Cockpit Voice Recorder. (CVR)
Each cockpit occupant Audio Equipment includes:
oxygen mask
headset
mike
except for the 4th occupant which has only a jack box.
Transmission
In transmission mode, the AMU collects microphone inputs of the various crew
stations and directs them to the communication transceivers.
Reception
In reception mode, the AMU collects the Audio outputs of the communication
transceivers and navigation receivers and directs them to the various crew stations.
Flight Interphone
The flight interphone function allows interphone links between the various crew
stations in the cockpit and with the ground crew through the jack at the external
power receptacle panel (108 VU) and the avionics compartment jack panel (63
VU).
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Component Location
Figure 2: Component Location-Capt & F/O Stations
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Figure 3: Component Location-Capt & F/O Stations
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Figure 4: Component Location- 3rd & 4th Occupant Stations
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Figure 5: Component Location - Avionics Compartment
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ACP Description
Reception Knobs
Transmission Keys
Fifteen pushbutton knobs are used to select reception and adjust the volume of
received signals. When the reception channel is selected the pushbutton knob
pops out and illuminates white.
Eight rectangular electronic keys are used for selection of the transmission channel. MECH light on the lNTerphone key flashes amber to indicate a call of the
ground crew. ATT light on the CABin key flashes amber to indicate a call of a cabin
attendant.
Only one transmission channel can be selected at a time. For transmission, the
microphone key must also be pressed.
Figure 6: Audio Control Panel (ACP) without SATCOM integration
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Interphone / Radio Selector Switch
Reset
The lnterphone/Radio selector switch permits the utilization of interphone or radio,

when the boomset or oxygen mask are used by the crew. The INT position allows
direct flight interphone transmission whatever the transmission key selected. The
neutral position allows reception only. The RAD position is used as a push-to-talk
switch when a transmission key is selected.
The RESET key is used to cancel all the lighted calls.
Voice Filter
A key enables selection of the. Passenger Address transmission. This key should
be pressed in during the whole transmission.
A voice filter can be used on the ADF and VOR channels. When used, the identification signals transmitted by the navaids are greatly attenuated (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.
Jun04/THTA
MECH and ATT lights go off automatically after 60 sec. if the call is not cancelled
by the RESET key.
Passenger Address
Figure 7: ACP with SATCOM integration

Level 3 B1 B2
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Training Manual
A320 Family
Communication
Audio Switching
Norm Position
The AUDIO SWITCHING selector is used in case of communication failure on

captain or first officer channels. (Captain or First Officer ACP Failure)
This position corresponds to the normal allocation of the ACPs.
Capt 3 Position
In this selector position, the first officer is switched on the 3rd occupant ACP.
In this position, the captain will use the 3rd occupant ACP and his own equipment.
The first officer uses the 3rd occupant ACP and his own equipment.
The 3rd occupant Audio equipment cannot be used.
The 3rd occupant Audio equipment cannot be used.
The message AUDIO 3 XFRD is displayed in green on the ECAM MEMO display
The message AUDIO 3 XFRD is displayed in green on the ECAM MEMO display.
F / 0 3 Position
Figure 8: Audio Switching
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Training Manual
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Communication
ACP-AMU Link
AMU Layout
Three to five identical ACPs can be installed.
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.
They are linked by an ARINC 429 bus to the corresponding audio cards fitted in
the Audio Management Unit.
ACP-AMU link is done by ARINC 429 buses.
Volume Control
Only digital data are exchanged between the AMU and the ACPs.
The volume control function is achieved by digital transmission of the knobs position to the AMU. Volume control is achieved inside the AMU.
There are no audio signals inside the ACPs.
VHF volume cannot be set below a minimum level.
Figure 9: Audio Management Unit (AMU) - Interfaces
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Communication
Selcal Philosophy
Selcal Operation
The selective calling system provides visual and aural Indication of calls received
from ground stations.
When a 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
FWC (ECAM).
The ground station tone generator provides the assigned aircraft code which modulates a VHF transmitter.
SELCAL: SELective CALLing system.
This function is integrated in the AMU. The A/C code can be set on the SELCAL
Code panel fitted in the avionics bay.
Jun04/THTA
CALL flashes amber on all the ACPs when a SELCAL Call is received.
The RESET key of any ACP can be used to clear the CALL indication or the CALL
indication will be automatically cleared upon transmission on the called channel.
Figure 10: Selcal System - Presentation

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Training Manual
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Flight Interphone System
Communication
Acoustic Equipment
The acoustic equipment is composed of headset, boomset, oxygen mask microphone, hand microphone and two loudspeakers.

The AMU manages the interface between the user (ACP) and various audio
equipment. The Audio Management Unit manages the audio input/ouput signals
of the acoustic equipment according to the orders given through the Audio Control
Panels.
Audio Control Panel

The ACPs provide selection and control of the flight interphone via the AMU.
The flight interphone system provides Interphone-communication between the
various cockpit stations and also with the interphone plugs of the avionics bay and
panel 108 VU (EXTERNAL POWER RECEPTACLE PANEL).
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Figure 11: Flight Interphone System-Presentation

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Training Manual
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Interphone Selection
The INT position of the INT/RAD selector switch enables permanent use of the
flight Interphone. This is a stable position.
The radio function has priority over the interphone function.
Communication
The RAD position of the INT/RAD selector switch puts the preselected channel in
emission. This position acts like the selection of the hand microphone pushbutton
or like the push to talk pushbutton of the ministick: It is spring-loaded, this is an
unstable position.
INT Key and Knob

The interphone is momentarily cut during a radio emission.
Radio Selection
The radio function has priority over the flight interphone function.
The flight Interphone can also be used like a VHF transceiver. Selection of the INT
transmission key makes the green bars come on, indicating that the interphone is
ready to operate. Pressing and releasing the INT reception knob enables adjustment of the interphone level. The knob comes on white.
Figure 12: ACP
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Training Manual
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Muting Circuit
In order to limit the accoustic feedback phenomenon, between loudspeakers and
mike, a muting circuit is installed in the cockpit amplifiers Each crew station, captain, first officer and 3rd occupant, is equipped with the direct muting function managed by the Audio Management Unit. The muting circuits only affects the audio
inputs.
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Communication
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 bandpass of the loudspeaker amplifiers.
Figure 13: Cockpit Loudspeaker Muting Circuit - Description

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Power Supply
Communication
Figure 14: ACP / AMU Power Supply
The system components are supplied with 28VDC from DC BUS1 and DC ESS
BUS via 2 subbusbars 101PP and 401PP respectively.
Busbar 101PP
Supply of the 3rd Occupant ACP and its associated electronic circuit located in
the AMU via 3A circuit breaker: COM NAV/ACP/THIRD/OCCPNT (121VU) Supply
of the calls card in the AMU via 3A circuit breaker:
COM NAV/SELCAL (121VU)
Busbar 401PP
Supply of the Captain ACP and its associated electronic circuit located in the AMU
via 3A circuit breaker: COM/AUDIO/ACP/CAPT (49VU) Supply of the 1st Officer
ACP and its associated electronic circuit located in the AMU via 3A circuit breaker:
COM/AUDIO/ACP/F/O (49VU) Supply of the FlightInterphone Electronic Card located in the AMU via 3A circuit breaker: COM/AUDIO/FLT/INTPH (49VU)
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Communication
AMU BITE Menu

Figure 15: AMU MCDU BITE Menu
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Communication
Purpose of the Static Dischargers

The purpose of the static dischargers is:
to discharge the static electricity accumulated by the aircraft during its flight.
to provide better intelligibility on the HF and VHF system (avoid static electricity
discharge noise).
Presentation
The aircraft behaves like a Faraday cage and should be discharged.
The static dischargers avoid static electricity discharging noise and ensure a good
quality of radio transmission, without interferences.
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Communication
Localization of the Static Dischargers
Static Discharger
The disposition of the static dischargers provides dispatch of the static electricity.
Two kinds of static dischargers are fitted, depending on their localization on the
aircraft.
The aircraft must be equipped with at least 80 percent of its static dischargers for
correct operation.
There are 33 static dischargers located around the aircraft extremities:
6 on flap fairings, 8 on the wings behind the ailerons,
4 on the wing tips, 6 on the elevators,
4 on the side of the elevators, 3 on the rudder, 2 on the fin.
If the aircraft has been struck by lightning the static dischargers are the first elements destroyed and they can be easily replaced.
Figure 2: Installation
Figure 1: Location of Static Dischargers
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Communication
C.V.R. HEADSET is a headset Jack output mounted on the cockpit maintenance

panel (50 VU).
Presentation
The Cockpit Voice Recorder (CVR) is designed to record and preserve the last 30
minutes of flight crew communications and conversation, during a flight, to aid in
an aircraft accident investigation.
Power Supply (Power Interlock)

The Power Supply is automatically or manually controlled under specific conditions by the power interlock circuit.
For each station (CAPT. F/O, 3rd occupant) the AMU provides:
communication signals received and transmitted by radio
flight interphone signals exchanged between crew members
passenger address announcement signals
Each station signal is respectively recorded on channels 1, 2 and 3.
Microphone and Amplifier

The remote microphone 16RK is Installed at the bottom of the overhead panel for
recording ambient conversation and background noise in the cockpit. The amplifier is located behind the overhead panel.
Panels
The C.V.R control panel is located in the cockpit on the overhead panel 21 VU, it
is designed to control the operation of the C.V.R.
CVR TEST pushbutton, when pressed, a signal is heard on the two cockpit loudspeakers.
A 600 HZ test tone is applied sequentially during 0.8s to each of the four tracks.
CVR ERASE puhbutton provides complete erasure of the tape when pressed for
2 seconds.
The erase head erases the previously recorded information on all 4 channels simultaneously, before a new recording is made.
The ERASE pushbutton enables complete erasure of the tape by activation of a
magnetic field.
ERASE is only possible, aircraft on the ground, R and L main landing gear shock
absorbers compressed and parking brake applied.
If the engines are shut down, the CVR must first be energized by pressing the
GND CTL pushbutton on the RCDR panel.
The GND CTL pushbutton provides manual control of the CVR power supply. For
example: to record the check list with engines shutdown.
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Cockpit Voice Recorder Description
The CVR uses a closed loop magnetic tape which enables the recording of the last
30 minutes of conversation. The recorder is a four track system and all tracks are
recorded simultaneously. When the tape is fully recorded, the system progressively erases recordings made in the previous 30 minutes and simultaneously records
Communication
new information. If a solid state version (SSCVR) is installed, the memory can be
enhanced up to 2 Hrs. (EEPROM). An Underwater Locating Beacon (ULB) is
mounted on a bracket attached to the recorder. The ULB emits an acoustic signal
if its water sensitive switch is activated.
Figure 1: System Presentation
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Communication
Component Location
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Hot Mic - & Time Reference Recording
The CAA PROGRAMMING PIN jumper activates Hot Mic Recording, i.e. noises,
picked up by the boom/mask microphones, will be recorded, even when the pushto-talk switches on the side-sticks or the ACPs are not activated.
Communication
The Time Reference audio signal from the FDIU (31-33) is combined with the 3rd
occupants CVR audio output. It is a frequency shift modulated signa: 4193 Hz =
logic 0, 3607 Hz = logic 1.
Figure 3: Hot Mic - & Time Reference Recording
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Communication
Power Interlock
In Flight
The CVR is automatically supplied, when the aircraft is in flight, with engines running or stopped (relay 6RK energized).
On Ground
ON GROUND, the CVR is automatically supplied:
during the first five minutes (TDC = Time Delay Closing of relay 10RK) following energization of the aircraft electrical network, or
with at least one engine running (12KS1 or 12KS2 deenergized), or
up to five minutes after the second engine shutdown (TDC of 10RK to energize
relay 8RK).
Manual Mode
On ground, engines shut down, the CVR may be energized by pressing the GND
CTL pushbutton on the RCDR panel.
When the GND CTL pushbutton is pressed, relay 12TU is energized and hold
energized. This also energizes the relay 6RK, which enables the CVR to be
supplied.
Releasing the GND CTL pushbutton energizes additionally relay 13TU.
The hold circuit for 12TU is now via the released GND CTL pushbutton.
Pressing again the GND CTL pushbutton, cuts off the supply for relay 12TU,
the blue ON light goes off, relay 6RK deenergizes and the CVR is no longer
supplied.
Releasing again the GND CTL pushbutton deenergizes the relay 13TU.
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Figure 4: Power Interlock
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Communication
23-73 Cabin Intercommunication Data System
23-73 Cabin Intercommunication Data

System (CIDS)
CIDS Purpose
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Communication
CIDS General
Decoder - Encoder Unit A
The Cabin Intercommunication Data System (CIDS) is designed to reach a high

flexibility in Cabin configuration related functions.
The type A Decoder-Encoder Units (DEU) are connected to the directors via one
of the four top line data buses. They are dedicated to the passenger related items
listed on the schematic.
Purpose
Most Cabin systems are interfaced with the microprocessor controlled CIDS data
buses. The microprocessor provides signal transmission control and processing
for the CIDS related systems shown on sheet 2 of 2.
Director
For redundancy reasons, the heart of the CIDS comprises two identical computers
called directors.
Director 1 has priority, whereas Director 2 is in hot-standby.
There are 26 identical and interchangeable type A DEUs.
Decoder - Encoder Unit B

The type B Decoder-Encoder Units (DEU) are connected to the directors via one
of the two middle line data buses. They are dedicated to the cabin attendant related items listed on the schematic.
There are four identical and interchangeable type B DEUs installed with the provision of two more.
In case of Director 1 failure, Director 2 takes over automatically.

The On Board Replaceable Module (OBRM) is a cassette located on the front face
of each director. It stores a set of modular software.

The Forward Attendant Panel (FAP) is installed on the purser station and contains
the following control panels
Cabin lighting panel
Passenger Entertainment System (PES) control panel
Water and miscellaneous panel
Programming and Test Panel

The Programming and Test Panel (PTP) is installed near the Forward Attendant
Panel.
For correct CIDS operation, the Cabin Assignment Module (CAM) must be
plugged in.
The PTP enables attendants or maintenance personal to test and re-program the
CIDS.
For example, to change the cabin configuration, the number of the business class
seat rows can be increased.
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Figure 1: CIDS Architecture
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CIDS Description & Architecture
Communication
Slide Pressure System

The directors receive signal from the bottle pressure sensors via type B DEUs.
DEU A
Thirteen type A Decoder Encoder Units (DEUs) are installed along each side of
the passenger cabin.
The type A DEUs are connected to the directors via two twisted pair type top line
data buses.
They connect alternate DEUs, this means that a break in one top-line would disable only every other type A DEU along one side of the cabin.
Passenger Signs
The passenger signs include NO SMOKING and FASTEN SEAT BELT lights and
RETURN TO SEAT lights in the lavatories.
Cabin Lights
If the pressure is low, the CIDS CAUTION light on the FAP comes on.Director /
DEU Architecture
Crew Interphone System

The crew interphone system enables communication between cockpit crew and
cabin attendants and between each attendant station.
From each attendant station it is possible to communicate with personnel at the
service interphone connections.
EPSUs
The Emergency Power Supply Units (EPSUs) are connected to type B DEUs for
the emergency lighting system test.
Drain Mast
The cabin lights include:

Entrance area lights
Cabin fluorescent strip lights
Lavatory lights
Attendant lights
Reading lights.
The directors receive signals from the drain mast control unit via type B DEUs.
If the drain mast heater or the control unit fails the CIDS CAUTION light on the
FAP comes on.
Loudspeakers
The loudspeakers are installed in the Passenger Service Unit (PSU), in each lavatory and in the vicinity of the attendant station.
They are all identical and are used for:
Passenger address announcements
Call chimes (optional)
Passenger Call
Pushbuttons are fitted in the cabin above each seat row and in the lavatories.
DEU B
Four type B Decoder Encoder Units (DEUs) are installed near the exit doors. They
are connected to the directors via two middle line buses.
There are two supplementary DEU B mounts installed as a provision.
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Communication
Figure 2: Director / DEU Architecture
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A320 Family
Communication
CIDS Interfaces
Signs Panel (Seat Belts / No Smoking)
The following is a description of the in-/outputs, to/from the director, as shown counterclockwise - in the block diagram on page 7.
Discrete signals are used for manual - or automatic control of the info signs in the
cabin.
Oil Low Pressure Relay (12KS1)
Low speed arinc 429 data buses are used for BITE data transmission to the CFDIU. The CFDIU is used as an interface between the CIDS and the MCDUs, for
testing and troubleshooting.
A discrete signal is used to automatically increase the Passenger Address level

(+6 dB) in the cabin, when the engines are started.
Selecting CIDS on the MCDU main menu permits access to the SYSTEM TESTand MAINTENANCE menu pages, as on the PTP.
System Data Acquisition Concentrator (SDAC)

A high speed arinc 429 data bus is used for the transmission of doors position information from SDAC 1, for activation of the row numbering lights during boarding.
Four discrete signals are sent to the SDACs for CIDS operation status information:
NO SMOKING- & FASTEN SEAT BELT signs and CIDS operation status & -caution.
Landing Gear Control and Interface Unit (LGCIU)

A discrete signal, landing gear down and locked, is used for the NO SMOKING
signs, if that info switch is in auto position.
A discrete signal, landing gear compressed or ground power connected, is used
to enable the service interphone.
Flight Warning Computer (FWC)

A discrete signal is used for the activation of aural warnings (buzzer sound, at
crew call) generated in the FWC and broadcast via the cockpit loudspeakers.
Service Interphone Override Pushbutton
Audio Management Unit (AMU)

Audio- and discrete lines are used for transmission or reception of the Passenger
Address announcements or interphone communications.
Discrete signals are used for the activation of the Passenger Address, interphone,
attendant call and attendant call reset functions.
Cockpit Handset
A cockpit handset is connected to the directors for the first priority Passenger Address announcements to the cabin.
A discrete signal is used to activate or deactivate the service interphone system,

when the aircraft is in flight, or on ground with the landing gear not compressed
and the external power plug not connected.
Exit Signs Relay (8WL)

A discrete signal is used to activate the EXIT signs via the EPSUs, when the NO
SMOKING signal, from the signs panel, or the signs on signals from the excessive altitude pressure switches, are activated.
Programming and Test Panel (PTP)
Service Interphone Boomsets

Boomsets are connected to the directors for service interphone communication.
Low speed arinc 429 data buses are used for transmission and reception of data
regarding the cabin programming, system test and system status.
Eight service interphone jacks are located around the aircraft for maintenance purposes.
Forward Attendant Panel (FAP)
Cockpit Calls Panel
Low speed arinc 429 data buses are used for transmission and reception of the
controls, status and BITE information.
Discrete signals are used for activation of CALLS to the cabin attendants with dedicated visual and aural indications.
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Communication
Directors
Prerecorded Announcement and Boarding Music (PRAM) (23-32)
Low speed arinc 429 data buses are used for data exchange between the active
and standby directors. The discrete lines are used for the synchronization of the
two directors.
Audio- and discrete (key) lines are used for the transmission of prerecorded passenger address announcements or boarding music, broadcast via the cabin loudspeakers.
Cockpit Door Switch
The low speed arinc 429 data buses are used for BITE and system status transmission and also for the remote controls of the PRAM from the FAP.
When the engines are running and the cockpit door is open, the forward left entry
light yoes automatically to 10% lighting intensity.
With the cockpit door open, the forward attendant station loudspeaker volume will
decrease by -10 dB (PA from cockpit).
EVAC Horn
DEU B
Two (LH & RH) bidirectional middle data bus lines (5 Mbit/s) are used for the transmission of the controls, audio data, BITE and system status information of the attendant cabin systems.
DEU A
An analog signal activates the evac warning horn.
EVAC Panel
Discrete signals are used to activate or deactivate aural and visual indications in
the cockpit and in the cabin.
Cabin Pressure Relay (19WR)

The cabin pressure relay discrete signal is used to automatically increase the PA
level in the cabin by +4 dB, in case of rapid cabin decompression (cabin altitude
above 14000 feet).
Four (LH & RH, 1 & 2) bidirectional top data bus lines (5 Mbit/s) are used for the
transmission of the controls, audio data, BITE and system status information of the
various passenger cabin systems.
Top Line Cut - Off Relay (106RH)

This discrete signal is used to activate the top line cut-off relay, when the emergency mode is activated, to cut the supply of the type A DEUs, in order to decrease
the power consumption.
Pin Programming
Excessive Altitude Pressure (CPCs)
Discrete signals are used to determine the active or standby director.
Discrete signals from the Cabin Pressure Controllers are used to automatically activate the NO SMOKING, FASTEN SEAT BELT and EXIT signs, when the cabin
altitude is above 11300 feet.
Relay Board ANN LT Test and Interface
Smoke Detection Control Unit (SDCU)
Discrete signals are used for activation or deactivation of the indicator lights when
a function or system is selected.
Low speed arinc 429 data buses are used for transmission of the lavatory smoke
detection signal, which activates aural and visual warnings in the cabin. The
smoke detectors status information is displayed on the PTP.
Video System Control Unit (VSCU) (23-36)

Audio- and discrete (key) lines are used for transmission of the video sound,
broadcast via the cabin loudspeakers.
Low speed arinc 429 data buses are used for BITE and system status transmission.
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Figure 3: Director Interfaces
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FAP Interfaces
For information of the other interfaces, refer to the appropriate system
The FAP interfaces with the directors are explained on Page 5.
(EVAC, Water/Waste, Cabin/Emer Lights).
Figure 4: FAP Interfaces
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AAP Interfaces
The AAP is connected to the relevant type B DEU via RS-232 data lines. Discrete
signals are used for the EVAC functions, similar to the EVAC interfaces between
the FAP and EVAC Panels to their relevant type B DEU.
Figure 5: AAP Interfaces
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Communication
PTP Interfaces
The PTP interfaces with the directors are explained on Page 6 and 7.
For the discrete interfaces to the EPSUs (battery test) see 33-50.
Figure 6: PTP Interfaces
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Communication
CIDS Component Location

Figure 7: CIDS Associated Components in the Cockpit - Location
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Figure 8: Cockpit Handset & FWD Attendant Station - Location
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Figure 9: CIDS Components in the Cabin - Location (A319/A320)
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Figure 10: CIDS Components in the Cabin - Location (A321)
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Figure 11: DEU A, DEU Mount & Director - Location (A319/A320)
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Figure 12: DEU A, DEU Mount & Director - Location (A321)
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Figure 13: DEU A, DEU Mount & Director - Location
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Figure 14: DEU B, & DEU Mount - Location (A319/A320)
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Figure 15: DEU B & DEU Mount - Location (A321)
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Figure 16: Passenger Controls and Signs - Component Location
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General
Two identical directors are installed in the avionics compartment. A memory module called the On Board Replaceable Module (OBRM) plugs into the front of the
director. System related software is stored in the OBRM. Customer related software (optional function) is stored in the Cabin Assignment Module (CAM), plugged
into the PTP.
Function
The director is the central control and interface component of the CIDS. The director provides the following functions:
Handling of six data bus lines (4 top- and 2 middle line bidirectional data buses):
the transmission of digitized audio signals,
the transmission of control data and commands and
the adaption of received DEU data.
Control of other CIDS functional units:
the Forward Attendant Panel (FAP),
the Programming and Test Panel (PTP),
the data transfer to the second director,
the area call panels, the attendant indication panels and the aft attendant panel, all of them via DEUs B.
Interface to the cockpit and avionics compartment:
the handling of cabin systems related inputs and outputs (e.g. drain mast heating monitoring),
the control and interface of other systems.
Realization of programming functions:
The current cabin layout and properties of layout related equipment are stored
in the directors, dependent on the contents of the memory module.
Realization of test functions:
All connected systems and the CIDS itself are separately tested.
Activation of emergency mode with minimum power consumption.
Normal Power Supply

The CIDS is continuously energized, when the essential busbar and the service
busbar are energized. In normal operation the essential busbar supplies:
Jun04/THTA
Communication
director 1,
director 2 (A319 and A321 only),
all the circuitry in DEU A, which is necessary for PA operation,
all the circuitry in DEU B, which is necessary for PA-, EVAC- and interphone
operation.
In normal operation the service busbar supplies:

both directors for normal power sensing,
director 2 (A320 only),
the remaining non essential circuitry of the DEUs,
the Forward Attendant Panel & the Programming and Test Panel,
the area call panels, the attendant indication panels and the aft attendant panel, all of tifem via DEUs B.
Abnormal Power Supply

When the service bus power is unavailable, the following equipment is inoperative:
standby director 2 (A320 only), if director 1 = OK,
the non essential DEU circuits (seat numbering- & NS/FS-signs),
the FAP, the PTP and all area call- and attendant indication panels.
Abnormal Power Supply

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.
Emergency Mode
The emergency system is used, if there is a failure of the service bus 601PP and
the essential bus 401PP is available. To reduce power consumption on the essential bus, the active CIDS director energizes the top line cut-off relay (106RH),
which disconnects the essential power to the DEUs A, as long as no Passenger
Announcements (PA) are made. The system operates with the subsequent minimum functions:
the PA system.
the Cabin Interphone and
the EVAC signalling system.

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Communication
The top line cut-off relay is only energized, if service power is lost and no Passenger Announcements are made.
If director 1 fails, this relay deenergizes and switches the essential power and the
top line cut-off relay to the director 2.
Power transfer switching (A320 only).
The schematic below is for the A320 only (power transfer relay instead of separate CBs for each director on the essential- and service buses).
The power transfer relay (105RH) is normally energized (DIR 1 = OK).

Figure 17: Director - General Function/Power (A320 only)r
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Figure 18: Power Supply
Communication
Bite
On 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 connections are arranged such
that director 1 is normally fully active and in control of the CIDS. Director 2 is normally in standby mode. The two directors basically run in parallel with exactly the
same system-status at any given moment, but the standby director has its outputs
deactivated.
A failure in the initialization process in director 1 causes a deactivation of the director 1 hardware and a switchover of the control to the director 2. If the self-test
of director 1 fails, director 2 takes over.
All BITE results are stored in the director BITE dedicated memory.
Failure indication may be given by the following:
the CIDS CAUTION light on the FAP,
the CIDS warning/status on the ECAM displays,
the PTP- and the respective MCDU displays.
The following equipment has its own BITE functions and signals its BITE status to
the director:
each DEU, the PTP, the FAP and
the connected equipment such as PES (AUDIO/VIDEO).
The director (partially via DEU) is able to test the connected systems.
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Communication
The Schematic Below is for the A319 and A321 only.

Figure 19: Director - General Function/Power
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Communication
General DEU Type A
Fail Safe Operation
The Decoder-Encoder Unit (DEUs) are located in the left-hand and right-hand
sides of the cabin ceiling. Each type A DEU connects to a CIDS top line data bus.
Each data bus takes the form of a shielded twisted pair cable.
In the event of a data bus failure the DEU maintains the current status of the discrete cabin systems output for a certain time.
Function
After this delay the outputs are switched to a pre-defined fail safe state, that
means
the four fluorescent strip lights come on with full brightness and an other items go
off.
Each type A DEU interfaces:

three Passenger Service Units (PSUs)
two loudspeakers
four fluorescent strip lights which are part of the cabin light system.
All audio input/outputs are immediately switched off.
Emergency Functions
Top Line Data Bus

Two top line data buses on each side of the passenger cabin connect the type A
DEUs to the directors.
Six* oft them are connected to the top line number 1 and seven* to the top line
number 2. A resistor is located on the last DEU A mount of each line for impedance
matching.
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.
(Note*: number of DEUs, depends on aircraft type, 320 +/-l...).

A broken top line can affect no more than half of the DEUs installed on one cabin
side.
Coding Switches
A coding switch in each DEU mount gives each DEU a unique address. This method enables removal, interchange and replacement of DEUs without having to consider their address.
In the event of mount change it is necessary to select the same code as used before.
CIDS Power Up
When the 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 resuits 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.
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Figure 20: Type A DEU - General Function
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General DEU Type B
At least 95% of possible DEU failures are automatically detected.
The Decoder Encoder Units (DEUs) are located in the left-hand and right-hand
sides of the cabin ceiling.
Emergency Functions
Each type B DEU connects to a middle line data bus. Each data bus takes the form
of a shielded twisted pair cable.
Functions
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.
Each type B DEU Interfaces the following components and systems:

Aft Attendant Panel
Emergency Power Supply Unit
Slide pressure monitoring
Passenger Address / Interphone handset
Attendant indication Panel
Area Call Panel
Drain Mast Heating Monitoring.
Middle Line Data Bus

One middle line data bus on each side of the passenger cabin connects the 2 type
B DEUs to the Directors.
A resistor located in the DEU mount (end of line) terminates each middle line data
bus cable for impedance matching.
Two additional mounts already connected to the middle line data bus are installed
near to the forward right hand door and to the left emergency exit.
Coding Switches
A coding switch in the DEU mount gives each DEU a unique address. This method
enables removal, interchange and replacement of Dues without having to consider their address.
In the event of mount change it is necessary to select the same code as used before.
CIDS Power Up
When the 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.
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Figure 21: Type B DEU - General Function
Communication
The mounts for type A and type B DEUs are similar. But due to indexing pins it is
not possible to install a type A DEU on a type B DEU mount.
The mounts for the type A DEUs have the indexing pins on the outer and those for
the type B DEUs on the inner side.
On each DEU mount there is an Address Coding Switch. In case of a mount
change the old code must be selected.
A table giving the address code is placed close to the mount.
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General PTP Information
The Programming and Test Panel (PTP) is located at the FWD Attendant station
behind a hinged access door.
For correct Cabin Intercommunication Data System (CIDS) operation, the Cabin
Assignment Module (CAM) must be plugged in.
Functions
The functions of the Programming and Test Panel are as follow:
To monitor the failure status of the 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 the CIDS properties and cabin layout information into the CIDS
directors, which are copied from the CAM.
To onboard reprogram
CAM data,
activation of the provisioned CIDS extra functions,
change cabin layout,
implement cabin zoning.
Communication
The CAM contains the cabin layouts 1, 2, 3 and M. In the basic configuration, only
layout 1 is programmed to the airline request. Only layout M can be modified via
the PTP.
Programming and Test Panel (PTP) Utilization (CIDS)

The programming and test panel 110RH transmits to the director via a serial ARINC 429 link which connects to both directors in parallel.
For transmission of data to the panel, however, two separate ARINC links are provided, one from each director. The Cabin Assignment Module (CAM) 115RH plugs
directly into the front face of the panel.
Interaction between director and CAM is via the programming and test panel ARINC links.
Description
The PTP has an alphanumeric display with four rows of twenty characters. The
display is used to present messages, test results and selection menus.
There are keys at each end of the display rows. They are labelled on the display
with < or> characters.
There is no power supply switch. The Programming and Test Panel is automatically supplied if the DC service bus is supplied. The DISPL ON pushbutton 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 pushbuttons and two annunciator
lights for testing the emergency light system.
The CAM defines all of the modifiable system properties and layout information for
the CIDS. It contains four cabin layouts.
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Figure 22: Programming and Test Panel (PTP) - Presentation
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General FAP Information
The Forward Attendant Panel (FAP) is in modular form with a master circuit board
and sub-panels which connect to the master board. The master board contains all
parts which are common to all configurations of the FAP. This includes the power
supply, ARINC 429 transmitter & -receiver.
Light Panel
The cabin light panel comprises control pushbuttons for the different cabin lighting
systems.
There are controls for the entrance areas and the different cabin sections.
The BRT, DIM 1 and DIM 2 pushbuttons respectively switch on the lights at
100%, 50% and 10% intensity.
Power switches provide power for the lavatory lights (LAy), attendant work
lights (ATTD) and the passenger reading lights (READ).
There are also controls for the windows lights (WOO) and the ceiling lights
(CLG).
All pushbuttons, except for MAIN ON and MAIN OFF, have integral lights for
visual indication of the activated functions.
Audio Panel
The audio panel allows centralized control over boarding music and prerecorded
announcements.
Music
The MUSIC ON/OFF pushbutton switches on/off the boarding music. The pushbutton integral light illuminates, when the boarding music is on.
The MUSIC SEL pushbutton switches the boarding music to the next channel,
shown on the numerical display. Pushing the MUSIC if- pushbutton increases/decreases the loudness of the boarding music, indicated on a 10 step rectangular
LED row (VOLUME).
Prerecorded Announcement
The number of a required message is keyed-in and appears on the MEMO 1 display. When the ENTER pushbutton is pushed, the keyed-in data is accepted and
the cursor (LED in front of each MEMO display) moves to the next MEMO display.
The READY light comes on, when the PRAM has found the MEMO 1 announcement. When the START NEXT pushbutton is pushed, the message shown on the
MEMO 1 display moves up to the ON ANNOUNCE display, the corresponding an-
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Communication
nouncement is broadcast via the loudspeakers, the MEMO 2 and 3 move up to

MEMO 1 respectively 2 display and another announcement may be keyed-in in
MEMO 3. The START ALL pushbutton activates all announcements, which are inserted in MEMO 1-3. Pushing the STOP pushbutton stops the announcement immediately, and the CLEAR pushbutton allows to erase the MEMO, selected by the
ENTER pushbutton.
Water and Miscellaneous Panel

For the water and waste panel description, refer to the related systems.
EMER LIGHT is a red guarded pushbutton with an integral light which is used to
switch the emergency lighting system on and off. The function of the pushbutton
is independent from the CIDS power supply.
The LAVatory SMOKE light is used to warn of lavatory smoke. A command from
the Smoke Detection Control Unit (SDCU) can only reset the indication when the
smoke has gone.
The RESET pushbuttton, in case of lavatory smoke warning, resets the aural and
visual indications in the passenger compartment, without affecting the LAV
SMOKE indication at the FAP. This RESET also switches the EVAC tone on the
forward attendant area loudspeakers off.
The EVAC indicator light is controlled by a discrete input.
The EVAC CMD pushbutton switches the evacuation system ON/OFF; the
pushbutton integral light indicates the ON-condition.
The CALL RESET pushbutton enables a central reset of passenger calls in the
FWD cabin zone (similar button on AAP for the AFT cabin zone).
The CIDS PNL LIGHT TEST pushbutton is used to switch on all the FAP lights
(bulb check).
The CIDS CAUTion pushbutton integral light is illuminated to indicate a CIDSCLASS 1 or CLASS 1 CABIN failure. The CAUTion light criteria are listed in the
BITE Failure Transmission List, Page 53.
The CIDS CAUTion light is resetable 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 CAUTion occurs, the respective failure message is displayed on
the Programming and Test Panel (PTP).

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Figure 23: Forward Attendant Panel (FAP) - Presentation
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Aft Attendant Panel (AAP)
From the AAP, the cabin attendants can control various cabin systems in the same
way as on the FAP.
Figure 24: AAP
Communication
In this configuration, one of the following actions can be performed:

Pressing the EVAC COMMAND pushbutton, on the overhead panel, cancels
all aural and visual signals in the cockpit and in the cabin.
Pressing the EVAC HORN SHUT OFF pushbutton silences the EVAC horn.
Pressing the RESET pushbutton on the FAP, AAP or EVAC Panels stops the
EVAC tone on the relevant attendant loudspeakers.
Activation from the Cabin

The EVAC CAPT/PURS Switch is in CAPT Position.
When the EVAC CMD pushbutton on the FAP is selected, the following will happen:
The EVAC CMD pushbutton integral light on the FAP comes on.
The EVAC indicator light in the COMMAND pushbutton, on the overhead pabel
(21VU) in the cockpit, flashes.
The EVAC horn broadcasts an intermittent signal for 3 seconds.
In this Configuration:
Pressing the EVAC CMD pushbutton on the FAP, cancels the EVAC CMD
pushbutton integral light on the FAP and the aural and visual EVAC alerts in
the cockpit.
EVAC General
The EVAC signalling system is used to provide aural and visual signals in the cabin and in the cockpit for evacuation. The system can be controlled either from the
cockpit or from the cabin.
Activation from the Cockpit

The system can be activated by pressing the COMMAND guarded pushbutton on
the EVAC Panel 21VU on the overhead panel. The following indications will happen:
The ON indicator light in the COMMAND pushbutton comes on.
The EVAC indicator light in the COMMAND pushbutton flashes.
The EVAC horn gives an intermittent signal.
On the FAP, on the AAP and EVAC Panels:
The EVAC indicator lights flash.
An EVAC tone is heard as an intermittent signal from the attendant loudspeakers.
An EVACUATION ALERT message on the AlPs is optional.
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The EVAC CAPT/PURS Switch is in CAPT & PURS Position.

The system can be activated from the cockpit and from the FAP. When the EVAC
CMD pushbutton on the FAP is pressed, the following will happen:
The EVAC CMD pushbutton integral light on the FAP comes on.
The EVAC indicator light in the COMMAND pushbutton, on the overhead panel, flashes.
The EVAC horn in the cockpit broadcasts an intermittent signal.
The EVAC indicator lights on the FAP, AAP and EVAC Panels flash.
An EVAC tone is heard as an intermittent signal from all attendant loudspeakers.
An EVACUATION ALERT message on the AlPs is optional.
In this configuration, one of the following actions can be performed:
Pressing the RESET pushbutton on the FAP, AAP or EVAC Panels, cancels
the EVAC tone from the relevant attendant area loudspeakers.

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Pressing the EVAC CMD pushbutton on the FAP finally, cancels all EVAC aural and visual alerts in the cockpit and in the cabin, and the captain - as the last
man - may leave the aircraft...
The EVAC Panel connections are:
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Communication
Figure 25: Evacuation Signalling
MID R door 2, 2064VU4 to DEU B 300RH7 (L MID LINE),

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EXIT R door 3, 2064VU6 to DEU B 300RH4 (R MID LINE).

The AAP is connected to DEU B 300RH5 (L MID LINE).
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Attendant Indication Panel (AIP) - Presentation
Figure 27: AIP Upper Row Outer LH and RH Section
The AlPs are installed near the attendant stations and indicate information in clear
english or in an abbreviated form. The AlP is equipped with a display area, which
provides an alphanumerical display in two rows, each with 16 characters.
Additionally, red and green indicator lights are available and used as attention getters. The information, displayed in the different sections of the upper row and in
the lower row and the operation of the red- & green indicator lights, is shown in the
following tables.
Symbolic indication: The handset has been hooked-off, and the

system awaits a dial procedure (first dial code).
**
The system awaits a second dial code (only displayed, if this is

required, i.e. exclusive selecting CAPT- or EMER CALL).
CALL
The station has been called. Only used in conjunction with the
designation of the calling station.
BUSY
The selected station or function is engaged. Only used in conjunction with the designation of the called station.
CNCL
A previously established link has been cancelled, because the

participating station has been called by a higher priority.
OVER
The station has been called by a high priority call, while another
link has been established previously. Only used in conjunction
with the designation of the calling station.
WAIT
A previously selected PA function has been overridden by a

high priority station. The function is interrupted, until the overriding station hooks-on. Only used in conjunction with the designation of the selected PA function (e.g. PA ALL IN USE).
RST
The RESET-button has been pushed. This text is displayed for

approx. 1 second, then the * symbol appears.
ERR
A selected function is not available, e.g. the link to the Service

Interphone System has been requested in flight.
CAPTAIN
The captain is called or has called respectively.
FWD L AFT R
The indicated station is called or has called respectively.
ALL
At calling station, if INTPH + ALL has been selected.
Figure 26: AIP
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Communication

The display reflects the available stations md. MID, EXIT.
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PA ALL
PA ALL or direct PA (push PIT-button on handset) has been

selected. Public Announcement is heard in all cabin zones.
SERV INT
A link to the Service Interphone System has been requested.

Only possible when the aircraft is on ground (push 2xINTPH).
EMERGENCY CALL
CONFERENCE CALL
An EMERgency CALL has been initiated. The text

is flashing at the calling cabin station, or flashing
with the red indicator light on all AlPs, if the call,
has been activated from the cockpit.
Communication
Figure 29: AIP - Indicator Light Operation
RED
GREEN
ACTIVATED FUNCTION
flashing
EMERGENCY CALL FROM COCKPIT & LAVATORY SMOKE WARN
steady
NORMAL CALL FROM COCKPIT

steady
NORMAL CALL & ALL ATTENDANT CALL FROM

CABIN
At called stations, if an all attendant call (INTPH +

ALL) has been selected from a cabin station.
Figure 28: AIP - Lower Row: System Information

SMOKE LAVATORY A
Smoke has been detected at the indicated lavatory.
PA ALL IN USE
A Public Announcement is made to all cabin

zones.
SERV INT IN USE
The Service Interphone System is switched to the

CIDS. A link can now be switched to the ground
crew by pushing two times INTPH on the handset
keyboard.
appears only, if a boomset, connected to a Service Interphone jack, is keyed.
PAX 15R
A passenger call has been activated. The seat row

number and seat position (L or R) is displayed.
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Communication
Attendant Indication Panel (AlP) - Presentation

Figure 30: AIP Displays with a Call from FWD - to AFT Attendant
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STEP 1
The handset at the FWD attendant station is hooked-off
STEP 2
The INTPH button is pushed on the FWD attendant handset.
STEP 3
The AFT button is pushed on the FWD attendant handset.
STEP 4
The AFT attendant handset is hooked-off.

These AlP indications remain, as long as the chatting goes
on...
STEP 5
The AFT attendant handset is hooked-on, and the RST button is pushed on the FWD attendant handset.
After approx. 1 second, the display as in STEP 1 reappears.

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Communication
Area Call Panel Indications
Passenger Call (blue)
The Area Call Panels are installed in the left and right center ceiling at each cabin
attendant station.
A call from a passenger to the cabin attendant results in lighting the steady blue
field on the Area Call Panel of that side of the forward-, middle- or aft section from
where the call was initiated.
The panels consist of four individually controlled lighted fields, each containing
two parallel connected lamps.
The fields are activated in steady or flashing mode.
Figure 31: The Area Call Panels
Passenger Calls are accompanied by one high chime over the attendant- and cabin loudspeakers of the respective cabin section, and a message PAX nnL/R on
the AlP indicates, from which seat row number (nn) and seat position (L/R) a call
has been activated.
Simultaneously, on the Passenger Service Unit, the seat row numbering sign
comes on steady, if all passenger doors are closed, or flashing with at least one
passenger door open.
Cockpit Crew Call (pink)

A normal call or an EMERgency call from the cockpit is accompanied by a pink
steady field on the Area Call Panel.
The normal calls are accompanied by one high/low chime on the respective attendant loudspeakers.
The EMER calls are accompanied by three high/low chimes on all cabin loudspeakers.
Cabin Crew Call (green)

A normal call or an ALL attendant call from any cabin attendant station turns on
the green steady field, accompanied by one high/low chime on the respective attendant loudspeakers or on all cabin speakers, in case of an ALL call.
Lavatory Call (amber)

A call from a lavatory results in lighting the amber field on the Area Call Panel allocated to the lavatory, accompanied by one high chime on the attendant- and
cabin loudspeakers.
Lavatory Smoke (amber flashing)

The amber field of the corresponding Area Call Panel will flash whenever smoke
is detected in a lavatory, accompanied by triple low chimes, with a repetition rate
of approx. 30 seconds, on all cabin speakers.
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Communication
PA System Presentation
DEU A
Acoustic Equipment
Each DEU A contains two amplifiers for loudspeakers. Signals are sent via Data
top lines through the DEU to and from the director to the loudspeakers.
The acoustic equipment in the cockpit consists of boomset microphones, handmikes, headsets, and oxygen mask microphones.
Attendant Indication Panel

The Attendant Indication Panel is connected to an adjacent DEU B.
AMU
The Audio Management Unit transfers the audio input/output signals from the
acoustic equipment, to and from the director.
Each Attendant indication Panel contains signal lamps and an alphanumerical display providing system related information.
DEU B
Audio Control Panel

The Audio Control Panel enables the Passenger Address selection to be performed.
This signal is sent to the Audio Management Unit.
The DEU B provides interface between the directors, via the middle line data bus
to the attendant handsets and Attendant Indication Panels carrying speech, and
dialling tones, audio sidetone and Push To Talk signals.
Attendant Handset
Cockpit Handset
It is possible to operate the Passenger Address directly with the handset mounted
on the pedestal.
Announcements can be made from the forward and aft cabin Attendant stations.
The audio signals and Push To Talk are connected to the DEU B.
The audio signals and Push - To - Talk control lines are directly connected to the
directors.
Programming and Test Panel
Director
The programming function allows changes of Passenger Address zones (Announcement zoning) and configuration change of the cabin layout (no smoking area) defined in the Cabin Assignment Module.
The directors interface with the cockpit equipment and the cabin systems, assigning priorities given by the Cabin Assignment Module(CAM).
The volume control is managed by the directors software but the volume is automatically increased when an engine is running or in case of cabin depressurization.

An Audio Panel, located on the Forward Attendant Panel controls music and the
Passenger Entertainment System (PES).
Loudspeakers
The Programming and Test Panel is used to test some connected cabin systems.
CAM
The Cabin Assignment Module(CAM) located on the front face of the PTP contains a priority list for PA announcements
the cockpit (highest priority),
the attendant stations,
prerecorded announcement,
video sound,
boarding music.
Announcements from the cockpit or the cabin are broadcast through loudspeakers
located in the cabin, lavatories and Attendant stations.
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Figure 32: Passenger Address System - Presentation
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Passenger Announcement from Cockpit
Figure 34: Oxygen Mask / Boomset
Handset
Oxygen Mask / Boomset
The handset is mounted on the cockpit center pedestal and contains a Push To
Talk (PTT) switch.
To make an announcement using the boomset or

the oxygen mask, the PA transmission key must
be pressed and held. It comes on green.
Pressing on the Push To Talk switch keys the Passenger Address system, overrriding lower priority Passenger Address sources and broadcasting the speech
over all Passenger Address loudspeakers.
The fastest way to make a Passenger Announcement from the cockpit is, to
pick up the handset, push the PTT switch and talk.
To switch on the Passenger Address sidetone, the

PA reception knob must be pressed and released.
It comes on white and controls the sidetone volume.
Figure 35: Audio Control Panel
Figure 33: Handset / Handmike / Headset
Handmike / Headset
To select an announcement using the handmike, the PA transmission key located
on the Audio Control Panel must be pressed and held. It comes on green and connects the microphone audio to the Passenger Address system.
Then, pressing the Push To Talk switch on the mike, keys the Passenger Address
system with audio and broadcasts the speech through the cabin loudspeakers.
To get the sidetone and to control the volume, when using the headset, the PA
reception knob must be pressed and released. It comes on white.
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Communication
Passenger Announcement from Cabin
BUT THE COCKPIT HAS PRIORITY OVER THE CABIN AND CAN OVERRIDE!
General
When the announcement is finished, the handset can be placed into the cradle or
RESET pushbutton can be pressed to use another function.
Each attendant station is equipped with a handset for public announcement, interphone dialling and communication. The handset rests in a cradle.
As soon as the handset is replaced into the cradle the message on the Attendant
indicating Panel disappears.
The system is now completely reset and another announcement can be started
whenever necessary.
Function
The handset and cradle provide the following functions:
the hook-off sensing
the Push To Talk (PTT) switching
the PA announcement
the interphone
Figure 36: Cabin Arrangement & Handset
Handset volume adjustment:

After removing the keyboard cover, two potentiometers under the PTT button.
Passenger Announcement from Cabin

A passenger announcement can be made from any attendant station which is
equipped with an handset. The handset has 12 keys arranged on a 3 x 4 matrix,
the keys are used for:
COCKPIT call: push the CAPT pushbutton switch
FWD attnd call: push the INTPH and the FWD pushbutton switch
MID attnd call: push the INTPH and the MID pushbutton switch
EXIT attnd call: push the INTPH and the EXIT pushbutton switch
AFT attnd call: push the INTPH and the AFT pushbutton switch
PA ALL: push PA and ALT pushbutton switch
Direct PA: push PTT
Service Int: push 2x INTPH
Emergency call: push EMER CALL
Clear handset operation: push RESET.
If one announcement is in progress and another Cabin Attendant decides to use
the Passenger Address, as soon as the Passenger Address pushbutton is
pressed, a message appears on the Attendant Indication Panel to indicate that the
system is engaged.
A second announcement from another Attendant Station cannot be initiated as
long as the handset is not back in the cradle or the RESET pushbutton is not
pressed.
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Cockpit and Cabin Interphone & Call System - Presentation
Acoustic Equipment
It is possible to operate the interphone from the cockpit with the handmike and
headset, boomset and oxygen mask.
Audio Control Panel

A call signal is sent to the Audio Control Panel, when there is a call from a cabin
attendant. The ATT light in the CABin key flashes amber, whenever the cockpit
has been called from the cabin. The interphone function is selected by engaging
the CABin key. This signal is sent to the AMU.
Cockpit Loudspeakers
Each call from the cabin to the cockpit is accompanied by the buzzer sound, which
is generated by the Flight Warning Computer and broadcast through the cockpit
loudspeakers. The Audio Management Unit transfers the audio input/output signals of the acoustic equipment from and to the directors.
Calls Panel (Cockpit Overhead Panel)

On the CALLS panel, pushbuttons allow selection of specific calls to the cabin
(FWD/MID/EXIT/AFT & EMER). The attendant stations can be called separately
or all together by using the EMER pushbutton.
Normal Call from Cockpit

When the FWD-, (MID-/EXIT-) or AFT pushbutton is pressed, the pink light on the
corresponding Area Call Panel comes on. On the corresponding Attendant Indication Panel the CALL CAPTAIN message appears, and the red light comes on. A
high/low chime sounds through the corresponding attendant loudspeakers.
Emergency Call from Cockpit

When the EMER pushbutton is pressed in, the white ON light comes on and the
pink lights on all Area Call Panels come on. On all Attendant Indication Panels the
flashing EMERGENCY CALL message appears and the flashing red light is activated. Three high/low chimes sound through all attendant- and cabin loudspeakers.
Normal Call from Cabin
Communication
Panels (AlP) come on. The corresponding text messages on the AlPs are according to the status of the station (calling/called/busy etc., see tables). A high/low
chime sounds through the respective attendant loudspeakers or through all attendant loudspeakers, in case of an ALL call. When a normal call to the cockpit is
activated (press CAPT button only), a single buzzer sounds via the cockpit loudspeakers and the ATT light on the Audio Control Panel flashes. The message
CAPTAIN appears on the AlP of the calling station.
Emergency Call from Cabin

If an emergency call is activated from the cabin, a triple buzzer sounds via the
cockpit loudspeakers, the ATT light on the Audio control Panels and the CALL annunciator light on the EMER pushbutton flash. The message EMERGENCY CALL
flashes on the AlP of the calling station.
Director
The director accepts audio signals from the various interphone sources, assigns
priorities to each source, performs telephone exchange switching and call functions from cockpit call switch settings or the attendant handset keypad entries. All
this is done with reference to the parameters defined in the Cabin Assignment
Module (CAM).
PTP
The Programming and Test Panel provides the means of amending and activating
the interphone system characteristics and functions, contained in the CAM, from
where they are downloaded to the director.
All communication modes are handled with respect to defined priorities:
1. Emergency call.
2. Call from cockpit.
3. All call from cabin station.
4. Normal call from cabin station.
Additionally, all interphone sources have interrelated priorities (8 of them, from 1A
to 4B), as assigned in the CAM. 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 dialled first will
be given preference. The meaning of the priority-related AlP text messages
(BUSY/CNCL/OVER/WAIT) is given in the table.
When a normal call (from attendant to attendant or to all attendant) is activated,

the green indicators on the respective Area Call Panels and Attendant Indication
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Communication
Figure 37: Cockpit and Cabin Interphone & Call System - Presentation
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Service Interphone - Presentation
Communication
When using oxygen mask or boomset, the INT/RAD selector switch on the ACP
must be held in the RAD position (mic-keying for the radio transmission on VHF/
HF and for talks on CABin/service interphone).
General
The Service Interphone system is integrated in the CIDS directors and Provides
communication on ground between the Cockpit and Cabin Interphone System and
the ground service jacks.
Ground Service Jack

The system includes 8 ground service jacks, connected in parallel to the directors.
Location of the service interphone jacks:
FWD avionics compartment (1RJ).
RH electrical compartment (2RJ).
AFT avionics compartment (3RJ on 63VU).
Engine L and R (4000RJ1 and 4000RJ2).
Hydraulic compartment (11RJ on 2025VU).
AFT fuselage (13RJ).
APU bay (14RJ).
Cabin to Ground Service Jack

By pressing two times the INTPH key on an attendant handset, communication
with the ground jack users is enabled, and the message SERV INT is displayed
on the AlP of the calling station.
Audio signals are transmitted from DEU B via the data middle line and the CIDS
director to the ground service jacks.
A steady message SERV INT IN USE appears on all AlPs, when a service interphone link to the CIDS is active (a boomset, connected to a service interphone
ground jack, is keyed).
LGCIU
The Landing Gear Control and Interface Unit (LGCIU) provides a signal to the director when the landing gear is down and compressed or with ground power connected.
This signal is used to enable the service interphone system.
Service Interphone Override

When the SVCE INT OVRD pushbutton is pressed, the white ON light comes on
and a signal enables the service interphone system.
This override function has to be used, when the signal from the LGCIU is not available, due to the aircraft being on jacks (landing gear not compressed = flight condition) or if the LGCIUs are not supplied.
Cockpit to Ground Service Jack

Pressing the CAB key on the Audio Control Panel (ACP) enables the crew to
speak with the ground jack users. The adjacent reception knob enables the reception volume level to be set.
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Communication
Figure 38: Service Interphone - Presentation
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Communication
Passenger Call System - Presentation
SDAC
General
The SDAC provides the door position information to the directors. When a passenger door is open, the directors provide a signal to switch on all seat row numbering
lights.
At CIDS power up, a general call reset will be initiated and the passenger call function is fully operational.
All the seat row numbering lights are on, when at least one passenger door is
open.
Passenger Call
When an attendant is called by pressing the call Pushbutton on the Passenger
Service Unit (PSU), the corresponding seat row numbering light will come on.
With all passenger doors closed the seat row numbering lights are off.
PTP
From the Programming and Test Panel it is possible to perform a passenger call
lamp check.
On the respective Area Call Panels, the blue indicator lights come on and a high
chime is broadcast through the attendant- and cabin loudspeakers of the respective cabin section.
To reset a passenger call, the call pushbutton must be pressed again.
A central reset button, CALL RESET, for the forward and aft section is fitted on the
FAP and on the AAP.
The seat row number with the reference Left or Right will be displayed in clear text
on the AlP assigned to that particular cabin section (e.g. PAX 3L). A second received call will be displayed after reset of the first call on the respective PSU.
When a passenger door is open and a passenger call is made, the corresponding
seat row numbering light flashes.
Lavatory Call
When a lavatory call pushbutton is pressed, the respective Area Call Panel indicator comes on amber and, adjacent to that lavatory, an indicator comes on amber.
A high chime is broadcast through the attendant- and cabin loudspeakers of the
respective cabin section.
A message (e.g. PAX La A) is displayed on the assigned AlP.
To reset a lavatory call, the lighted call pushbutton must be pressed again.
The central CALL RESET buttons on the FAP and AAP allows to reset all lavatory
calls in the respective cabin section.
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Communication
Figure 39: Passenger Call System - Presentation
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Communication
Passenger Lighted Signs - Presentation
PTP
General
The fault status of the lighted signs is stored in the director BITE memory and is
examined with the PTP. The CAM data which define the lighted signs system
characteristics can be changed.
If the CIDS is energized, the passenger lighted sign system is fully operational.
Fasten Seat Belts

The FASTEN SEAT BELT and RETURN TO SEAT signs in the cabin and lavatories are switched on, when:
the SEAT BELTS switch on the cockpit overhead panel is set to ON, or
in case of cabin depressurization, whatever the switch position.
Also additional functions which use the Panel can be activated (e.g. programming
of NS zones).
At the same time, one low chime is broadcast through all cabin loudspeakers, and
the FASTEN SEAT BELT message is displayed on the upper ECAM DU.
A low chime is also activated, when the switch is set to OFF.
No Smoking
The NO SMOKING and EXIT signs are switched on under the following conditions:
NO SMOKING switch on the cockpit overhead panel is set to ON.
Excessive cabin altitude, whatever the switch position.
NO SMOKING switch in AUTO position and landing gear down and locked.
At the same time, one low chime is broadcast through all cabin loudspeakers and
the NO SMOKING message is displayed on the upper ECAM DU.
EPSUs
The Emergency Power Supply Units (EPSUs) are used to control the emergency
lighting system. When the NO SMOKING signs are switched on, the directors provide a signal to the EPSUs, in order to light the EXIT signs.
There is also a connection between the EPSUs and the Programming and Test
Panel (PTP), to perform an emergency lighting system test or to initialize a test of
the batteries located in the EPSUs.
The EXIT signs belong to the emergency lighting system. The bulbs are checked
during the system test, initialized from the PTP.
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Communication
Figure 40: Passenger Lighted Signs - Presentation
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Bite - Failure Transmission List
Communication
Figure 41: FAILURE TRANSMISSION TO CFDS (VIA ARINC 429) AND ECAM
(VIA DISCRETS TO SDAC) AND FAILURE ANNUNCIATIONS IN THE CABIN.
There are 3 types of test available in the CIDS for failure detection:
the power on test (activated after every power Connection to the CIDS),
the continuous test (automatic periodical. system test),
the manually activated test (via PTP, CFDS...).
The status is transmitted to the CFDS (via ARINC 429) and ECAM (via discret outputs to the SDAC). The failure indication is possible on:
the FAP (CIDS caution Light),
the PIP,
the CFDS/MCDU display,
the ECAN displays.
In flight, it is possible to reset the illuminated caution light on the FAP. After landing, if the failure still exists, the light comes on again and the SYSTEM STATUS
mode is displayed.
The failures are divided into 4 failure classes, 1, 1CAB (cabin), 2 and 3. The relation of failure classes and the transmission to the indicators are shown on the Failure Transmission List.
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Communication
Figure 42: BITE Failure Transmission List
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Figure 43: CIDS Data Bus - Top Line (A320)
Communication
Figure 44: CIDS Data Bus - Top Line (A319/A321)
(Note: * = Components on A319)
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Communication
Figure 45: CIDS Data Bus - Middle Line
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CIDS Power - Up Test
Audio Control Panel:

ATT light flashes for approx. 60 sec.
Conditions of Power-Up Test initialization

A/C configuration:
A- Landing gear not compressed.
B- Landing gear compressed and all doors closed.
C- Emergency mode (only essential power available).
D- Landing gear compressed and with a minimum of one door open.
The computer must be de-energized for a time of 10 sec in A/C config. A, B, C and
D.
Progress of Power-Up Test

The time durations below are only valid if the CAM has been already loaded before
the power-on was performed. The CAM loading requires approx. 15 sec.
Duration:
A/C in config. A:
approx. 35 sec until the system is operational,
approx. 60 sec until the end of the test.
A/C in config. B:
A/C in config. C:
approx. 10 sec until the system is operational.
A/C in config. D:
The following repercussions can be observed in the cabin:

A/C in config. A:
after approx. 30 sec, cabin lights go off for approx. 2 sec,
chimes are heard 40 sec after power-up test initialization.
A/C in config. B:
after approx. 35 sec, the signs flash for approx. 1 sec,
and chimes are heard approx. 35 sec after power-up test initialization.
A/C in config. C:
no observations.
A/C in config. D:
after approx. 35 sec, the call/seatrow numbering lights and the signs
flash for approx. 80 sec,
chimes are heard approx. 170 sec after power-up test initialization.
Results of Power-Up Tests
The stated values are typical values and may be increased under certain conditions.
Cockpit repercussions (ECAM warning, audio warning, lights): A/C in config. A-,
B-, C- or D.
ECAM maintenance status:
CIDS 1 and/or CIDS 2 come on and go off after completion:
at the same time or,
separately or,
approx. 30 sec after completion of the powerup test.
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Communication
Cockpit repercussions in case of test pass / test failed.

a) Test pass: - none.
b) Test failed:
1) In case of CIDS 1 or CIDS 2 failure (CLASS 2 warning):
ECAM STATUS:
MAINTENANCE CIDS 1 or CIDS 2 white indication.
2) In case of CIDS 1 and CIDS 2 failure (CLASS 1, LEVEL 2 warn):
Master caution light comes on and one single chime,
ECAM warning:
COM CIDS 1 + 2 FAULT
INOP SYSTEM CIDS (STATUS).

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CIDS Director Switchover
Communication
Figure 46: PTP Menu Guided Structure
In case of Director 1 failure, the activity is switched to the Standby Director 2.

1. A/C configuration:
A- Landing gear not compressed.
B- Landing gear compressed and all doors closed.
C- Emergency mode (only essential power available).
D- Landing gear commpressed and with a minimum of one door open.
2. Duration:
The time measurement has been started with the Director 1 power-off.
Before the switchover simulation, the CAM has been already loaded.
A/C in config. A and B:
approx. 25 sec until the system is operational and the end of the test.
A/C in config. C:
approx. 5 sec until the system is operational.
A/C in config. D:
approx. 105 sec until the system is operational and the end of the test.
The stated values are typical values and may be increased under certain conditions.
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PTP - System Status & Maintenance
Communication
Figure 47: PTP Menu after DSPL on
The following sequence deals with the PTP SYSTEM STATUS and SYSTEM
TEST functions.
After pressing the DSPL ON pusbutton the first page gives access to 3 main parts:
1. SYSTEM STATUS (to get information on the CIDS & on all connected cabin
systems)
2. SYSTEM TEST (to test CIDS as well as all connected cabin systems)
3. PROGRAMMING (to change the zoning).
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System Status
Communication
Figure 48: PTP - System Status & Maintenance
The SYSTEM STATUS mode allows the current status of the following system
functions to be monitored:
CIDS,
LAV SMOKE SYSTEM,
SLIDES BOTTLE PRESSURE,
DOORS BOTTLE PRESSURE,
DRAINMASTS,
SLIDES ARMED/DOORS CLOSED STATUS (option).
In case of no failure, the message is OK e.g.: CIDS OK.
In case of failure, the message is, e.g.: SLIDE PRESS LOW.
The SYSTEM STATUS will be displayed immediately without selection of this
mode via the PIP menu, when the CIDS CAUTion light on the FAP is on, due to a
failure, except when the PTP is in the MAINTENANCE-, SYSTEM TEST- or PROGRAMMING mode. The sequence of the messages in this case is variable with
the last received failure indicated first.
This display gives more details on the corresponding failure, e.g. the location, or
any message, as shown in the MESSAGE column in the Failure Transmission List
on Page 53.
The MAINTENANCE page allows access to the following items:
LAST LEG REPORT and PREVIOUS LEGS REPORT.
LRU IDENTIFICATION.
FAULT DATA, CLASS 3 FAULTS and GROUND SCAN.
Data displayed in these pages are identical to those available in the CFDS SYSTEM REPORT/TEST function concerning the CIDS.
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Last Leg Report
Communication
Figure 49: PTP - Maintenance: Last Leg Report / Prev Legs Report
This display presents the LAST LEG REPORT, with the date and time of the failure occurence, the ATA chapter and the name of the failed unit. It contains class
1 and class 2 failures.
In flight, this report is titled CURRENT LEG REPORT and is the only item available
within the MAINTENANCE mode.
The reported failure messages are shown in the MAINTENANCE MESSAGE column for class 1, class 1CAB and class 2 failures in the Failure Transmission List
on Page 53.
This report is similar to the LAST/CURRENT LEG REPORT and contains the fault
information of the last 64 flight legs.
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LRU Identification
Communication
Figure 50: PTP - Maintenance: LRU Identification
M-COUNT = modification count, incremented after any programming and saving

of the Modifiable layout of the Cabin Assignment Module.
The following messages can be presented for LRU identification:
DIRECTOR 1
Z010H0002110
CAM M-COUNT=030
Z050H00000343 (x)
(x=1,2,3,M)
currently active layout
PROG. AND TEST PNL

Z020H0000110
DIRECTOR 2
Z010H0002110
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Maintenance Fault Data
Communication
Figure 51: PTP - Maintenance: Fault Data/Class 3 Faults/GND Scan
This display contains the same data as TROUBLE SHOOTING DATA when using the MCDU with the CFDS.
It shows:
The date
The leg number
The hour
The number of occurences (here: 4
A 6 digits code which gives a more precise failure identification.
For example: code 240A07 means DEU A 200RH07 discrete output or wiring connexion pin J2-2.
Present failures are marked with leg 00.
This display presents Class 3 faults messages from the following items:
CFDIU
SDCU CHANNEL 1
SDCU CHANNEL 2
SDAC 1
SIGN LAMP
CALL LAMP
ATTND INDICATION PANEL
AFT ATEND PANEL
ANNOUNCEMENT REPRODUCER
READING LIGHT
READING LIGHT PCB
POWER READING LIGHT PCB
WORK LIGHT FWD, MID, AFT
WORK LIGHT PCB FWD, MID
POWER PCB FWD, MID, AFT
PCB = Printed Circuit Board.
The GND SCAN indicates all dass 1 and 2 failures which are present on ground.
For the continuously monitored system, the ground memory will be updated when
the failure has been cancelled. For non-monitored systems the update will occur
after a director power-on or after a test activation via the PTP.
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PTP System Test
The SYSTEM TEST function allows the following units to be tested on ground only:
DIRECTOR ACTIVE
CIDS BUS
DEU A
DEU B
PROG AND TEST PNL
CAM
FWD ATTND PNL
AFT ATTND PNLS
ATTND IND PNLS
SIGN LAMPS
PAX CALL LAMPS
READING/WORK LIGHTS
EMER LIGHT BATTERY
DRAINMASTS
LOUDSPEAKERS & AREA CALL PANELS (manual tests only)
Communication
After selecting the Loudspeaker Test submenu at some seatrows the pax call!
seatrow numbering lamps can go off. A reset is done by activating a Pax Call
Lamp test at the end of the loudspeaker test.
Figure 52: PTP - System Test
(ACT) indicates that director 1 is active.

Test of the passive Director (<DIR2) is only available via the MCDU. Initiation of
System Tests: If you push the device related membrane switch, the test of this device is activated. The flashing message -WAIT FOR RESPONSE appears on the
display. When the test is finished, the ATA chapter and the message TEST OK
comes on. An old failure message in the directors BITE ground memory is cancelled. In case of a failure, the respective result is written into the directors BITE
memory and the failure message appears on the PTP display. The TEST mode is
not available in flight. The RESET function initiates a CIDS power on reset including the complete power on test. The complete power on test is only performed if
there is at least one cabin door open. If failures still exist, these can be read using
the automatically displayed SYSTEM STATUS/MAINTENANCE mode on the
PTP.
Operational Test for ACPs and Loudspeakers
When you push the ACP or Loudspeaker Test related membrane switch, the related submenu comes on. In the submenu for the loudspeaker test a tone for all
cabin loudspeakers can be switched on/off. Via the ACP test submenu you can
switch on/off alt ACPs for a visible check.
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Utilization of the Programming and Test Panel for cabin
Reconfiguration
Communication
Figure 53: PTP - Programming: Zoning of Cabin Zones/NS Zones
The programming function is used to change the ZONING or to perform the CABIN PROGRAMMING.
For the ZONING mode, there is no access code required.
For the CABIN PROGRAMMING mode, there is an access code required.
This function enables the selection of the number of ZONES inside the cabin as
well as the various NO SMOKING areas.
For CABIN ZONES programming, the end seatrow number of each zone has to
be entered. The specific functions will then adapt automatically.
The NO SMOKING ZONES begin in accordance with the respective CABIN
ZONES. The NO SMOKING signs in these zones are steadily lighted.
Here, FWD ZONE ends at seatrow 03 and AFT ZONE starts at seatrow 04.
To increase the FWD ZONE by 3 seatrows, select 06 for end of FWD ZONE Enter
the new number by pressing successively 0 and 6 on the PIP keyboard.
The FWD ZONE ends now at seatrow 06 and the AFT ZONE starts at seatrow 07.
If a change was done, the flashing message PARAMETER SAVING appears.
With the message PARAMETER SAVED the saving of the new configuration to
layout M and into the director is completed.
The MODIFICATION counter is incremented and displayed. (Here M=019).
Each cabin zone begins with a NO SMOKING ZONE.
This display gives the seatrow numbers of the end of the forward and the aft NO
SMOKING ZONES.
The NS zones are modified using the keyboard in the same way as for the cabin
zones.
Entering a zero (0) deletes the NO SMOKING zone in the respective cabin zone.
If the layout of CABIN ZONES is changed, the NS ZONES layout follows automatically. The number of seatrows in each NS ZONE will remain constant except if the
CABIN ZONE is smaller than the NS ZONE.
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Cabin Programming
The CABIN PROGRAMMING function is protected by an access code. Similar to

the ZONING modes a flashing * sign indicates the possibility for data entries. Here
an access code must be inserted to get to the CABIN PROGRAMMING menu.
There are 3 programming levels:
The 3-digit access code (333), level 1, enables the CAM LAYOUT SELECTion
only, and
the 6-digit access code (333 123), level 2, enables additionally
the PA LEVEL ADJustments.
A 9-digit access code is for vendor use only.
After input of the first digit, the flashing * sign is replaced by a steady * and further
* signs will appear with each access code digit entry. If an incorrect access code
is entered, the display gives the message USER AUTHORIZATION FAILURE. A
new entry can be started after activation of the RETurn key.
Communication
After completing the programming, press RET ) and the message PARAMETER SAVING flashes.
This stores the modified data in the layout M of the CAM and in the EEPROM
of the director.
Reselection of layouts 1, 2 or 3 is possible, but layout M holds the modified layout 2 version, until a new programming is made.
If RET is not pressed, the system will operate with the modified data, until a power
interruption causes a restart of the system. In this case, the modified data will be
lost and the old layout 2 will again control the function of the CIDS.
Figure 54: PTP - Cabin Programming: Cam Layout Selection
The 6-digit access code has been inserted. ENTERing provides the:
CAM LAYOUT SELECTion or PA LEVEL ADJustments.
When activating the CIDS, the last selected layout is loaded from the CAM into the
director memory. The programmed layouts are marked with a < or > sign. The
character of the last selected layout flashes. A new layout can be selected by
pressing the corresponding labelled key. Then this charater flashes, and the layout is downloaded into the director. The CIDS will then be completely updated.
The CAM shown here includes two fixed layouts (1 and 2, e.g. a one- and a twoclass configuration; a maximum of 3 fixed layouts can be programmed) and the
modifiable layout M. After a flashing message LAYOUT 2 LOADING, the steady
indication LAYOUT 2 LOADED appears (in the case of LAYOUT M LOADED, also
the MODIFICATION number will be shown).
Any PROGRAMMING, either the no access code required ZONING (CABIN
ZONES- and NS ZONES modifications), or the access code required CABIN
PROGRAMMING (CAM LAYOUT SELECTION and PA LEVEL ADJustment), is
saved in layout M and active, until another layout (1-3) is reselected.
STEPS TO MODIFY A SELECTED CABIN LAYOUT
Load desired layout 1, 2, 3 or M into director.
Select e.g. ZONING.
By programming steps, the CABIN ZONES or NS ZONES layout data is modified in the RAM of the director.
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Cabin Programming
Communication
Figure 55: PA Level Adjustment
When the 6 digit level 2 access code (333123) in the CABIN PROGRAMMING is
inserted, the PA LEVEL ADJ item appears additionally on the display (1).
The following menus allow to adjust the basic loudness levels for three cabin segments (display 3: SEG1-3) and for the separate attendant areas (display 4: FWDAFT). These segments/areas are fixed (noise level zone defined) and independent of the cabin zones. The definition is laid down in the CAM.
Additionally the AUTOmatic INCREASE levels for the cases ENGine running and
cabin DEPRESSurization can be adjusted (display 5). The acoustic loudness in
the cabin for these auto increase cases is always according to the basic loudness
level plus the auto increase level. After selection of a segment/area/auto increase
case at the right side of the respective menu, the related currently active loudness
value is flashing. It can be adjusted in +/- 2 dB steps by pushing the related +/- key
at the left side of the menu. The respective loudness level in the cabin is updated
immediately (for the auto increase cases only if the cases are currently activ).
The following table shows the default values and the possible range:
When a loudness level has been changed, push the RET key and, after the messsage PARAMETER SAVING, PARAMETER SAVED with the new (increased)
MODIFICATION number will appear.
The RES key is used to select the default values. If a segment/area/auto increase
case has been selected, this flashing value resets to the default value, after pushing RES. If none has been selected before pushing RES (no flashing value), all
values of the page reset to the default values.
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BITE Access via MCDU / CFDS
Communication
Figure 56: BITE Display on MCDU
This CIDS menu is similar to the MAINTENANCE menu selected on the PTP. It is
only possible to check the active CIDS (CIDS 1 ACT).
CIDS 2 could be tested by disconnecting the Power Supply of Director 1.
The various failed units can be:
DIRECTOR 1
DIRECTOR 2
DEU A
DEU B
CIDS TOP BUS
CIDS MID BUS
PROG and TEST PNL
FWD ATTND PNL
CABIN ASSIGNMENT MODULE
AlP
EPSU
SIGNS AND PA
SLIDE BOTTLE PRESS LOW
LAVATORY SMOKE DETECTION HEATER OF DRAINMAST SYSTEM
UNIT OF DRAINMAST SYSTEM
SDCU CHANNEL 1+2
Besides the DEU A failure message, the FIN 200RH15, the date, the time of occurrence and the reference to the ATA chapter is displayed.
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Communication
Figure 57: Bite Display on MCDU
The overflow symbol - when in view indicates that the report is not finished. To see
the entire report, select the NEXT PAGE key.
M-COUNT:
Modification count, incremented after any programming/saving of layout M.
x = 1, 2, 3, M (currently active layout)
TROUBLE SHOOTING DATA is the same topic as FAULT DATA when using the
PTP. N is the number of occurrences of the failure.
The code gives a precise failure identification.
The GROUND SCANNING indicates all class 1 and 2 failures which are present
at the moment.
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Figure 58: Bite Display on MCDU
The CIDS 1 (2) TEST menu enables a direct individual test of the components.
However, for the Loudspeakers and the Area Call Panels the LSK adjacent to their
indication must be pressed to perform an operational test via the respective submenu.
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Differences to Enhanced CIDS System of the A320

Family
System Philosophy
To make it easy to change the cabin layout, the CIDS hardware has spare inputs,
outputs and circuits. These allow the connection of new and additional equipment
without a hardware change of CIDS components. Furthermore the software of the
CIDS defines all operations. If any equipment is changed, only the CIDS software
database has to be modified. A system reconfiguration for the installation of options, cabin reconfiguration or CIDS expansion is thus decreased to software database changes and decreases the aircraft out-of-service time. CIDS is also
designed to detect faults in CIDS components and in the connected equipment by
itself. Thus scheduled maintenance is unnecessary. The system philosophy is
based on:
A microprocessor-controlled data-bus system,
The connection of cabin systems via data bus cables,
Four data bus lines (two top lines for PAX related systems and the cabin illumination and two middle lines for crew related systems),
Two functional units for the data bus control, the CIDS directors 1 and 2,
One director in active mode and the second one in hot-standby,
Immediate switchover to the second director if a failure of the first one occurs,
A Flight Attendant Panel (FAP) to program, to control and to indicate the status
of the CIDS and related cabin systems and to emulate CFDS reports,
Provisions for additional Flight Attendant Panels (FAP),
Addressable Decoder/Encoder Units type A (DEU type A) for the interface between top line data buses and cabin related systems,
Passenger Interface and Supply Adapters (PISA) for the interface between Decoder/Encoder Units type A (DEU type A) and some cabin related systems/
units
Stand Alone Passenger Interface and Supply Adapters (StA PISA) for the interface between Decoder/Encoder Units type A (DEU type A) and equipment/
indications installed near the cabin attendant stations fwd and aft (Ref. 33-2700),
Addressable Decoder/Encoder Units type B (DEU type B) for the interface between middle line data buses and crew related systems,
Configuration of cabin zones and other system properties in address tables
which are stored in a software database, the Cabin Assignment Module (CAM),
Jun04/THTA
Communication
Easy exchange of the CAM which is plugged into the FAP,

One On Board Replaceable Module (OBRM) which is plugged into the FAP
and where the whole System Software is stored,
A Vacuum System Control Function (VSCF) to control and indicate the status
of the vacuum toilet system,
Build In Test Equipment (BITE) to make scheduled maintenance unnecessary
One Prerecorded Announcement and Boarding Music (PRAM) audio database
plugged into the FAP. This memory card contains Boarding Music audio and
PRAM announcement audio-files,
A Smoke Detection Function (SDF) to indicate a detected smoke in the lavatories and in the cargo compartment.
CFDS Emulation on FAP

This function provides the possibility to emulate Centralized Fault Display System
(CFDS) reports on the FAP like it is possible on the Multi Purpose Control Display
Unit (MCDU) located in the cockpit.

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Figure 59: Enhanced CIDS Component Location
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Power Supply
Communication
Figure 60: CIDS Power Supply
The service bus and the essential bus supply electrical power to the CIDS. Depending on the available bus the CIDS operates in the:
Normal mode or
Emergency mode.
Normal Mode
In the normal mode the service bus supplies 28VDC to the CIDS. The system operates with full capability. The BITE test function is only active if the essential busbar is available too.
Emergency Mode
In the emergency mode only the essential bus supplies 28VDC to the CIDS. The
essential bus supplies power to the CIDS, if the service bus is not available. The
system operates with minimum capabilities. The remaining functions are:
Passenger Address,
Cabin Interphone,
EVAC,
Smoke detection.
The DEUs type A, which are connected to the top lines, are only supplied with
power when an audio signal is present. If there is no audio signal, the director operates the Top Line cut-off relay to stop the power supply to the DEUs.
Power Consumption
The power consumption of the CIDS components and the supplied cabin systems
depends on the installed equipment. During normal operation all installed components are supplied with electrical power. If the service bus is not available and the
CIDS is in emergency mode, the power consumption is reduced to a minimum.
Only the components which are needed for the minimum functions are supplied
with electrical power.
Power Interruption
If a power interruption is longer than 5 sec., the CIDS software is reset and all components of the system are set to the predefined status.
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Decoder/Encoder Unit (DEU) Type A
Communication
Figure 61: CIDS DEU A Component Location
The DEU type A provides an interface between the CIDS DATA BUS (top line) and
different cabin systems. The information from the bus is transformed by the DEU
type A into control signals which are sent to the respective cabin systems. The information from the cabin systems is transformed into data bus information and
transmitted to the director. The DEUs type A are installed in the pressurised area
of the cabin. An interface is provided to the following equipment:
Ballast units,
PISAs,
StA PISAs,
Reading Lights,
Seatrow identifier,
Loudspeakers,
NS, FSB and RTS signs,
Architecture
The DEU type A has the following modules and circuits:
Bus interface circuits,
Processing module,
System interface circuits,
Power supply circuits.
Functions
Bus interface circuits. The bus interface buffers all incoming data bus information
and transfers selected data to the processing module. Data packets from the
processing module and system interface are transmitted to the data bus.
Processing Module
This module decodes the data packets and activates the respective outputs of the
system interface. Inputs from the system interface are coded into data packets.
Control commands and audio signals from the director are decoded and transmitted to the respective connected equipment. The DEU BITE function is incorporated in the processing module.
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Communication
Passenger Interface and Supply Adapter (PISA)

The PISA is the interface between the DEU type A and components of the Passenger Service Unit (PSU). The PISAs are installed in each PSU in the pressurised area of the cabin. The PISA has interfaces to the following equipment:
Reading-light switches and reading lights,
PAX call button and call light,
Seatrow identifier,
Loudspeakers,
NS, FSB and RTS signs,
Architecture
The PISA has two boards:
Main board,
Audio board.
Functions
Main board: The main board can operate independently. It contains the functions
for reading light control, reading light switch monitoring, PAX call button monitoring and seat row indication. The main board also receives the necessary power
for supply of both boards and all outputs.
Audio board: The audio board can only operate together with the main board. It
contains the functions for audio output and control of the NS, FSB and RTS signs.
Stand Alone Passenger Interface and Supply Adapter (StA

PISA)
The StA PISA is the interface between the DEU type A and the equipment/ indications installed near the cabin attendant stations fwd and aft. The StA PISA has
interfaces to:
Attendant work light switches,
Attendant work lights,
NS, FSB and RTS signs.
For further information refer to 33-27-00.
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Figure 62: CIDS DEU A Interface
Communication
Flight Attendant Panel (FAP)

The FAP enables the cabin crew to control certain cabin systems and CIDS, to indicate the status of several cabin systems and to provide cabin programming. It
can also be used to emulate CFDS reports when the aircraft is in the ground status. The FAP is installed in the pressurised area of the cabin.
Architecture
The FAP has the following modules:
Display unit,
Sub panel.
Functions
Display unit.
The display unit has these parts:
Ethernet bus interface. This interface buffers all incoming information and
transfers selected data to the processing module. It also receives data from the
processing module and transmits this information on the ethernet bus.
Processing module. This module decodes the incoming data packets and activates the graphic module, which is part of the processing module. It also activates the respective hardkeys of the sub panel. Inputs from the touch screen
or the sub panel are coded into data packets and sent to the ethernet bus interface. In case of emergency mode the processing module switches the FAP
to minimum power consumption. The FAP BITE function is incorporated into
the processing module.
Touch screen panel. This panel indicates all information. It is used to select
functions (like cabin illumination) and for the cabin programming.
Sub panel
The sub panel contains hardkeys and some interfaces (e.g. USB).
On Board Replaceable Module (OBRM)

This module is the storage device for system software (e.g. director S/W, FAP S/
W). It is installed in the sub panel of the FAP.
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Cabin Assignment Module (CAM)
In this module the CIDS configuration data base is stored. It is installed in the sub
panel of the FAP and includes the cabin definition, e.g. for:
Cabin zoning,
Seat relation to loudspeakers and passenger lighted signs,
Chime sequences,
Audio levels.
Integrated Prerecorded Announcement & Boarding Music

(PRAM)
Communication
SCREEN 30 sec LOCK,

EVAC CMD,
EVAC RESET,
SMOKE RESET.
The following switches are installed on the sub panel:

EMER (light).
The following interfaces are installed on the sub panel:
USB plug,
Headphone plug.
This module stores the prerecorded announcement and boarding music audio data. It is installed in the sub panel of the FAP.
Operation
Handling of Flight Attendant Panel (FAP)
Every system page (e.g. cabin illumination) is selectable by the system and function keys. There are different sets of system and function keys. A set consists of
a max. of nine keys. You can go to the next/previous set with the forward/backward button.
The FAP is divided into two main areas. The touchscreen and the sub panel.
Touchscreen
Selection of system pages.
To select a system page push the related key. Then the selected page is shown
in the display area.
The touchscreen generally consists of:

Heading row,
Display area,
System and function keys.
Display area:
The display area shows every selected page.
To select the CABIN STATUS page push the button in the lower right corner of the
touchscreen. The CABIN STATUS page gives an overview of the following pages:
AUDIO,
CABIN LIGHTING,
DOORS/SLIDES,
CABIN TEMPERATURE,
WATER/WASTE.
System and function keys:

The system and function keys are used to select system pages.
On the CABIN STATUS page you can select one of the shown system pages also
by pushing on the related A/C symbol.
Sub Panel
Automatic Activation of System Pages
Heading row:
The heading row shows the title of every selected page.
The sub panel is used for major functions which have to operate independently
from the FAP touchscreen.
The following hardkeys are installed on the sub panel:
LIGHTS MAIN ON/OFF,
LAV MAINT,
Jun04/THTA
If CIDS receives an important message the related system page comes up automatically. The automatically activated pages are displayed until the page is quit.
A smoke alert calls up the SMOKE DETECTION page and overrides any other
page.
The following pages come up automatically:
SMOKE DETECTION.

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Communication
Caution Handling
The CAUT button is always shown in the upper left corner of the touchscreen.
If CIDS receives a message which cannot be shown immediately, the CAUT button turns amber and flashes. After displaying the pages related to the messages
or after pushing the CAUT button, the CAUT button comes on steady. The CAUT
illumination goes off, if CIDS does not receive any further messages. An information text shows in the heading row of the touchscreen as long as the respective
page is not displayed on the touchscreen.
Status Indication
The SYSTEM INFO page on the FAP indicates the status of several cabin systems.
Operation
After selection of the SYSTEM INFO page, an indicator light next to the respective
system-button comes up in amber, if there is a fault message on another page. To
display the faults of the different systems, push the related button on the SYSTEM
INFO page.
Indication
The faults of the following systems are indicated on the SYSTEM INFO page:
CIDS INTERNALS
ICE PROTECTION
Screen off Function

The SCREEN OFF button is located in the lower left corner of the touchscreen.
Pushing that button switches the screen off. If no input is made for more than 10
minutes, a screen saver comes on. The screen is switched on again, if you touch
the screen or in case of an auto event.
Password Protection
The following system pages are protected by a password:
SOFTWARE LOADING,
LAYOUT SELECTION,
CABIN PROGRAMMING,
LEVEL ADJUSTMENT,
CIDS MCDU MENU.
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Communication
Figure 63: FAP General Arrangement and Interface
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Communication
Figure 64: FAP Cabin Status Page
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Prerecorded Announcement and Boarding Music (PRAM)
System
The CIDS transmits the prerecorded announcements and the boarding music to
all passenger related loudspeakers.
Selection of Prerecorded Announcement and Boarding Music

From the AUDIO page of the FAP the prerecorded announcement function and
the boarding music function can be remotely controlled. The source for the prere-
Jun04/THTA
Communication
corded announcements and the boarding music is the PRAM. The audio signals
are transmitted from the sources via the director to the DEU type A. The DEU type
A sends the audio signal either directly or via PISA to the loudspeakers. In case
of low cabin-pressure or engine on (high oil-pressure) the volume of prerecorded
announcement is increased.
Figure 65: FAP Audio Page and Audio Distribution

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Figure 66: FAP Cabin Light Page
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Communication
Figure 67: FAP Cabin Programming and Smoke Detection Page
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Communication
Figure 68: FAP Pages
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Communication
Figure 69: FAP Pages
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CIDS Test / BITE
Communication
Figure 70: CIDS Interactive Mode
The CIDS has an extensive self-monitoring capability. When all electrical power
(normal and essential power at director inputs) is connected to the CIDS, a powerup test of the system is started. The progress of the test is shown with a bar graph
on the FAP. The BITE finds at least 95% of the failures and isolates at least 85%.
These failures are written into the BITE memory of the directors and are sent to
the Centralized Fault Display System (CFDS) in normal and interactive mode. The
display units of the CFDS are called MCDUs. There are two MCDUs in the cockpit.
The indication of the failures depends on their importance.
Parts of the failure messages (ATA references, FIN's and locations) are stored in
the Cabin Assignment Module (CAM).
The failure handling/memorization is done in relation to the flight phases. The
commands are sent from the CFDS to the CIDS. The failures are classified as
class 1, 2 or 3 and as internal or external failures.
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Figure 71: CIDS System Test Page
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Communication
Figure 72: CIDS BITE on Active Director

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Figure 73: CIDS BITE on Passive Director
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Communication
Figure 74: CIDS Operational Tests

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Communication
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Communication
Level 3 B1 B2
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A320 Family
Study Questions
Communication
23-Study Questions
23-24 ACARS
1. When does the SEL light on the RMP illuminate?
4. Where is an ACARS system fault indicated?
2. What happens, if RMP 1 fails?
5. On which ACARS page can a linktest be activated?
3. When does the VHF-3 transceiver switch over from frequency data input port
A to port B? (B2 only)
23-34 Airshow
6. The airplane symbol is missing on the map displays. Which system must be
turned on?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Communication
7. The INFO mode is selected on the FCU and the TIME TO DESTINATION is
not correct. Which P/BSW sequence has to be performed, to adjust this time
indication? (B2 only)
23-36 Video
11.How is a SELCAL call indicated on the ACP?
10.What is the function of the AMU (1RN)?
8. When are all HMDUs automatically retracted?
9. What may be the trouble, when all HMDUs in the aft right cabin remain in the
stowed position? (B2 only)
12.Which actions must be performed, to talk through the Flight Interphone System?
13.What happens, when the F/0-3 position is selected on the AUDIO SWITCHING panel?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
14.Is it possible to transmit simultaneously on PA and VHF channels? (B2 only)
Study Questions
Communication
18.What is the purpose of the Flight Interphone System? (B2 only)
15.What is the function of the RESET key on the ACP? (B2 only)

19.What is the purpose of the CVR?
16.Is the following statement true? The audio signals between the AMU and the
ACPs are exchanged via digital data buses. (B2 only)
20.Aircraft on ground and engines shutdown; what are the conditions to erase the
CVR tape?
17.Which aural warning sounds simultaneously with a visual SELCAL indication?

(B2 only)
21.Aircraft on ground and engines shutdown; what are the conditions to energize
the CVR? (B2 only)
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
23-73 CIDS
Study Questions
Communication
26.When does the CIDS Caution light on the FAP illuminate?
22.Which unit allows cabin configuration changes?
27.In which case does the passenger address volume automatically increase?
23.How does the PTP(Programming & Test Panel) power down?
24.What happens, if the DC essential bus fails?
25.What happens if the self test of Director 1 fails?
Oct03/THTA
28.How is a passenger announcement performed from the cockpit and from the
cabin?
29.Which CIDS failures are shown on the ECAM displays?

Level 3 B1 B2
Training Manual
A320 Family
30.What is the result, if one top line is broken? (B2 only)
Study Questions
Communication
34.Where are the DEU coding switches located? (B2 only)
31.Where are the ACPs connected to? (B2 only)

35.What is displayed on the AlP (Attendant Information Panel), if an attendant
handset is unhooked? (B2 only)
32.Which bus supplies Director 1 in normal operation? (B2 only)
36.Which unit assigns the priority for an announcement? (B2 only)
33.To which units are the cabin loudspeakers connected? (B2 only)
37.Which selections are necessary to arrange a conference talk between the

cockpit (using a boomset), the aft attendant station and the APU bay (service
interphone jack) with the aircraft in flight condition (on jacks)? (B2 only).
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Communication
38.Which MAINTENANCE submenu has to be selected, to list all class-1 and

class-2 failures which are present on ground? (B2 only)
39.Where can a power on test be initiated (without recycling CBs)? (B2 only)
40.For which CABIN PROGRAMMING is no access code needed? (B2 only)
41.Which access code has to be inserted, to change the passenger address volume level? (B2 only)
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Electrical Power
24-00
24 Electrical Power
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24-00-1
Training Manual
A320 Family
24-00 General
24-00 General
A Generator Control Unit (GCU) is associated with the emergency generator.
The electrical power system consists of a 3 phase 115/200 V 400 Hz constant frequency AC system and a 28 V DC system.
Normally, the system produces AC current which is then transformed into DC current. Each generator, engine or APU can supply the complete AC and DC system.
Galley supply has secondary priority. In case of loss of normal AC generation the
aircraft can be supplied by an emergency generator (Ram Air Turbine, RAT). In
case of total loss of AC generation, the aircraft can be supplied from the batteries.
In this case, DC current can be transformed into AC current.
Its functions are:

To regulate the emergency generator constant speed.
To control the generator voltage.
To protect the network by controlling the emergency generator line contactor.
To control the emergency generator start-up.
Static lnverter
A static Inverter transforms the DC voltage from battery 1 into single phase 115 V
- 400 Hz AC supplied to part of the AC ESS Bus. When the aircraft speed is more
than 50 kts, the static inverter is automatically activated if only batteries are supplying the aircraft, regardless of BAT1 and BAT2 P/B position.
With aircraft speed below 50 kts, the static inverter is activated
when batteries only are supplying the electrical system provided both BAT 1 and
BAT 2 P/B are switched on.
AC Generation
Main Generators
DC Generation
Aircraft electrical power is provided by two three phase

AC engine generators driven by an integrated drive (GEN 1, -GEN 2) with an output rated at 90 KVA - 115/200 V - 400 Hz. A third equal generator (APU GEN) driven directly by the APU can replace either or both engine generators at any time.
Power supply control of each generator is performed by a Generator Control Unit
(GCU).
The main functions of each GCU are:
To control the generator frequency and the voltage.
To protect the electrical system by controlling the associated Generator Line
Contactor (GLC).
External Power
A ground power connector is installed near the nose wheel to supply the complete
AC and DC system. A Ground Power Control Unit (GPCU) ensures the system
protection by controlling the external power contactor.
Emergency Generator (RAT)

An emergency generator, AC three phase, 5 KVA - 115/200 V - 400 Hz driven by
the blue hydraulic system, automatically provides emergency power in case of failure of all generators.
Jun04/THTA
Electrical Power
Transformer Rectifiers (TR)

Two main Transformer Rectifiers TR1 and TR2 permanently provide the DC power.
A third identical transformer rectifier, the ESS TR is used to supply the DC ESS
BUS from the emergency generator in case of total loss of ENG and APU generators or if TR1 orTR2 fails.
Each TR controls its contactor by internal logic.
Batteries
Two main batteries of normal capacity of 23 Ah each are permanently connected
to the two hot busses.
Each battery has an associated Battery Charge Limiter (BCL).
The BCL monitors battery charging and controls its battery contactor.
Note:
In normal configuration the batteries are disconnected most of the time.
A battery automatic cut off logic prevent batteries from complete discharge
when on ground (parking).

Level 3 B1 B2
24-00-2
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 1: Electrical Power Distribution

DC BAT BUS
BAT
CONT
DC TIE
CONT
ESS DC
TIE
HOT BUS 1
DC TIE
CONT
HOT BUS 2
BAT 1
STAT
INV
CONT
BAT 2
DC ESS BUS
DC BUS 1
DC BUS 2
DC ESS SHED
STAT
INV
DC GND / FLT
AC STAT INV
TR
ESS
TR
EMER
GEN
TR
2
AC ESS BUS
AC ESS SHED
AC GND / FLT
AC ESS FEED
AC BUS 2
FUEL
PUMPS
AC BUS 1
GEN
LINE
CONT
GEN
1
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BUS TIE
CONT
BUS TIE
CONT
APU
LINE
CONT
EXT
PWR
CONT
APU
GEN
EXT
PWR

GEN
2
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Training Manual
A320 Family
Circuit Brakers
Electrical Power
24-00 General
1 min
Two types of C/Bs are installed:

Monitored C / Bs, (green). When pulled more than 1 mm., the C / B TRIPPED
ECAM warning is triggered.
Non monitored C/Bs (black).
Red C/B caps are installed on Wing Tip Brakes C/Bs to prevent any WTB reset.
A320 only:
Moreover, yellow rings are installed on C/Bs which must be pulled when flying on
batteries only (Refer to Emergency/Abnormal checklist).
Operations
GEN 1 and 2, when operating, have priority over the APU generator and over the
external power.
The generators cannot be connected in parallel.
The external power has priority over the APU generator when the EXT PWR P/B
is ON.
One engine generator, the APU generator or the external power may supply the
complete AC and DC system.
On ground, when only ground services are required, AC and DC GND / FLT BUSES can be supplied directly from the external power without supplying the entire
aircraft system.
This configuration is selected through the MAINT BUS switch located in the forward entrance area.
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Electrical Power
24-00 General
Figure 2: Emergency Generation Control Logic
Jun04/THTA

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A320 Family
Electrical Power
24-00 General
Figure 3: Distribution Table

AC
BUS
1
NORM CONF
AC
BUS
2
AC
AC
AC
ESS ESS STAT
BUS SHED INV
GEN1 GEN2 GEN1 GEN1
TR1
TR2
GEN1 GEN2
ESS
TR
DC
BUS
1
DC
BUS
2
DC
BAT
BUS
DC
DC HOT
ESS ESS BUS
BUS SHED
1
TR1
TR2
TR1
TR1
HOT
BUS
2
TR1
BAT1 BAT2
GEN1 GEN2 GEN1 GEN1 GEN1
ONE GEN INOP

GENX GENX GENX GENX
-X- for GEN
1, 2 or APU
ST
INV
EMER CONF
BEFORE EMER
GEN RUNNING
(about 5 sec)
EMER GEN
RUNNING
GENX GENX
TR2
TR1
TR1
TR1
BAT1 BAT2
GENX GENX GENX GENX GENX
ST
INV
/
BAT1
TR1
/
EMER
GEN
BAT2
ESS
TR
ESS
TR
BAT1 BAT2
BAT1
EMER EMER
GEN GEN
BAT1 BAT2
EMER EMER
GEN GEN
(A320 only)
AFTER L/G
EXTENSION
(A319/321 only)
AFTER
TOUCH
DOWN (RAT
stall or speed
<100kt )
AFTER TOUCH
DOWN
(Speed < 50 kt)
ST
INV
/
ST
INV
/
BAT2
BAT1 BAT2
BAT
1-2
BAT2
BAT1 BAT2
BAT
1-2
BAT2
BAT1 BAT2
ST
INV
BAT1
BAT
1-2
BAT2
BAT1 BAT2
TR2
TR2
TR2
ESS
TR
ESS
TR
BAT1
BAT1
ST
INV
ST
INV
/
BAT1
BAT1
ST
INV
/
BAT1
ON GROUND
BATTERIES
ONLY
TR1 FAULT
GEN1 GEN2 GEN1 GEN1
GEN2 GEN1
BAT1 BAT2
TR1
TR2 FAULT
GEN1 GEN2 GEN1 GEN1
GEN1
TR1
TR1
ESS
TR
ESS
TR
GEN1
BAT1 BAT2
TR1 + 2
FAULT
ESS
TR
GEN1 GEN2 GEN1 GEN1
GEN1
ESS
TR
BAT1 BAT2
GEN1 GEN1
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Training Manual
A320 Family
Normal Configuration
Electrical Power
24-00 General
Figure 5: External Power only
Engine Generator 1 and 2

Each engine driven generator supplies its associated AC BUS (1 and 2) via its
Generator Une Contactor (GLC 1 and GLC 2). AC ESS BUS is normally supplied
from AC BUS 1 via the AC ESS FEED contactor. TR 1 normally supplies DC BUS
1, DC BAT BUS, and DC ESS BUS. TR 2 normally supplies DC BUS 2. The two
batteries are connected to the DC BAT BUS if charging is needed. When they are
fully charged the Battery Charge Limiter (BCL) disconnects them.
Figure 4: Engine Generator 1 and 2
Jun04/THTA

Level 3 B1 B2
24-00-7
Training Manual
A320 Family
Figure 6: APU Generator and Engine Generator 2
Jun04/THTA
Electrical Power
24-00 General
Figure 7: APU Generator only

Level 3 B1 B2
24-00-8
Training Manual
A320 Family
Abnormal Configuration
Electrical Power
24-00 General
Failure of the AC BUS 1
Failure of one Engine Generator

The failed generator is automatically replaced by:
The APU GEN if available or,
The other engine generator (with automatic partial galley load shedding).
The AC ESS and DC ESS BUSES will be supplied by the AC 2 BUS and the
ESS TA if the AC ESS FEED P/B is pressed.
The DC 1 and DC BAT buses are automatically supplied by the DC 2 BUS after
5 sec.
Figure 9: Failure of the AC BUS 1
Figure 8: Failure of one Engine Generator
12H24
Jun04/THTA
12H24

Level 3 B1 B2
24-00-9
Training Manual
A320 Family
Electrical Power
24-00 General
Failure of one TR
Failure of TR1 and TR2
The contactor of each TR is automatically open in case of:

Overheat.
Minimum current.
If TR1 and TR2 are lost: DC1 BUS, DC2 BUS and DC BAT BUS are also lost. The
DC ESS BUS is supplied by the ESS TR.
The faulty TR is automatically replaced be the other one.
Figure 11: Failure of TR1 and TR2
The DC ESS BUS is supplied by the ESS TR.

Figure 10: Failure of one TR
12H24
12H24
Jun04/THTA

Level 3 B1 B2
24-00-10
Training Manual
A320 Family
Electrical Power
24-00 General
Loss of all Main Generators (EMER GEN Running):
Smoke Configuration
In the event of loss of both AC 1 and AC 2 BUS, with speed above 100 kt, the RAT
is automatically extended. This powers the blue hydraulic system which drives the
emergency generator via a hydraulic motor. This generator supplies the AC ESS
BUS and the DC ESS BUS via the ESS TR.
In case of smoke detection from an electrical source, the procedure leads to shedding of the main bus bars.
A320: When the L/G is down:

A319/321: If the RAT stalls or when on ground with speed below 100 kt:
The emergency generator is no longer powered and the emergency generation
system is automatically transferred to the batteries and static inverter with automatic shedding of the AC SHED ESS and DC SHED ESS BUS bars.
In this configuration the electrical distribution is the same as in emergency configuration (loss of main generators) except for the LH and RH fuel pump 1 which are
connected upstream of the GEN 1 line contactor.
About 75 % of electrical equipment is shed. All the units which remain powered
are supplied from C/Bs which are located on the overhead panel (except those
which are supplied from HOT BUSES).
The ECAM ELEC PAGE is identical to the EMER GEN running case.
A320 only: During this phase, APU start is inhibited

When on ground:
Below 100 kt the DC BAT BUS is automatically connected to the batteries.
Below 50 kt the AC ESS BUS is automatically shed leading to the loss of all
CRT.
During RAT extension (about 8 sec) the emergency generation system is powered from the batteries.
APU start is not inhibited if emergency generation system is powered from the
batteries only when on ground (speed is lower than 100 kt).
Figure 13: Smoke Configuration
Figure 12: In Flight
12H24
Gen 1 runs (fuel pumps)/ Gen 2 "OFF"
12H24
Jun04/THTA

Level 3 B1 B2
24-00-11
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 14: Electrical Panel (AC System)
AC ESS FEED P/B

The AC ESS BUS is normally supplied from the AC BUS 1.
It may be supplied by the AC BUS 2 through the AC ESS
FEED Contactor.
IDG 1 (2) P/B (guarded)
NORMAL
- The AC ESS BUS is supplied from AC

BUS 1.
Normally springloaded out.
ALTN
- The AC ESS BUS is supplied from AC

BUS 2.
When pressed the IDG is disconnected from its drive shaft

and can only be reconnected by maintenance personnel.
FAULT
- Illuminates amber accompanied by

ECAM activation when the AC ESS BUS
is not electrically supplied.
CAUTION: If the P/B is pressed for longer than about 3 sec.

damage may occur to the disconnection mecha
nism.
NOTE: In case of total loss of main generators the AC ESS

BUS is automatically supplied by the emergency
generator or by the static inverter if the emergency
generator is not available.
Do not disconnect the IDG when the engine is not running (or
in windmilling) since IDG damage would be incurred at
engine start.
FAULT
GALLEY P/B
AUTO
- Main galley and secondary galley are

supplied under normal condition.
The main galley is automatically shed
if only one engine generator is
operating.
All galleys are powered when APU
GEN or EXT PWR is supplying.
OFF
- The main galley and secondary galley are

not supplied.
FAULT
- Comes on amber accompanied by

ECAM activation when the load of any
generator is above 100 % of rated output.

IDG oil outlet overheat (above 185C),
or
IDG oil pressure low. Inhibited at low
engine speed (N2 below 14 % ).
Light extinguishes when the IDG is
disconnected.
GEN 1 (2) P/B

On
OFF
FAULT
- The generator is energized and the line

contactor closes provided electrical
parameters are normal.
- The generator is de-energized and the
line contactor opens.
The fault circuit is reset.
ECAM activation in the event of:
Protection trip initiated by the
associated Generator Control Unit
(GCU).
Opening of the line contactor (except if
GEN P/B selected OFF).
NOTE: If the protection trip is initiated by a differential fault

the reset action has no effect after two attempts.
EXT PWR P/B

AVAIL
APU GEN P/B
On
OFF
FAULT
- The APU generator is energized and the

line
contactor
closes
provided
parameters are normal and EXT PWR line
contactor is open.
The bus tie contactor 1 and (or) 2
automatically closes if GEN 1 and (or)
GEN 2 are not operative.
Momentarily pressed:
BUS TIE P/B
AUTO
- The generator is de-energized and the

line contactor opens. The fault circuit is
reset.
ECAM activation in the event of:
Protection trip initiated by the
associated Generator Control Unit
(GCU).
Opening of the line contactor (except if
GEN P/B selected OFF). APU GEN
FAULT light is inhibited when APU
speed is too low.
- Illuminates green provided external

power is connected and external power
parameters are normal.
- The AC Bus Tie Contactors (BTC) open or

close automatically in order to maintain
power supply to AC BUS 1 and 2.
- One BTC is closed when:
One engine generator supplies the
associated AC BUS, and
The APU GEN or EXT PWR supplies the
other side.
- Both contactors are closed in case of one
engine, or APU GEN, or EXT PWR supply.
OFF
- Both bus tie contactors open.
- If the AVAIL Iight was on:

The external power line contactor
closes.
The AVAIL Iight goes off.
The ON Iight comes on blue.
- If the ON Iight was illuminated:
The external power line contactor
opens.
The ON Iight goes off.
The AVAIL Iight comes on.
NOTE: - The external power has priority over the
APU GEN. The engine generators have priority
over the external power.
- ON Iight remains on even when the engine gener
ators supply the aircraft.
NOTE: APU GEN FAULT is inhibited when APU speed is too

low or in case of APU GEN line contactor opening af
ter EXT PWR or ENG GEN take over.
Jun04/THTA

Level 3 B1 B2
24-00-12
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 15: Electrical Panel (DC System and Emergency Power)

BAT 1 (2) Indication
Battery voltage is indicated in white.
BAT 1 (2) P/B

Controls the operation of the corresponding battery charge
limiter.
Auto
- The battery charge controller unit

automatically controls the connection/
disconnection of the corresponding
battery to the DC BAT BUS by closing /
opening of the battery contactor .
- The batteries are connected to the
DC BAT BUS in the following cases:
APU starting (MASTER SW ON and
N 1< 95 %).
EMER GEN TEST P/B (guarded)
NOTE: The connection is limited to

3 min. when the emergency
generator is running.
Battery voltage below 26.5 V (battery
charge).
Charging is completed when battery
charge current becomes lower than
4A, and in flight only, after a time delay
of 30 min.
Loss of AC BUS 1 and 2 when below
100 kt (EMER GEN not supplying).
When pressed and held:

- If AC bus 1 and 2 are supplied:
The EMER GEN is hydraulically
powered provided blue electric pump
is running.
The AC ESS BUS and the DC ESS BUS
are connected to the emergency
generator (the DC ESS SHED and AC
ESS SHED busses are not powered).
The ELEC page is automatically
displayed on ECAM (only on ground).
If BAT only supply the aircraft:
MAN ON P/B (guarded)

AUTO
- The AC ESS BUS is powered by the static

inverter.
- The
CSM/G
(Constant
Speed
Motor/Generator)
is
hydraulically
powered by the blue system.
A320 only : Provided the L/G is up.
- As soon as the emergency generator
electrical
parameters
are
within
tolerances the emergency generator is
connected to the aircraft system.
GEN 1 LINE P/B

OFF
SMOKE:
- GEN 1 line contactor opens.

The AC BUS 1 channel is supplied from
GEN 2 through bus tie contactors. (Used
for smoke drill).
When depressed:
- RAT extension is manually selected.
Emergency generator is activated within
3 sec.
A320 only: Provided the L/G is up.
- Comes on amber associated with ECAM

warning when smoke is detected in the
avionics ventilation duct.
RAT & EMER GEN FAULT Light
- If AC BUS 1 and 2 are not supplied, and

emergency generator is not supplying
during RAT transit or (A320 only: after
L/G extension, A319/321 only: after RAT
stall at landing or on ground below
100kt):
Battery 1 supplies the AC STAT INV
BUS and, provided speed is greater
than 50 kt, the AC ESS BUS.
Battery 2 supplies the DC ESS BUS.
- The RAT will automatically extend when

the following conditions are met:
AC BUS 1 not electrically supplied.
AC BUS 2 not electrically supplied.
Aircraft speed above 100 kt.
Automatic battery contactors opening occurs when:

- A/C is on ground.
- BAT P/B are at auto.
- Main power supply (EXT PWR + GEN) is cut off.
- Battery voltage is lower than 23V for more than 16 sec.
Reset is achieved by switching BAT P/B to OFF then auto.
OFF
- The battery charge control unit is not

operating, the battery contactor is open.
OFF light illuminates white provided the
DC BAT BUS is supplied. Hot buses
remain supplied.
FAULT

ECAM caution activation when the
charging current for corresponding
battery increases at an abnormal rate. In
this case the battery contactor opens.
Illuminates red if the emergency generator is not supplying

the AC and DC ESS BUS when AC BUS 1 and AC BUS 2 are
lost (A320 only: Inhibited if L/G is down).
Jun04/THTA

Level 3 B1 B2
24-00-13
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 16: System Display Electrical

DC 1 (DC 2, DC ESS) Bus Indication
Battery Indications
Normally green. Becomes amber when the corresponding

bus is off.
"SHED" appears in amber when DC ESS SHED BUS is off.
BAT P/B OFF:
TR 1 (2) Indication
TR 1
Indication white. Becomes amber:

When voltage or current change to amber.
28V
TR voltage (green). Becomes amber if

V > 31V or V < 25V .
150A
TR current (green). Becomes amber if

_ 5A.
current is <
ESS TR Indication
ESS TR

When voltage or current change to amber.
28V
TR voltage (green). Becomes amber if

V > 31V or V < 25V .
130A
TR current (green). Becomes amber if

_ 5A.
current is <
Voltage and current indications are not displayed when the

essential TR contactor is open.
BAT 1
Indication white
OFF
BAT P/B AUTO:
BAT 1

When voltage or current change to amber
or
In case of BAT FAULT warning.
28V
Battery voltage (green). Becomes amber if

V > 31V or V < 25V .
150A
Battery current (green). Becomes amber if

discharge current is > 5A .
Battery Charge / Discharge Indication

Green
Battery contactor closed.
Battery charging current > 1A .
Amber
Battery contactor closed,
Battery discharge current > 1A
Green
Battery contactor closed.
Current < 1A .
Battery contactor open.

When voltage or frequency change to
amber.
116V
EMER GEN voltage (green). Becomes

amber if V > 120V or V < 110V .
400HZ
EMER GEN frequency (green). Becomes

amber if F > 410Hz or if F < 390Hz.
_ 25.
Normally green. Becomes amber if DC BAT voltage <
APU Indications
APU MASTER SW P/B OFF :
APU GEN
Indication white irrespective of APU GEN

SW P/B position.
APU MASTER SW P/B ON;

- APU GEN P/B OFF
APU GEN
OFF
Amber APU GEN indication.

White OFF indication.
- APU GEN P/B ON
SYSTEM DISPLAY
EMER GEN Indication

EMER GEN
DC BAT BUS Indication
APU GEN
APU GEN indication white. Becomes amber:

When voltage, load or frequency change to
amber.
26%
GEN load (green). Becomes amber if

load > 100%.
116V
GEN voltage (green). Becomes amber if

V > 120V or V < 110V.
400HZ
GEN frequency (green). Becomes amber if

F > 410Hz or if F < 390Hz.
AC 2 (AC 1, AC ESS) Bus Indication

Normally green. Becomes amber when the corresponding
bus is off.
"SHED" appears in amber when AC ESS SHED BUS is shed.
Voltage and frequency indications are not displayed when

the EMER GEN line contactor is open.
EXT PWR Indications

External power not available.
GEN 1 (2) Indications
Blank.
GEN P/B OFF: GEN 1

OFF
External power available:
"GEN" white if generator energized, amber

if de-energized.
"1" or "2"indication:
White if associated engine running.
Amber if stopped.
EXT PWR

When voltage or frequency change to
amber.
116V
EXT PWR voltage (green). Becomes amber

if V > 120V or V <110V.
400HZ
EXT PWR frequency (green). Becomes

amber if F > 410Hz or if F < 390Hz.
STAT INV
- Appears during static inverter test and in

use.
"OFF" indication white.

GEN P/B ON:
GEN 1
"GEN" indication white. Becomes amber:

When voltage, load or frequency change to
amber.
26%
GEN load (green). Becomes amber in case

of overload (threshold between 100% and
110%).
116V
GEN voltage (green). Becomes amber if

V > 120V or V < 110V.
400HZ
GEN frequency (green). Becomes amber if

F > 410Hz or if F < 390Hz.
Jun04/THTA
14H27

115V
Normally green.
400Hz
Amber if . V < 110V or V > 120V

F < 390HZ or F > 410Hz.
Level 3 B1 B2
24-00-14
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 17: System Display Electrical

GALLEY SHED Indication
Appears white when:
- GALLEY P/B is OFF or
- Main galleys are shed if only one generator is operating.
Not displayed in normal configuration.
SYSTEM DISPLAY
IDG 1 (2) Indication

IDG
Normally white, becomes amber:

Oil outlet temp. above 185C.
Oil low press.
IDG disconnected.
1 or 2
- White if associated engine is running.

Amber if stopped and FADEC powered.
DISC Indication
DISC
- Appears
amber
disconnected.
when
IDG
is
14H27
IDG Oil Outlet Temperature

Normally green - Pulsing green if temp. between 147 C
and 180C.
Amber if temp. > 185C.
LO PR Indication
LO PR
Jun04/THTA

- Appears amber when IDG oil low

pressure is detected and associated
engine is running
Level 3 B1 B2
24-00-15
Training Manual
A320 Family
Electrical Power
24-00 General

Conditions
EMER CONFIG
Loss of main generators.
AURAL
WARNING
MASTER
LIGHT
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
CRC
MASTER
WARNING
NIL*
RAT AND
EMER GEN
FAULT
AC BUS 1 FAULT
AC BUS 2 FAULT
AC ESS BUS SHED
DC BUS 1 FAULT
DC BUS 2 FAULT
DC BUS 1 + 2 F AULT
DC ESS BUS FAULT
DC ESS BUS SHED
Busbar(s) is (are) no longer supplied.
NIL
4, 8
AC ESS
FEED
FAULT
AC ESS BUS FAULT

Busbar is no longer supplied.
DC BAT BUS FAULT
Busbar is no longer supplied.
4, 5, 7, 8
ESS BUSES ON BAT

DC and AC ESS BUSES are supplied by batteries.
NIL
DC EMER CONFIG
DC BUS 1 and 2 and DC ESS BUS are not supplied.
SINGLE
CHIME
MASTER
CAUTION
GEN 1 (2) FAULT

- Protection trip initiated by associated GCU or
- Opening of line contactor with GEN P/B ON.
ELEC
1, 2, 3, 4,
8, 9, 10
4, 8
GEN 1(2)
FAULT
1, 4, 5,
7, 8, 10
NIL
1, 3, 4, 5,
7, 8, 10
APU GEN FAULT

- Protection trip initiated by associated GCU or
- Opening of line contactor with APU GEN P/B ON.
APU GEN
FAULT
4, 5, 7, 8
GEN 1 (2) or APU GEN O VERLOAD

Load of one generator is above 100% of rated output.
GALLEY
FAULT
3, 4, 5, 7, 8
IDG 1(2)
FAULT
1, 4, 5, 7, 8,
10
GEN 1 (2) OFF

GEN 1 (2) P/B OFF with no FAULT.
IDG1 (2) OIL L O PR

IDG oil pressure low.
IDG1 (2) OIL O VHT
IDG outlet oil temperature above 185 C.
Jun04/THTA
FLT
PHASE
INHIB

Level 3 B1 B2
24-00-16
Training Manual
A320 Family
Electrical Power
24-00 General

AURAL
WARNING
Conditions
MASTER
LIGHT
BAT 1(2) FAULT

Charging current increases at an abnormal rate.
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
BAT 1(2)
FAULT
ELEC
FLT
PHASE
INHIB
3, 4, 5, 7, 8
ESS TR FAULT
SINGLE
CHIME
C/B TRIPPED ON O VHD PNL

C/B TRIPPED ON L (R) ELEC BAY
C/B TRIPPED ON REAR PNL J-M or N-R or S-V or
W- Z
One C/B tripped in the designated zone.
MASTER
CAUTION
3, 4, 5, 7, 8,
9, 10
NIL
BAT 1(2) OFF

BAT P/B at OFF without fault.
1, 3, 4, 5, 7,
8, 9, 10
NIL
ELEC
TRU 1(2) FAULT

NIL
BCL 1(2) FAULT
3, 4, 5, 7, 8
NIL
STATIC INV FAULT
NIL
Jun04/THTA

2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
1
5MIN AFTER
1, 3, 4, 5, 7,
8, 9, 10
EMER GEN 1 LINE OFF

GEN 1 LINE P/B at OFF position.
10
Level 3 B1 B2
24-00-17
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 20: Generation and Distribution AC/DC
Jun04/THTA

Level 3 B1 B2
24-00-18
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 21: Generation and Distribution A320 Family Enhanced
Jun04/THTA

Level 3 B1 B2
24-00-19
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 22: External Power Panel
121AL
108VU
121AL
EXT PWR AVAIL

Illuminates amber to indicate that external power is
available and the voltage is correct.
EXT PWR NOT IN USE
connected but does not supply the aircraft electrical
system.
Jun04/THTA

Level 3 B1 B2
24-00-20
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 23: Ground Service

2PP
DC BUS 2
6PP
DG GND/FLT
TR2
AC GND/FLT
MAINT BUS SW
Allows electrical loads for ground servicing to be energized
without supplying entire aircraft electrical system.
2000VU
MAINT BUS ON
NO TR2 OVHT
A/C NETWORK NOT
SUPPLIED
212XP,214XP,216XP
AND
1XP
2XP
AC BUS 1
ON
MAINT BUS
ON
The switch is magnetically latched provided the

external power parameters are normal (AVAIL Iight
on).
The AC and DC GRND / FLT buses are supplied
and the following systems can be energized:
- Passenger compartment lighting
- Galley lighting
- Entrance area lights
- Lavatory lighting and service
- Vacuum cleaner sockets
- Flight compartment service outlets
- Hydraulic pump (yellow system)
- Flight compartment flood lighting
- Fuel quantity indications
- Refueling
- Cargo compartment lighting, cargo loading system
- Main and nose L/ G compartment lighting
- Belly fairing panel service outlets
- Ground call
- Eqpt. compartment lights and service outlets
- Navigation lights.
OFF
AC BUS 2
BUS TIE
CONT
GEN
LINIE
CONT
GEN
1
BUS TIE
CONT
APU
GEN
CONT
EXT
PWR
CONT
APU
GEN
GEN
2
EXT
PWR
The switch trips when the external source is

removed.
OFF
Jun04/THTA
The AC and DC GROUND/FLIGHT buses are

connected to AC BUS 2 and DC BUS 2.

Level 3 B1 B2
24-00-21
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 24: Main Components
Jun04/THTA

Level 3 B1 B2
24-00-22
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 25: Main Components Enhanced Version
Jun04/THTA

Level 3 B1 B2
24-00-23
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 26: Panels

120VU
49VU
122VU
35VU
21VU
25VU
121VU
124VU
125VU
123VU
Spare Lamps and Fuses
Spare Fuse
120VU Contactors etc
AC2
Jun04/THTA
APU
EXT
PWR
AC1
DC

Level 3 B1 B2
24-00-24
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 27: GCU and GPCU
Jun04/THTA

Level 3 B1 B2
24-00-25
Training Manual
A320 Family
Electrical Power
24-00 General
Figure 28: Contactors, Relais and Fuses Typical
80A for DC essential

350A for Batteries
400A for APU
Jun04/THTA

Level 3 B1 B2
24-00-26
Training Manual
A320 Family
Electrical Power
24-00 General
System Identification
Table 1:
Table 2: X - AC Generation
Flight Control Systems
XA
Galley Supply Control
De-Icing
XB
Static Inverter (Generation)
Engine Monitoring
XC
AC Essential Generation Switching
Flight Instrumentation
XE
AC Emergency Generation (CSM/G, GCU)
Landing Gear Hydraulics
XG
AC External Power Control (GPCU)
Air Conditioning
XH
AC Essential Distribution
Ignition.
XN
AC Main Distribution
Engine Control and Starting
XP
AC Equipment Ancillary
Lighting
XS
AC Auxiliary Generation (APU generator GCU)
Interior Arrangement
XI
Integrated Drive Generator (1DG, GCU)
DC Power Supply Distribution
XU
AC Main Generation
Fuel
XV
AC Generation Monitoring & Indicating
Radio (Navigation and Communication)
XX
AC Ground Service Bus Control
Radar Navigation
Special Electronics
Fictitious Circuits
Fire Protection and Warning System
AC Generation and Distribution
Jun04/THTA
Table 3: P - DC Power Supply Distribution

PB
DC Generation - Batteries
PC
DC Essential and Normal Generation Switching
PE
DC Emergency Generation (IR)
PH
DC Essential Distribution

Level 3 B1 B2
24-00-27
Training Manual
A320 Family
Electrical Power
24-00 General
Table 3: P - DC Power Supply Distribution

PN
DC Main Distribution
PP
DC Ancillary Equipment
PN
Refuelling on Battery
PU
DC Main Generation (TR)
PV
DC Generation Monitoring and Indicating
PX
DC Ground Service Bus Control
Table 4: V - Fictitious Circuits

VB
Wire Bundles
VC
Electrical Connectors
VD
Diode Module
VG
Ground Terminal Block
VN
Ground Points
VP
Pressure Seal Feed Through
VS
Splices
VT
Terminal Block
VU
Panels & Racks
VZ
Spare Wires
Jun04/THTA

Level 3 B1 B2
24-00-28
Training Manual
A320 Family
Electrical Power
Oct04/THTA

Level: B1 B2
24-01-1
Training Manual
A320 Family
Electrical Power
Figure 1: AC Generation System Report/Test
Oct04/THTA

Level: B1 B2
24-01-2
Training Manual
A320 Family
Electrical Power
Figure 2: AC Generation Test

AC GEN
LAST LEG REPORT
TEST
CLASS 3 FAULTS
RETURN
AC GEN
TEST
Displayed if system
needs more than 3 sec.
to send the result
TEST WAIT
AC GEN
TEST
AC GEN
TEST
24-41-34
GPCU
TEST OK
RESET GEN1
RESET GEN2
RETURN
Oct04/THTA
PRINT *

RETURN
PRINT *
Level: B1 B2
24-01-3
Training Manual
A320 Family
Electrical Power
Figure 3: MCDU Messages from GPCU
AURAL
WARNING
Conditions
MASTER
LIGHT
BAT 1(2) FAULT

Charging current increases at an abnormal rate.
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
BAT 1(2)
FAULT
ELEC
FLT
PHASE
INHIB
3, 4, 5, 7, 8
ESS TR FAULT
SINGLE
CHIME
C/B TRIPPED ON O VHD PNL

C/B TRIPPED ON L (R) ELEC BA Y
C/B TRIPPED ON REAR PNL J-M or N-R or S-V or
W- Z
One C/B tripped in the designated zone.
MASTER
CAUTION
3, 4, 5, 7, 8,
9, 10
NIL
BAT 1(2) OFF

BAT P/B at OFF without fault.
1, 3, 4, 5, 7,
8, 9, 10
NIL
ELEC
TRU 1(2) FAULT

NIL
BCL 1(2) FAULT
3, 4, 5, 7, 8
NIL
STATIC INV FAULT
NIL
Oct04/THTA

2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
1
5MIN AFTER
1, 3, 4, 5, 7,
8, 9, 10
EMER GEN 1 LINE OFF

GEN 1 LINE P/B at OFF position.
Level: B1 B2
10
24-01-4
Training Manual
A320 Family
Electrical Power
GPCU
TEST MODE
LRU
IDGs (4000XU)
POWER
UP
TEST
MCDU
TEST
IN
OPERATION
TEST
X
MCDU - MESSAGES
CHECK GCU 1(2) PIN B11D, B13D
CHECK IDG 1(2) FEEDER PIN; T1, T2, T3 SHORT TO GROUND
CHECK IDG 1(2) PHASE SEQ
CHECK IDG 1(2) DISCONNECT CKT

IDG 1(2) BULB TOLERANCE
IDG 1(2) DISCONNECTED

IDG 1(2) HIGH DELTA TEMP
IDG 1(2) LOW OIL PRESSURE

IDG 1(2) (GEN DIODE)
IDG 1(2) (OVERTEMP)
CHECK GLC 1(2) PIN D, E, F, GCU 1(2) PIN B1A, B2B, B3A
CHECK CT 42XU1 42XU3 GCU1; PIN B11A TO B11D WIRING
CHECK CT 42XU2 42XU4 GCU2; PIN B11A TO B11D WIRING
CHECK GCU 1(2) PIN A15D; IDG 1(2) PIN CA, CB WIRING
CHECK GCU 1(2) PIN A8A, A9B; IDG 1(2) PIN B7, B8 WIRING
CHECK GCU 1(2) PIN A9A, A9B; IDG 1(2) PIN B9, B8 WIRING
CHECK GCU 1(2) PIN B14A, B14B; IDG 1(2) PIN B1, B2 WIRING
CHECK GCU 1(2) PIN C1, C5; IDG 1(2) PIN A9, A10 WIRING
CHECK GCU 1(2) PIN C2 TO C4; IDG 1(2) PIN B12 TO B14
Oct04/THTA

Level: B1 B2
24-01-5
Training Manual
A320 Family
Electrical Power

GPCU
TEST MODE
LRU
POWER
UP
TEST
MCDU
TEST
IN
OPERATION
TEST
MCDU - MESSAGES
TDC AC SENSORS (50XU1,

50XU2)
IDC AC SENSORS 50XU1(2)
GCU3 (1XS)
CHECK GCU APU PIN B11D, B13D
CHECK IDG 1(2) 1999 (1998)VT WIRING
CHECK GEN APU FEEDER PIN; T1, T2, T3 SHORT TO GROUND

X
GCU APU
NO DATA FROM GCU APU
CHECK GCU APU PIN A3A; APU CTL RLY 6KD CKT
CHECK GCU APU PIN A6A; APU CTL RLY 6KD CKT
GLC APU
CHECK GLC APU GCU APU PIN B2D WIRING
CHECK GLC APU PIN D, E, F; GCU APU PIN B1A, B2B, B3A
CHECK GLC APU AND/OR CONTROL CKT
CHECK SERIAL LINK GPCU TO GCU APU
CHECK CT 42XS GCU APU; PIN B11A TO B11D WIRING
CHECK GCU APU PIN C1, C5; GEN APU PIN A9, A10
CHECK GCU APU PIN C2 TO C4; GEN APU PIN A12 TO A14
Oct04/THTA

CHECK GEN APU PHASE SEQ
Level: B1 B2
24-01-6
Training Manual
A320 Family
Electrical Power
Figure 6: CSM / GCU Test
GCU EMER
TEST
RETURN
GCU EMER
GCU EMER
24-22-34
GCU X
RETURN
Oct04/THTA
TEST OK
PRINT *
RETURN

PRINT *
Level: B1 B2
24-01-7
Training Manual
A320 Family
Electrical Power
Figure 7: Reset Procedure for TR

SYSTEM REPORT/TEST
AIR COND
SYSTEM REPORT/TEST
AC GEN
TR 1
GCU EMER
TR 2
ICE&RAIN
BCL 1
TR 3
INST
BCL 2
F/CTL
AFS
FUEL
COM
ELEC
FIRE PROT
L/G
RETURN
NAV
SELECT
ELEC
RETURN
SELECT SYSTEM
REPORT/TEST
SELECT TR1
CFDS MENU
LAST LEG REPORT
TR 1

AVIONICS STATUS
RESET
SYSTEM REPORT/TEST
SELECT CFDS
RETURN
MCDU MENU
FMS
SELECT RESET
DATA LINK
CFDS
RESET
IMPOSSIBLE
AIDS
RESET
EFFECTIVE

TR 1
PRESS KEY
MCDU
MENU
TR 1
RETURN
Oct04/THTA
TR 1
NO FAULT
PRINT *

RETURN
PRINT *
Level: B1 B2
24-01-8
Training Manual
A320 Family
Electrical Power
Figure 8: Maintenance Test Procedure for BCL

SYSTEM REPORT/TEST
ELEC
SYSTEM REPORT/TEST
AIR COND
F/CTL
AFS
FUEL
COM
ICE&RAIN
ELEC
INST
FIRE PROT
L/G
RETURN
NAV
SELECT
ELEC
AC GEN
TR 1
GCU EMER
TR 2
BCL 1
TR 3
BCL 2
RETURN
SELECT
SYSTEM
REPORT/TEST
SELECT BCL 1
CFDS MENU
LAST LEG REPORT
BCL 1
AVIONICS STATUS
LAST LEG REPORT
SYSTEM REPORT/TEST
TEST
SELECT CFDS
CLASS 3 FAULTS
SELECT LAST
LEG REPORT
SELECT TEST
"TEST WAIT"
IS DISPLAYED
RETURN
BCL
TEST
MCDU MENU
FMS
DATA LINK
BCL
LAST LEG REPORT
245100
243800
RELAY 19XN1.BCL1 CIRCUIT
CHECK DC BUS 3PP......BCL1
CFDS
AIDS
RETURN
PRINT *
RETURN
PRINT *
NEGATIVE TEST IF TEST IS

POSITIVE "TEST OK" IS DISPLAYED
PRESS KEY
NEGATIVE TEST (IF NO FAILURE

"NO RESPONSE" IS DISPLAYED)
MCDU
MENU
Oct04/THTA

Level: B1 B2
24-01-9
Training Manual
A320 Family
Electrical Power
Figure 9: MCDU Messages from BCL
BCL
TEST MODE
POWER
UP
TEST
MCDU
TEST
IN
OPERATION
TEST
BAT 1 PUSHBUTTON FAULT (7PB1)
PUSH BUT 7PB1/BCL 1 CIRCUIT
BAT 1 CNTOR LINE (6PB1)
CHECK CONTACTOR 6PB1/BCL 1 CIRCUIT
LRU
MCDU - MESSAGES
BCL 1
PUSH BUT 7PB1/BCL 1 CIRCUIT
BAT 1 (2PB1)
BATTERY 1
STAT INV (3XB)
STATIC INVERTER 3XB
ESS TR CNTOR (3PE)
CHECK CONTACTOR 3PE/BCL 1 CIRCUIT
FUSE (4PB1)
FUSE 4 PB1
BCL 1 (1PB1)
BCL 1
SHUNT (3PB1)
SHUNT 3PB1/BCL 1 CIRCUIT
DC BAT BUS (3PP)
CHECK DC BAT BUS 3PP/BCL 1 CIRCUIT
HOT BUSSES
CHECK HOT BUS 701PP/BCL 1 CIRCUIT
CHECK HOT BUS POWER CONSUMPTION
BCL 1; LGCIU/ADIRU1 SIGNAL DISAGREE
CHECK LGCIU/BCL 1 CIRCUIT
LGCIU/ADIRU DISAGREE
LGCIU/BCL INTFC
Oct04/THTA

Level: B1 B2
24-01-10
Training Manual
A320 Family
Electrical Power
Figure 10: Interface GCUs - GPCU - CFDIU
TO EGIU1
GEN 1
PARAMETERS
GCU1
GEN 2
PARAMETERS
GCU2
GPCU
CFDIU
TO EGIU2
APU GEN
PARAMETERS
GCU3
MCDU
EXT PWR
PARAMETERS
RS 422
Oct04/THTA

Level: B1 B2
24-01-11
Training Manual
A320 Family
CFDS A320 Family Enhanced
Electrical Power
The APU Generator Control Unit and the Ground Power Control Unit are combined in the GAPCU. (Ground and APU Power Control Unit.
GCU on the ground or in flight. The GAPCU is able to initiate its own and each
GCUs maintenance BITE when requested by the Centralized Fault Display System (CFDS). If the GAPCU has lost the communication with a GCU, it generates
a message to the CFDS indicating the failed GCU communication.
BITE communications
Detailed description see 24-40
The GAPCU transmits command and data to and receives data from up to the two
GCUs (GCU 1, 2). The communication is made via MIL-STD-1553-B link. The
GAPCU is able to read fault data from its own BITE and from the NVMs in each
Figure 12: GAPCU Interfaces
Oct04/THTA

Level: B1 B2
24-01-13
Training Manual
A320 Family
GAPCU
Electrical Power
Figure 13: GAPCU Interfaces
The GAPCU transmits the fault messages in clear English to the CFDIU It is also
the interface between the CFDIU and the various control units (GCU1, GCU2).
The control units are connected to the GAPCU by 1553 serial data links.
Oct04/THTA

Level: B1 B2
24-01-14
Training Manual
A320 Family
GAPCU BITE
Electrical Power
The GAPCU communicates with the CFDIU in either of the two modes: normal or
interactive mode.
For each fault, the GAPCU transmits a message in English language to the CFDS.
The message is encoded in ISO5 alphabet. The dialogue principle is the same as
for all the other type 1 systems in communication with the CFDIU.
Normal mode The normal mode starts after the GAPCU has completed all its
power up and initialization routines. This normal mode runs continuously, unless
one of the following conditions occurs: - initiation of interactive mode, - GAPCU
failure (BITE bypass), - loss of GAPCU power. During the normal mode operation, the GAPCU provides the following communications with the CFDIU - reception of BITE commands and parametric data, - transmission of the equipment
identification data, - transmission of system fault data.
- LAST LEG REPORT, - PREVIOUS LEGS REPORT, - LRU IDENTIFICATION,

- GROUND REPORT, - TROUBLE SHOOTING DATA, - CLASS 3 FAULTS REPORT, - TEST, - SPECIFIC DATA.
Interactive mode The GAPCU stops normal mode transmission and enters the
interactive mode when it receives the order from the CFDIU. The GAPCU transmits the EPGS (External Power Generation System) main menu. The EPGS main
menu comprises seven functions which are:
Figure 14: GAPCU Interactive Mode
Oct04/THTA

Level: B1 B2
24-01-15
Training Manual
A320 Family
Electrical Power
Figure 15: GAPCU Last Leg and Previous Legs Report
Oct04/THTA

Level: B1 B2
24-01-16
Training Manual
A320 Family
Electrical Power
Figure 16: GAPCU LRU Ident and Trouble Shooting Data Page
Oct04/THTA

Level: B1 B2
24-01-17
Training Manual
A320 Family
Electrical Power
Figure 17: GAPCU Test Page
Oct04/THTA

Level: B1 B2
24-01-18
Training Manual
A320 Family
Electrical Power
Oct04/THTA

Level: B1 B2
24-22-1
Training Manual
A320 Family
Electrical Power
General
Generator Control Unit Supply
Each engine drives its associated Integrated Drive Generator (IDG) through the
accessory gearbox. The drive speed varies according to the engine rating.
The Permanent Magnet Generator supplies the exciter field through the Generator
Control Relay and the Generator Control Unit through a Rectifier Unit.
The IDG is split in two parts: the drive and the generator.
The IDG is cooled and lubricated by the IDG oil system.
The Generator Control Unit (GCU) supply from the aircraft network is duplicated
(Back up supply).
Generator Drive
The excitation control and regulation module keeps the voltage at the nominal value at the Point Of Regulation (POR).
Using the variable speed input, the generator drive produces a constant speed on
the output shaft via a variable ratio differential.
Generator Operation Control
The output constant speed is regulated at 12000 RPM.
The generator is controlled by the corresponding generator pushbutton. When

pressed in, if the generator speed is high enough, the generator is energized.
Speed Control
If the delivered parameters are correct (Power Ready relay closed) the Generator
Line Contactor (GLC) closes to supply its network.
A mechanical governor, acting on a hydraulic trim unit, controls the differential

gear in order to maintain the constant output speed.
The differential gear also controls the oil system pumps in order to lubricate and
cool the IDG components.
Control and Monitoring

AC generation is monitored by the Generator Control Unit (GCU). GEN 1 OR 2
pushbutton Controls generator excitation via its Generator Control Unit.
For safety reasons and IDG protection, an IDG1 (or IDG2) guarded pushbutton allows manual disconnection of the IDG.
Reset of the system can only be performed on ground, with engines stopped, by
pulling the reset handle mounted on IDG casing.
Generator
The generator is a conventional 3 co-axial component brushless generator which
consists of:
a Permanent Magnet Generator,
a rotating diode pilot exciter,
the generator itself.
Generator Monitoring
The FAULT light comes on when any generator parameter is not correct or when
the Generator Line Contactor is open.
During the AVIONICS SMOKE procedure, the FAULT light does not come on
when the GEN1 LINE pushbutton is set to off.
The generator failure signal is sent to SDAC 1 and 2 through the Electrical Generation Interface Unit (EGIU). When the engine is shut down, the corresponding
GEN FAULT light is on.
Generator 1
To avoid complete loss of fuel pumps during the smoke procedure the GEN 1
LINE pushbutton is released out to open the line contactor.
The generator 1 is still excited and supplies fuel pumps 1 LH and 1 RH.
Generator Reset
When the GEN pushbutton is released out after a fault detection, the Generator
Control Unit is reset.
The generator is driven at a constant speed of 12000 RPM and cooled by oil
spraying.
Oct04/THTA

Level: B1 B2
24-22-2
Training Manual
A320 Family
Electrical Power
Figure 1: IDG Location
Oct04/THTA

Level: B1 B2
24-22-3
Training Manual
A320 Family
Electrical Power
DO NOT PUSH THE IDG DISCONNECT PUSHBUTTON SWITCH FOR MORE

THAN 3 SECONDS.
The IDG disconnection signal is inhibited when the corresponding engine is not
running.
THERE MUST BE AT LEAST 60 SECONDS BETWEEN TWO OPERATIONS OF

THE SWITCH.
Figure 2: IDG Description

115V
400Hz
IDG
Variable
Input
Speed
Disconnect
Mechanism
45009120 RPM
Input
Stepup
Gear
Engine
Accessory
Gear Box
Differential
Gear
Variable
Unit
Reset
Handle
Constant
Output Speed
12000 RPM
Fixed
Unit
Hydraulic Trim Unit

Mechanical
Governor
Drive
Oil System
Charge Pump
Deaerator
Scavenge
Generator
Permanent
Magnet
Generator
P
M
G
S
U
P
P
L
Y
T
O
G
C
U
3 Phase
400 Hz
Generator
F
I
E
L
D
E
X
C
I
T
A
T
I
O
N
Pumps
IDG 1
Oil
GEN 1
FAULT
FAULT
ELEC Panel
Generator
Control
Unit
OFF
Oct04/THTA

Level: B1 B2
24-22-4
Training Manual
A320 Family
Electrical Power
Figure 3: IDG System Control Schematic
Oct04/THTA

Level: B1 B2
24-22-5
Training Manual
A320 Family
Electrical Power
Figure 4: IDG Oil Cooling and Warning

IDG 1
GCU 1
Drive
Oil
System
Oil in
Temp
Sensor
Oil out
Temp
Sensor
Charge
Pressure
Switch
Input Speed Sensor
Fuel/Oil
Heat
Exchanger
Oil Inlet Temp
G
P
C
U
C
F
D
I
U
E
G
I
U
S
D
A
C
1
T Rise
Indication
Oil Outlet
Temp
Overheat
Temp
>185C
Low
Pressure
Low
Speed
IDG 1
Disconnect Solenoid
E/W
Display
Master
Caut
S
D
A
C
2
SC
System
Display
Generator
U
S
E
R
S
Charge
Pump
Differential
Gear
Hydraulic
Trim Unit
Oil in
Temp
Sensor
Charge
Pressure
Switch
FAULT
Cooler
Bypass
Valve
Governor
Generator
IDG
De-Activator
Relief Valve
Scavenge Pump
Oil Filter
Oi out
Temp
Sensor
Fuel/Oil
Heat Exchanger
Oil Sump
Pressure
Fill Port
Clogging
Indicator
Fuel
Oct04/THTA

Level: B1 B2
System
24-22-6
Training Manual
A320 Family
Figure 5: IDG Oil Level and Differential Pressure Indication
Electrical Power
DO NOT OPERATE THE IDG:

IF IT CONTAINS TOO MUCH OIL
IF IT DOES NOT CONTAIN ENOUGH OIL
IF YOU DO, YOU CAN CAUSE DAMAGE TO THE IDG.
THE OIL OVERFLOW DRAINAGE PROCEDURE CAN TAKE UP TO 20 MINUTES TO COMPLETE. FAILURE TO OBSERVE THE OVERFLOW TIME REQUIREMENTS CAN CAUSE HIGH IDG OIL LEVEL CONDITION RESULTING IN
ELEVATED OPERATING TEMPERATURES AND DAMAGE TO THE IDG.
Figure 6: IDG Front View
A
A
Normal
(Reset)
B
A320
Red
OVER
FULL
Yellow
P Indicator Button
(Silver End, Red
Cylindrical Side)
2
Green
Red
ADD
OIL
ADD
OIL
CFM-66
Oct04/THTA
Extended

Level: B1 B2
24-22-7
Training Manual
A320 Family
Servicing of IDG
1. If the oil level is above the line between the green and the yellow band (IDG
cold) or above the yellow band (IDG hot), oil servicing is required.
Electrical Power
2. If the oil level is within the green band (IDG cold) or within green or yellow
bands (IDG hot), oil servicing is not required.
3. If the oil level is below the green band, oil servicing is required.
The yellow band corresponds to the oil thermal expansion margin.
Figure 7: Servicing of IDG

Red Band
OVER
FULL
Yellow Band
Vent Valve
(Vacuum)
Filter Clogging
Indicator
Green Band
Oil Filter
Electrical
Connectors
ADD
ADD
OIL
OIL
Red Band
Disconnect
Reset Handle
P INDICATOR
BUTTON
Oil Level
Indicator
NORMAL
(RESET)
Oil Out
Port
DPI RESETS
REFER TO APPROPRIATE
DOCUMENTATION FOR DETAILS OF
THE ALTERNATE DPI PROCEDURE
Oil IN
Port
1 2 3
Overflow
Drain Port
Oct04/THTA
EXTENDED
Pressure
Fill Port
Case Drain
Plug

REMOVE
IDG
DPI RESET LABEL
Level: B1 B2
24-22-8
Training Manual
A320 Family
Electrical Power
Figure 8: Servicing of IDG

Step One
Attach overflow drain and pressure
fill hoses.
Some oil may come out of the overflow
drain hose when it is connected.
Pump filtered oil into the IDG until
at least 1 more quart of oil comes out
the overflow drain hose.
Overflow
Drain Hose
Pressure
Fill Hose
Step Two
Remove pressure fill hose only.
Install dust cap.
Overflow
Drain Hose
Allow to drain the overflowdrain about 20 minutes!
Dust
CAP
Step Three
Remove overflow drain hose when
drainage slows to drops.
Install dust cap.
Overflow
Drain Hose
Oct04/THTA

Dust
CAP
Level: B1 B2
24-22-9
Training Manual
A320 Family
Electrical Power
Figure 9: IDG Oil Filter / IDG Installation

4
3
Phase Lead Installation
Alternate
Configuration
Terminal
Block Stud
Square
Washer
Terminal
Block
Generator
Terminal Lead
Assembly
QAD
Ring
Bracket
Lockwire
O-Rings
Bracket
Tension
Bolt
Tension
Bolt
Oct04/THTA

Level: B1 B2
24-22-10
Training Manual
A320 Family
Electrical Power
AC Main System
- AC SHEDDABLE ESSENTIAL BUS.
The two engine generators provide the AC main generation. The AC main generation supplies the whole aircraft in normal flight configuration. The transfer circuit
supplies either one or the two distribution networks from any generation source: main, - auxiliary, - or ground.
Generator 2 supplies network 2, corresponding to AC BUS 2.
- by the auxiliary generator,
When the two engines run in normal conditions, generator 1 and generator 2 supply their own network. Generator 1 supplies network 1, including:
- AC ESSENTIAL BUS,
Oct04/THTA
- by their generator,
- by the electrical ground power unit,
System Description
- AC BUS 1,
Networks 1 and 2 are supplied in priority order:
- or by the other generator.

GEN1 and GEN2 pushbutton switches, on the panel 35VU on the overhead panel,
control the generators 1 and 2 respectively via the GCU.
Figure 10: Main AC Distribution System

Level: B1 B2
24-22-11
Training Manual
A320 Family
Generator Control Unit
The 3 GCUs are identical and interchangeable. The GCU functions (GCU1, GCU
2 and GCU3) are selected by Pin Programming. The GCU has four different functions: - voltage regulation, - frequency regulation, - control and protection of the
network and the generator, - control of the various indications, - system test and
self-monitoring. All these functions are performed in the digital form.
The GCUs are supplied: - directly from the PMG, for generator excitation and
28VDC internal and external supply, - from the aircraft normal network (28 VDC)
for the internal and external supply. This dual supply constitutes a back up supply.
Electrical Power
- Galley FAULT when an overload is detected - IDG FAULT for a low pressure or
high temperature of the cooling and lubrication oil system.
Communication between the GCU and the SDAC

The other functions on the GCU is to provide main electrical parameters to the
SDACS via ARINC 429 data links. The infomation provided to the SDACs is as
follows:
- POR voltage (phase A),
- Load (phase A),
- Line Frequency (phase A)
Voltage regulation
The voltage regulation is achieved by controlling the current through the exciter
field. The voltage is kept at nominal value (115 VAC) at the Point of Regulation
(POR). The POR is located in the electrical power centre (120VU) at the end of
the generator feeder, upstream of the line contactor. The principle of operation of
the voltage regulator is by constant frequency variable pulse width modulation of
the voltage through the exciter field.
-Oil Inlet/Outlet Temperature,

- Overload,
- Generator Fault,
- IDG Disconnect Status,
- IDG Low Oil Pressure
Regulation of the generator speed

The regulation of the generator speed is accomplished by means of a servo valve
located in the IDG. The GCU controls the servo valve position.
Control and protective functions

The GCU controls the connection and disconnection of the power provided by the
generator to and from the aircraft electrical system. This control is provided by
means of 3 relays:
- the Generator Control Relay (GCR) which controls the generator excitation,
- the Power Ready Relay (PRR) which controls the generator line contactor and
the FAULT warning light in the cockpit,
- the Servo Valve Relay (SRV) which controls the generator speed by means of
the servo valve.
GControl of the various indications (warnings and annunciators)

The GCU controls the warnings and annunciators related to the IDG channel.
- Generator FAULT comes on when the protections come into operation (PR
opening) - Generator FAULT also comes on when the GLC is open
Oct04/THTA

Level: B1 B2
24-22-12
Training Manual
A320 Family
Electrical Power
Figure 11: Generator / GCU
Oct04/THTA

Level: B1 B2
24-22-13
Training Manual
A320 Family
Generator Control and Protection Functions
"absent" - Pin Programming Error detected on GCU power-up. The generator

shall be "reset" when the protective faults (identified above) are still not present
and one of the following occurs: - Cold Start (which is defined as POWER-UP RESET or the application of 28 volts to the control unit) occurs, - Generator Control
Switch (GCS) is toggled (OFF to ON). The following functions shall be limited to a
total of 2 resets after which a cold start will be required for reset: - Overvoltage
Fault - Overfrequency 2 Fault - Differential Protection Fault - Overcurrent 2 Fault
- Servo Valve Deterioration Fault - Welded GLC Fault - GLC Control Circuit Fault
The following control or fault signals cause generator shutdown or de-energization: - No controlled Shutdown recognized upon power-up of the control unit - Overvoltage Fault - Undervoltage Fault - Overfrequency Fault - Underfrequency
Fault - - Underspeed - Shorted Rotating Diode (PMG to chassis short) Fault Open Cable Fault - Differential Protection Fault - Overcurrent Fault - Delta Overcurrent Fault - Phase Sequence Fault with the Power Ready Relay "absent" Servo Valve Deterioration Fault - Disconnect Trip Fault - Welded GLC Fault GLC Control Circuit Fault - Shorted/Open PMG Fault with the Power Ready Relay
Figure 12: Location of Current Transformer (CT)

GALLEY
MAIN
SEC
AC BUS 1
Electrical Power
ASS
BUS
A
4MC
6MC
AC MAIN BUS 1 1XP
12XN
14XX
12XN
14PU
3XC
5MC
AC MAIN BUS 2 2XP
ECAM
DPCT
AC BUS 2
13MC
BTC1
GALLEY
MAIN
SEC
GND/FLT BUS
DPCT
BTC2
CFDS
DPCT
DPCT
GLC
APU
GLC1
GLC2
EPC
DPCT
EGIU
EGIU
GCU
3
GCU
1
Used for Differential Protection and open

Feeder Protection
Oct04/THTA
IDG
NO.1
APU
UP

APU
GEN
GCU
2
GPCU
EXT
POWER
Level: B1 B2
IDG
NO.2
24-22-14
Training Manual
A320 Family
Electrical Power
Figure 13: Differential Protection Schematc
Differential Protection
Zone 1
The zone 1 protected area comprises the generator coils and feeders between the
IDG Current Transformer (CT) and the GLC.
ZONE 1
The zone 2 protected area comprises the wiring between the GLC and the Current
Transformer (CT).
In the event of a short circuit between phases or to the ground, a noticeable difference between transformer currents activates the protection system. When activated the protection system opens GLC and BTC (GEN FAULT light comes on) and
the generator is still excited. If the fault persits, the Generator Control Relay is
tripped thus the generator is de-excited. The Bus Tie Contactor closes automatically, therefore allowing the network to be supplied by another generation source.
ZONE 2
GEN.
FEEDERS
CT
GLC
BTC
CT
GEN
TDG
CT
AC BUS
NO 1
FROM
AC BUS
NO 2
TO SUB-BUS
BARS
In that configuration, the short circuit is located in zone 1.

I ABOVE
45 AMP
When the generator is cut off, the protection system of zone 2 remains operational. The IDG senses a null current. If there is no short circuit in zone 2, the sum of
currents sensed by the line CTs is null (opposite current direction).
PR
DEENERGIZED
TD SET LATCH
35 ms
If a short circuit occurs in zone 2, an unbalanced current is detected by the GCU

which activates the protection system.
TD
85 ms
GCR
TRIPPED
LATCH
RESET
GCU
GEN 1
FAULT
OFF
Oct04/THTA

Level: B1 B2
24-22-15
Training Manual
A320 Family
Zone 2
Electrical Power
Figure 14: Differential Protection Schematic
If a short circuit occurs, the protection system opens the GLC and confirms the
BTC opening. The generator is still excited. The GEN1 FAULT light comes on.
ZONE 1
If the fault does not persist, the short circuit has been isolated and the GCR is
tripped thus the generator is de-exited.
In this case, the BTC remains open and is locked out, and the AC BUS 1 supply
cannot be recovered. The AC ESSential Bus supply is recovered through the AC
ESS FEED control.
GEN.
FEEDERS
CT
GLC
BTC
CT
GEN
IDG
CT
The system is recovered by resetting the protection system from the associated
GEN pushbutton. Two reset actions maximum can be performed.
DP RESET
The Generator Control ReFay (GCR) closes enabling generator excitation. The
Power Ready relay is re-energized to control the Generator Line Coritactor closing.
The Bus Tie Contactor lock out function is removed. The DP Counter is reset either by pressing the DP Reset pushbutton on the front face of the GCU or at each
power-up.
ZONE 2
AC BUS
NO 1
I ABOVE
45 AMP
DP RESET
PUSHBUTTON
LATCH
RESET
UP
RESET
TO SUB-BUS
BARS
PR
DEENERGIZED
TD
85 ms
POWER
FROM
AC BUS
NO 2
GCR
TRIPPED
LATCH
COUNTER
GCU
GEN 1
FAULT
OFF
Oct04/THTA

allows 2 reset action in flight
Level: B1 B2
24-22-16
Training Manual
A320 Family
Engine Fire and Open Feeder Cable Protection
Electrical Power
tor. The Ground Power Control Unit (GPCU) determines whether a fire trip or an
open cable trip has occured.
The feeder cable is duplicated from the engine pylon to the forward cargo compartment. Each cable is monitored by a Current Transformer and a sensor. If an
open parallel condition exits (Delta I > 80A), or if the Engine Fire pushbutton is released out, the GCU trips the GCR and the GLC and turns off the voltage regula-
Figure 15: Open Cable / Feeder Protection
Generator
Side
ENGINE
ENGINE
PYLON
FWD CARGO
WING
GEN
CT
BTC
GLC
CT
CT
IDG
CT
GPCU
Load
Side
TO SUB-BUS
BARS
AC BUS
NO 1
6-Hole
Current
Transformer Assembly
LEVEL
DETECT
Difference > 80A

in the feeders =
line contactor
opens and
excitation is
stopped
TIMER
ELEC/GCU/1
TDC AC SENSOR
50XU1-103VU
PR
DE-ENERGIZED
301PP
GEN1
FAULT
OFF
Oct04/THTA
FROM
AC BUS
NO 2
GCR
TRIPPED
ENG FIRE
PUSH

GCU1
Level: B1 B2
24-22-17
Training Manual
A320 Family
Other Protections
The GCR and PR relays are deenergized by the Protection module which processes various electrical parameters necessary for the protection functions.
Note that the overload protection is only processed to give warning on the ECAM.
In underspeed conditions the Under-Frequency and the Under-Voltage protec-
Electrical Power
tions are inhibited. If the GLC remains closed (welded contact) after tripping of the
PR relay, the BTC lock-out function is activated.
Figure 16: Generator Protections
Figure 17: Main Generation Schematic 1
Reset if no protection and Gen PB reset
Deexcited if a protection is active
On if Gen PB pressed
and no Protection
Oct04/THTA

Level: B1 B2
24-22-18
Training Manual
A320 Family
Electrical Power
Ex. PRR to
activate
the line
contactor
Oct04/THTA

Level: B1 B2
24-22-19
Training Manual
A320 Family
Electrical Power
Figure 18: Main Generation Schematic 2
Oct04/THTA

Level: B1 B2
24-22-20
Training Manual
A320 Family
Electrical Power
Oct04/THTA

Level: B1 B2
24-23-1
Training Manual
A320 Family
Electrical Power
Generator
Generator Temperature Monitoring
The APU generator operation principle and the output characteristics are identical
to those of the IDG generator. The APU directly drives the APU generator at a
nominal 24000 RPM constant speed.
A temperature sensor is incorporated in the auxiliary generator to monitor the oil

outlet temperature. The temperature sensor is connected to the Electronic Control
Box (ECB) to shut down the APU in case of excessive temperature.
The cooling circuit is common to the APU and to the generator.

The generator is a brushless oil-cooled generator with a nominal 115/200 volt, 90
KVA, 3 phase 400 Hz output. (23kg) The generator includes three stages which
are: - the pilot exciter, - the main exciter, - the main alternator.
The operation principle is the same as that of the IDG generator
NOTE: The PMG frequency for the APU generator is 1600 Hz.
A temperature bulb is included in the auxiliary generator. It senses the generatoroil outlet temperature. This sensor is connected to the Electronic Control Box
(ECB) of the APU. Any high oil temperature > 185) causes the automatic shutdown of the APU (by the ECB). This in turn causes the APU speed to decrease to
zero.
GCU Supply
The Generator Control Unit supply operation principle is identical to that of the AC
Main generation.
Generator Operation Control

The generator is controlled by the APU generation pushbutton. When pressed in,
if the APU speed is high enough, the generator is energized. When the APU is
available, the APU Ready signal allows the Power Relay to be energized via the
protection module (Delivered Parameters correct). The APU Generator Line Contactor (GLC 3) is energized through a priority logic (GLC, BTC, EPC logic).
Generator Monitoring
The generator monitoring operation is Identical to that of the IDG generator. The
monitoring system (FAULT fight and ECAM system) is inhibited as long as the
APU is not available.
Control and Protection

The Generator Control Unit has four different functions:
Voltage Regulation
Generator control and protection of the network and generator
Control of the various indications and warnings
System self-monitoring and Test
The GCU is supplied by The Permanent Magnetic Generator (PMG). The GCU is
also supplied by the aircraft network (Back-Up supply). The voltage regulation
function is identical to that of the IDG. The generator control and protection functions are mainly provided by means of the Generator Control Relay and the Power
Ready relay. The GCR controls the generator excitation. The PR controls the Line
Contactor and activates the corresponding warning.
Differential Protection
The differential protection prevents the electrical wiring between the two detection
Current Transformers from being damaged.
The protected area comprises the generator coil and feeders between the APU
Current Transformer (CT) and the GLC. The differential protection function is identical to that of the IDG zone 1.
Other Protection
The Generator Control Relay and Power Ready relay are de-energized by the protection module which processes various electrical parameters necessary for protection functions. In case of APU generator overload, the GCR and PR relays
remain energized. The under-voltage and under-frequency protections are inhibited as long as the APU is not available.
GLC: Generator Line Contactor BTC: Bus Tie Contactor
Generator Reset
POR: Point Of Regulation GCR: Generator Control Relay
When the APU generator pushbutton is released out after a fault detection, the
Generator Control Unit is reset.
PR: Power Ready relay EGIU: Electrical Generation Interface Unit

EPC: External Power Contactor
The Generator Control Relay (GCR) and the Power Ready relay (PR) are reset.
Oct04/THTA

Level: B1 B2
24-23-2
Training Manual
A320 Family
Electrical Power
Figure 1: APU Electrical Equipment Component Location
Oct04/THTA

Level: B1 B2
24-23-3
Training Manual
A320 Family
Electrical Power
Figure 2: APU and Generator Component Location
Oct04/THTA

Level: B1 B2
24-23-4
Training Manual
A320 Family
Electrical Power
Figure 3: Auxiliary Generation Schematic
APU shut down if oil temp. > 185

Oct04/THTA

Level: B1 B2
24-23-5
Training Manual
A320 Family
Electrical Power
Figure 4: Protections
Oct04/THTA

Level: B1 B2
24-23-6
Training Manual
A320 Family
Enhanced Electrical Power System A320 Family
- Undervoltage 1 Fault
Ground and Auxiliary Power Unit (GAPCU)
- Undervoltage 2 Fault
The GAPCU controls the APU generator and the external Power channels. For the
APU generator channel control, the GAPCU has different functions:
Electrical Power
- Overfrequency 1 Fault
- voltage regulation,
- Underfrequency 1 Fault
- control and protection of the network and the generator,
- Underfrequency 2 Fault
- control of the various indications,
- SRD/PMG to Chassis Short Fault
- system test and self-monitoring.
- Differential Protection Fault
The GAPCU supplied:
- Overcurrent Fault
- directly from the PMG, for generator excitation and 28VDC internal and external
supply,
- Fire switch Fault
- from the aircraft normal network (28VDC) for the internal and external supply.
- AGC Control Circuit Fault
This dual supply constitutes a back up supply.
- AGC welded Fault
Voltage regulation
- Shorted/Open PMG Fault with the Power Ready Relay "absent"
The voltage regulation is achieved by controlling the current through the exciter
field. The voltage is kept at nominal value (115 VAC) at the Point of Regulation
(POR). The POR is located in the electrical power centre (120VU) at the end of
the generator feeder, upstream of the line contactor. The principle of operation of
the voltage regulator is by constant frequency variable pulse width modulation of
the voltage through the exciter field.
Control and protective functions

The GAPCU controls the connection and disconnection of the power provided by
the generator to and from the aircraft electrical system. This control is provided by
means of 2 relays:
- the Generator Control Relay (GCR) which controls the generator excitation,
- the Power Ready Relay (PRR) which controls the generator line contactor and
the FAULT warning light in the cockpit.
The following control or fault signals cause generator shutdown or de-energization:
- Phase Sequence Fault with the Power Ready Relay "absent"
- Pin Programming
The generator shall be "reset" when the protective faults (identified above) are still
not present and one of the following occurs:
- Cold Start (which is defined as POWER-UP RESET or the application of 28 volts
to the control unit) occurs,
- Generator Control Switch (GCS) is toggled (OFF to ON).
The following functions shall be limited to a total of 2 resets after which a cold start
will be required for reset:
- Overvoltage Fault
- Differential Protection TD Fault
- Overcurrent Fault
- AGC Welded Fault
- No controlled Shutdown recognized upon power-up of the control unit

- Overvoltage Fault
Oct04/THTA

Level: B1 B2
24-23-7
Training Manual
A320 Family
Electrical Power
Figure 5: Electrical Power Distribution Enhanced Version
Oct04/THTA

Level: B1 B2
24-23-8
Training Manual
A320 Family
Electrical Power
Oct04/THTA

Level: B1 B2
24-24-1
Training Manual
A320 Family
Electrical Power
General
CSM/G Control Unit Supply
The AC emergency generation enables part of the distribution network to be recovered in case of:- loss of the two main generation sources and,- unavailability
of the auxiliary generation.
The Permanent Magnet Generator supplies the Constant Speed Motor/Generator

control unit and the exciter field through a voltage regulation module. The voltage
regulation module maintains the Point Of Regulation (POR) at a nominal voltage
value.
Ram Air Turbine

A Ram Air Turbine, which extends automatically in the event of both engine and
APU generator failure, allows the blue hydraulic system to be pressurized. RAT
delivered pressure is 2500 psi (172 bar). Automatic deployment is inhibited on
ground. Manual operation from the cockpit is always possible. RAT stowage is
possible on ground only.
Generator
The emergency generation system is mainly composed of: -a Constant Speed
Motor/Generator (CSM/G) including a hydraulic motor and an AC generator, -a
Generator Control Unit (GCU). A hydraulic motor drives the emergency generator. A servo valve speed regulator controls the speed: it transforms the oil flow of
the Blue hydraulic system into constant speed for the generator. When emergency
conditions are met, this Blue system is supplied by a Ram Air Turbine (RAT).
NOTE: The Blue hydraulic system is supplied by an electric pump in normal configuration.
Constant Speed Motor/Generator
Generator Control
The automatic control logic being set, the solenoid control valve is supplied by battery 2 through the Control Unit. The solenoid control valve can also be controlled,
in manual mode, by the EMER ELEC MAN ON pushbutton. As soon as the Permanent Magnet Generator is available, it takes over the solenoid control valve
power supply. The Time Delay Opening (TDO) relay is de-energized to allow the
Solenoid Control valve power supply change over from Battery 2 to the PMG.
Speed Regulation
The servovalve which regulates the hydraulic motor speed is electrically controlled
by the Speed Regulation module of the Control Unit.
Voltage Regulation
The Permanent Magnet Generator supplies the exciter field through a Voltage
Regulation module. The Voltage Regulation module maintains the Point Of Regulation (POR) at the nominal voltage value.
Hydraulic motor:
Generation Monitoring
Powered by the Blue hydraulic circuit (RAT in emergency configuration ; electrical

hydraulic pump in test), -speed regulation by servovalve, -integrated solenoid control valve.
The Control Unit protection module protects the network and the generator by controlling the associated Generator Line Contactor, the generator field current and
the solenoid control valve. The control Unit protections are the following:
Over / Under voltage. Over / Under frequency. Shorted PMG. Fast overspeed
shutdown. As the generator is lost, the ESS TA is no longer supplied, thus the
RAT and EMER GEN FAULT light comes on.
AC generator: - Three phase 115V/200 V - 400 Hz (12000 rpm), - output power:

5 KVA continuously, - oil cooled.
Static Inverter
A Static Inverter transforms the direct current voltage from battery 1 into a single
phase alternating current voltage. The Static Inverter characteristics are:
1 KVA nominal power. 11 5V, 400Hz. The Static Inverter is used in the following cases: APU start (supply of fuel pump) Ram Air Turbine deployment. Engine start on battery (ignition) Emergency configuration.
Oct04/THTA
When the nose landing gear is selected DOWN the Control Unit protection module
deenergizes the solenoid control valve.
After a landing gear extension/retraction sequence, the EMER ELEC PWR MAN
ON pushbutton must be pressed in to reset the protection module and to recover
the Solenoid Control valve power supply.

Level: B1 B2
24-24-2
Training Manual
A320 Family
Electrical Power
Figure 1: CSM/G Parts Location
12000 RPM
5 KVA 3 Ph
(Vickers Pump)
Oct04/THTA

Level: B1 B2
24-24-3
Training Manual
A320 Family
Figure 2: RAT and CSM/G Logic
EMER GEN TEST
EMER ELEC PWR

GEN 1 LINE
SMOKE
Electrical Power
Figure 3: Emergency or Smoke Configuration (CSM/G Running)

GREEN
BLUE
DC BAT BUS
MAN ON
RAT
&
EMER GEN
RAT MAN ON
FAULT
H
Y
D
A
U
T
O
OFF
FAULT
FAULT
OFF
OFF
BAT
CONT
DC TIE
CONT
ELEC PUMP
ENG 1 PUMP
A
U
T
O
HOT BUS 1
ADIRS 1 > 100 KT
BAT 1
SOLENOID 1
OR
EMER ELEC PWR

MAN ON
SOLENOID 2
AC BUS 2 OFF
STAT
INV
CONT
BAT 2
DC ESS BUS
DC BUS 1
DC BUS 2
DC ESS SHED
STAT
INV
DC GND / FLT
BLUE HYD
AC STAT INV
A320 only: NOSE L / G UP

AND
RAT
ELEC
PUMP
RAT
TR
ESS
TR
CSM / G
CONTROL
UNIT
OR
AC GND / FLT
AC ESS SHED
OPEN
AC ESS FEED
SPEED
EMER
GEN
HYD
MOT
CSM / G
CONSTANT
SPEED
MOTOR /
GENERATOR
ESS
TR
FUEL
PUMPS
AC ESS BUS
AC BUS 2

BUS TIE
CONT
BUS TIE
CONT
GEN
LINE
CONT
GEN
1
Oct04/THTA
TR
2
AC BUS 1
DC ESS BUS
EMER
GEN
AC ESS BUS
PRIORITY
VALVE
TEST
DC TIE
CONT
HOT BUS 2
RAT MAN ON
RAT AUTO ON
AND
OR
AC BUS 1 OFF
ESS DC
TIE
APU
LINE
CONT
EXT
PWR
CONT
APU
GEN
EXT
PWR
Level: B1 B2
GEN
2
24-24-4
Training Manual
A320 Family
Figure 4: Emergency Generator not Running in Flight
Electrical Power
Figure 5: Emergency Generator not Running on Ground
DC BAT BUS
DC BAT BUS
BAT
CONT
DC TIE
CONT
ESS DC
TIE
HOT BUS 1
DC TIE
CONT
HOT BUS 2
BAT 1
STAT
INV
CONT
BAT
CONT
DC TIE
CONT
HOT BUS 1
BAT 2
DC BUS 2
STAT
INV
CONT
BAT 2
DC ESS BUS
DC BUS 1
DC ESS SHED
STAT
INV
DC GND / FLT
DC GND / FLT
AC STAT INV
AC STAT INV
TR
ESS
TR
EMER
GEN
TR
TR
ESS
TR
AC ESS BUS
AC GND / FLT
AC GND / FLT
AC ESS FEED
AC BUS 2
AC BUS 1
APU
LINE
CONT
EXT
PWR
CONT
APU
GEN
EXT
PWR
AC BUS 2
AC BUS 1
BUS TIE
CONT
BUS TIE
CONT
FUEL
PUMPS
FUEL
PUMPS
TR
2
AC ESS SHED
AC ESS FEED
Oct04/THTA
EMER
GEN
AC ESS BUS
AC ESS SHED
GEN
1
DC BUS 2
DC ESS SHED
STAT
INV
GEN
LINE
CONT
DC TIE
CONT
HOT BUS 2
BAT 1
DC ESS BUS
DC BUS 1
ESS DC
TIE
GEN
2
GEN
LINE
CONT
GEN
1

BUS TIE
CONT
BUS TIE
CONT
APU
LINE
CONT
EXT
PWR
CONT
APU
GEN
EXT
PWR
Level: B1 B2
GEN
2
24-24-5
Training Manual
A320 Family
Electrical Power
Figure 6: RAT Extension Logic and CSM/G Control
16XC/15XC de energized if AC bus 1 and 2 off
Generator switched off if NLG extended
CSMG fault if AC Bus 1 and 2

off and Ess TR (powered by
CSMG)not in operation
Oct04/THTA

Level: B1 B2
24-24-6
Training Manual
A320 Family
Electrical Power
Figure 7: CSM/G Emergency Generation
Oct04/THTA

Level: B1 B2
24-24-7
Training Manual
A320 Family
Electrical Power
Figure 8: CSM/G AC Essential Supply
Oct04/THTA

Level: B1 B2
24-24-8
Training Manual
A320 Family
Electrical Power
Static Inverter
Test
General
On the ground, the static inverter can be checked applying the following procedure
(aircraft supplied by EXT POWER or APU GEN):
The 1000 VA nominal-power static inverter transforms the direct current voltage
from battery 1 into a single-phase 115 VAC/400 Hz alternating current
- EMER GEN TEST: ON
System Description
- On the ECAM ELEC page, check voltage and frequency of static inverter.
The static inverter is used in these cases:
- BUS TIE: OFF

Figure 9: Static Inverter Location
- APU start (supply of fuel pump),

- engine start on batteries (ignition),
- Ram Air Turbine (RAT) deployment (< 10s) (supply of ECAM display units),
- on ground, on batteries only (pushbutton switch supply),
- in emergency configuration after landing, when the CSM/G is switched off (supply of the 115 VAC ESS BUS 4XP instead of the CSM/G).
Operation/Control and Indicating

The static inverter starts automatically if:
- the AC BUS 1 and 2 are lost,
- the CSM/G is not available, and
- speed is more than 50 Kts.
When the static inverter is faulty, it generates a permanent ground signal to the
BCL1.
The presence of the ground signal means:
- overheat,
- output overvoltage,
- input undervoltage,
- input overvoltage.
The static inverter defect is sent to the battery charge limiter 1 which stores it in a
memory as a class I failure.
When the network is supplied, STATIC INV FAULT message appears on the upper ECAM display unit.
The fault indication will be available during BCL BITE reading from the Centralized
Fault Display System (CFDS).
Oct04/THTA

Level: B1 B2
24-24-9
Training Manual
A320 Family
Electrical Power
Figure 10: Static Inverter Control
115 VAC ESS BUS
V<50 kts = only STAT INV BUS is supplied

V>50 kts = STAT INV BUS + AC ESS BUS are supplied
Oct04/THTA

Level: B1 B2
24-24-10
Training Manual
A320 Family
Electrical Power
Figure 11: A320/A321 Emergency Configuration
DOWTY RAT
SUNDSTRAND
RAT
Oct04/THTA

Level: B1 B2
24-24-11
Training Manual
A320 Family
Electrical Power
Figure 12: Emergency Generator Test

EMER GEN TEST P/B (guarded)
BAT 2
BAT 1
OFF
XX
When pressed and held:
OFF
DC 1
CD 2
DC ESS
TR 1
28 V
150 A
ESS TR
AC 1
SHED
EMER GEN
AC 2
AC ESS
SHED
GEN 1
XX %
XX V
XX HZ
APU
XX %
XX V
XX HZ
TR 2
0V
XX
STAT INV
115 V
400 HZ
GEN 2
XX %
XX V
XX HZ
- If AC bus 1 and 2 are supplied:

The EMER GEN is hydraulically
powered provided blue electric pump
is running.
The AC ESS BUS and the DC ESS BUS
are connected to the emergency
generator (the DC ESS SHED and AC
ESS SHED busses are not powered).
The ELEC page is automatically
displayed on ECAM (only on ground).
If BAT only supply the aircraft:
- The AC ESS BUS is powered by the static
inverter.
ELEC
BAT 1
28 V
0A
DC BAT
BAT 2
28 V
0A
DC 1
CD 2
DC ESS
SHED
ESS TR
EMER GEN
116 V
28 V
400 HZ
130 A
TR 1
28 V
150 A
AC 1
APU GEN EXT PWR

116 V
400 HZ
IDG 1 C 45
TAT
SAT
AC 2
AC ESS
SHED
GEN 1
0%
0V
400 HZ
19C
15C
Oct04/THTA
TR 2
28 V
150 A
GEN 2
0%
0V
400 HZ
45 C IDG 2
G. W. 60300 KG
C. G. 28 1%

Level: B1 B2
24-24-12
Training Manual
A320 Family
Electrical Power
24-30 DC Generation
24-30 DC Generation
Oct04/THTA

Level: B1 B2
24-30-1
Training Manual
A320 Family
Electrical Power
24-30 DC Generation
General
Indication
Three Identical Transformer Rectifiers (IR) are fitted on the aircraft. They operate
as soon as they are supplied. The Transformer Rectifiers (TA) are supplied with
three phase 115 V/ 400 Hz. Each TR controls its contactor via an Internal logic. In
normal configuration, direct current is provided by both normal transformers rectifiers (TR1 and TR2) and possibly by batteries. TR1 supplies, through TR1 contactor (5PU1) normal bus 1 (DC BUS1), battery bus (DC BAT BUS), essential bus
(DC ESS BUS) and sheddable essential bus (DC SHED ESS BUS). The BAT BUS
is supplied from BUS 1, through DC NORM BUS 1 SWITCHING contactor (1PC1),
and provides power to ESS BUS and SHED ESS BUS through respectively DC
ESS BUS SUPPLY contactor (4PC) and DC SHED ESS BUS contactor (8PH) in
succession. Both batteries and their respective HOT BUS are connected or not to
BAT BUS, in parallel, through both BATTERY LINE contactors (6PB1 & 6PB2).
TR2 supplies, through TR2 contactor (5PU2), normal bus 2 (DC BUS 2).
DC generation indications are displayed on the ECAM and on two voltmeters located on the main control panel. The ECAM displays battery voltage and current.
The voltmeters give battery voltage indication even in a cold aircraft configuration.
DC Emergency Generation
The DC emergency generation consists in the essential Transformer Rectifier
(TR) and its associated contactor. It is supplied with 115 VAC/400 Hz either by the
emergency generator or by the AC normal busbars, in failure conditions. The essential TR directly controls its contactor (3PE). The essential TR is ventilated by
natural convection. Characteristics of the Essential TR. The essential TR is fully
interchangeable with both normal TRs and has the same electrical characteristics.
TR Protection
Monitoring
The Battery Charge Limiters monitor the battery charge. In the event of battery
thermal runaway or internal short circuit, the battery is isolated the amber FAULT
light comes on and the ECAM system is activated. System fault is sent to the Centralized Fault Display System. The functions of the BCL are:
battery charge and charge / discharge monitoring. -APU start. -DC BAT BUS
supply on ground. -DC BAT BUS supply during landing (speed < 100 kts) in
emergency configuration
Battery Charge Control and Monitoring

The Battery Charge Limiter controls the battery charge cycle. The battery charge
cycle begins when the battery voltage is lower than 26.5V and stops when the battery charge current is lower than 4 Amps. The Battery Charge Limiter Isolates the
DC BAT BUS from the battery in case of thermal runaway detection or an internal
short circuit. The fault detection signal allows the activation of the BAT1 amber
FAULT light, the ECAM system and the CFDS.
Battery Protection
Each Transformer Rectifier control logic consists of an overheat protection and no

current flow detection to isolate the distribution circuit from the Transformer Rectifier.
In order to keep the integrity of the HOT BUS, in the event of short circuit in the
DC network, the Battery Charge Limiter Isolates the battery from its distribution
network. On ground the batteries are automatically isolated when battery voltage
decreases to 22V for 1 second.
Batteries
Emergency Configuration
The DC generation is provided by two batteries which are mainly used [o start the
APU and to supply the AC and DC essential network in emergency configuration.
The batteries are connected to the BATTERY BUS after landing in emergency
configuration.The battery contactors are closed by the BCL when the aircraft
speed is lower than 100 Kts.
Battery Control
Each battery is associated with a Battery Charge Limiter which is controlled by the
corresponding battery pushbutton. When the BAT pushbutton is pressed in (AUTO position), the BLC controls the battery coupling / uncoupling. When released
out the battery is uncoupled from the network and the white OFF light comes on.
In flight, in normal configuration the batteries are uncoupled from the network.
Oct04/THTA
APU Start
When the APU start sequence is initated, the DC network is connected to the batteries in order to withstand the high APU starter motor demand. In flight, in electrical emergency configuration, the APU start sequence is inhibited until the CSM/
G is coupled to the network or after 45 seconds. The APU start sequence is also
inhibited in emergency configuration when the landing gear is extended.

Level: B1 B2
24-30-2
Training Manual
A320 Family
Test
On ground the BITE allows to perform a test of the Battery Charge Limiter at each
power up, and a test from the Centralized Fault Display System. During the test
Oct04/THTA
Electrical Power
24-30 DC Generation
initiated from the MCDU, the BAT amber FAULT light and the RAT & EMER GEN
red FAULT light come on for 6 seconds.
Figure 1: DC Power Distribution

Level: B1 B2
24-30-3
Training Manual
A320 Family
Electrical Power
24-30 DC Generation
Loss of the Transformer Rectifier 1, 2, or Essential
Loss of the TR1 and TR2
In the event of TR1 loss, DC BUS 1 and DC BAT BUS are automatically restored
from TR2 through DC NORM BUS 2 SWITCHING contactor (1PC2) and DC
NORM BUS 1 SWITCHING contactor (1PC1). DC ESS and SHED ESS BUSSES
are automatically transferred to ESS TR through ESS TR contactor (3PE). ESS
TR supply is provided from AC BUS 1 through AC ESS BUS SWITCHING contactor (3XC) and AC ESS BUS contactor (15XE) in succession. The 28VDC SHED
BUSSES 210PP and 212PP are automatically shedded.
In the event of TR1 and TR2 loss (loss of DC BUS 1 & 2), DC ESS and SHED ESS
BUSSES are automatically restored from ESS TR through ESS TR contactor
(3PE), from AC normal generation.
Loss of the Transformer Rectifier 2 (TR2)

TR2 loss leads to symmetrical recovery of DC BUS 2 from TR1; DC ESS and
SHED ESS BUSSES are transferred to ESS TR through ESS TR contactor. The
28VDC SHED BUSSES 210PP and 212PP are automatically shedded.
Oct04/THTA
Essential TR
The essential TR starts to operate as soon as it is supplied. It is supplied in the
following cases: - loss of TR1, - loss of TR2, - loss of both TRs, - loss of DC
NORM BUS 1 switching contactor (1PC1) or DC ESS BUS supply contactor
(4PC), - availability of emergency generator in operation. The essential TR is
linked to the ECAM system in the same manner as the main TRs.
Figure 2: Loss of TR s

Level: B1 B2
24-30-4
Training Manual
A320 Family
Electrical Power
24-30 DC Generation
Transformer Rectifier
Description of the reset procedure
Operation
The reset procedure must be performed by selecting the SYSTEM REPORT/

TEST item on the CFDS menu, then by selecting the involved TR on ELEC menu.
If the reset is effective, NO FAULT appears on the MCDU.
If the reset is impossible: . TR 1(2) is displayed on the MCDU,
Each TR controls its contactor via an internal TR logic. This logic, which is intended to protect the Direct Current (DC) network and the TR, controls contactor opening in case of:
no current flow to the DC BUS (minimum current detection),
TR overheat (171/Deg.C).
To ensure these protections, each TR sends a fault signal to the Centralized Fault
Display System (CFDS) for maintenace purpose. Main TR's are ventilated by air
extracted from the aircraft ventilation network.
TR Characteristics
TR 1(2) FAULT stays on the upper ECAM display unit.

NOTE: After the reset procedure is performed, on the panel 35VU, the AC ESS
FEED pushbutton switch must be released, and then pushed. The ESS TR no
longer supplies the DC ESS BUS (4PP). On the lower ECAM display unit, the normal configuration comes into view.
Figure 3: Manual TR Reset
Supply: 115 VAC/400 Hz, three phase. DC output current: 200 A in continuous
operation 300 A for 5 minutes 500 A for 30 seconds 1000 A for 1 second
DC output voltage: 30.2 V with no load 27.5 V at 200A
Normal Operation
The transformers rectifiers start to operate as soon as they are supplied:
TR1 is supplied by 1XP busbar,
TR2 is normally supplied by 2XP busbar.
Note: TR2 can also supply part of the DC network from the ground power unit and
in ground service configuration The parameters such as voltage and current are
available and displayed via the SDAC on the ELEC page on the lower ECAM DU.
Failure of the TR1(2)

In case of failure of the TR1(2), the TR FAULT warning appears on the upper
ECAM display unit and at the same time, the ELEC page is displayed on the
ECAM lower display unit.
Reset of the Protection of the Transformer Rectifier (TR)

Before you reset a TR, make sure that the related electrical network supplies its
primary winding, in any RESET mode.
From the CFDS or on the panel 103VU. Reset of the TR protection is possible
from the CFDIU (CFDS interface). If the CFDIU is not available, it is possible to
start the transformers manually. To do this, push the TR RST pushbutton switch
15PU located on panel 103VU.
Oct04/THTA

Level: B1 B2
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Training Manual
A320 Family
Figure 4: Transformer Rectifier TR
Electrical Power
24-30 DC Generation
30.2V with no load

27.5 at 200A
DC
BUS1
5PU1
AC BUS 1
2PUT1
1PU1
CT
4PU1
42XU3
CURRENT
SENSOR
204PP
OVERHEAT
DETECTION
CURRENT
MEASURE
SET
SET
3PU1
28VDC
MINIMUN
CURRENT
DETECTION
RESET
TO 1PC1 AND 1PC2
CONTROL
P/B SW 15PU
SDAC1
Oct04/THTA
SDAC2

CFDIU
Level: B1 B2
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Training Manual
A320 Family
DC Essential & Normal Generation Switching - D/O
These circuits control the supply of DC normal busbars and DC essential busbars.
They enable: - their normal supply in normal flight configuration, - automatic
transfer in some failure conditions.

DC NORM BUS SWITCHING Contactor Control (1PC1 and 1PC2). Contactor
1PC1 is supplied in normal configuration and when a TR is lost. Contactor 1PC2
is supplied when a TR is lost or in case of DC NORM BUS 1 SWITCHING contactor (1PC1) failure.
Oct04/THTA
Electrical Power
24-30 DC Generation
NOTE: There is an electric interlock between contactors 1PC2 and 4PC to inhibit
coupling between busbar 2PP and essential busbar 4PP. DC ESS BUS SPLY
Contactor Control (4PC). Contactor 4PC supplies DC ESS BUS 4PP via BAT
BUS 3PP if normal DC busbars 1PP and 2PP are not coupled (electrical interlock
between contactors 1PC2 and 4PC). DC ESS BUS SPLY contactor (4PC) opens
when a normal TR is lost (coupling of busbars 1PP and 2PP), in emergency conditions or when the DC NORM BUS 1 SWITCHING contactor (1PC1) is lost.
Figure 5: DC Distribution

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DC Generation Monitoring and Indicating - D/O
Monitoring and indicating of aircraft DC generation and distribution are performed

by means of:
two voltmeters located on the overhead ELEC panel (35VU) in the cockpit.
They indicate to the flight crew the voltage of the HOT busses 701PP and 702PP.
NOTE: The HOT busses are directly connected to the batteries as follows:
. 701PP is connected to Bat 1,
. 702PP is connected to Bat 2.
Oct04/THTA
Electrical Power
24-30 DC Generation
the centralized warning system (ECAM) on which the following parameters are
available:
TRs voltage and current,
batteries voltage and current.
Furthermore the ECAM system gives a synoptic of the electrical generation enabling the flight crew to know the current electrical configuration (DC essential and
normal switching).
Figure 6: DC Generation Monitoring and Indication

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DC GENERATION - BATTERIES - D/O
The DC generation is provided by two batteries.
Each of them has a nominal capacity of 23 Ah.
They are mainly used to: - start the APU in flight and on ground, - supply AC/DC
essential network in emergency configuration during RAT deployment and when
the emergency generator is not available (CSM/G switched off after landing).
Each battery is associated with a Battery Charge Limiter (BCL).
It should be noted that, in normal configuration, the batteries are most of the time
uncoupled from the network during the flight.
Batteries: Each battery of the nickel-cadmium type is composed of twenty elements housed in a stainless steel case.
Characteristics:
nominal voltage: 24 V,
nominal capacity: 23 Ah,
high instantaneous power,
electrolyte reserve: 60 cubic centimeters,
two ventilation ducts.
displayed on the ELEC page of the lower ECAM DU, as well as the green symbol
when battery is charging and the amber symbol when battery is discharging.
FAULT amber legend comes on on the pushbutton switch if a thermal runaway or
internal short-circuit is detected. Simultaneously, the ELEC page is displayed on
the lower ECAM DU with corresponding warnings (MASTER CAUT light + single
chime + amber message on the upper ECAM display unit). A BAT OVHT fault
causes automatic lock out of the battery line contactor.
NOTE: An OFF/ON (Released/Pressed) action on the pushbutton switch allows to
reset the BCL.
General Operating Principle of the Battery Charge Limiter

The battery charge limiter has a main function which is to control the battery contactor and three auxiliary functions which are:
RAT & EMER GEN FAULT warning control,
in emergency configuration, inhibition of APU start sequence during RAT deployment,
BAT FAULT warning control.
Furthermore, the BCL delivers battery-related parameters and warnings to the
ECAM display units, through busses.
The functions of battery charge limiter are as follows:

Control and Indicating Circuits.
The operation of each battery charge limiter is controlled from the ELEC panel
35VU in the cockpit by means of BAT1(2) pushbutton switches. These pushbutton
switches have two stable positions:
The pushbutton switch is released
The battery charge limiter is not operating and the battery is uncoupled from the
network. The status of this control is indicated by illumination of the white OFF legend on the pushbutton switch. The same indication is displayed on the ELEC page
of the lower ECAM Display Unit and generates a warning if one or both engines
are running.
The pushbutton switch is pressed
The battery charge limiter is operating and controls the coupling and uncoupling
of the battery. No light comes on on the pushbutton switch in normal operation.
However white BAT1 and BAT2 and green indication of voltage and current are
Oct04/THTA
Electrical Power
24-30 DC Generation
Control of the battery contactor:

to ensure battery charge,
to start or assist starting of the APU,
to protect the battery against thermal runaway or short circuit,
to control equipment DC supply on ground, when no normal power is available,
to prevent complete discharge of the battery, when the aircraft is parked,
to supply equipment with DC during transient fault configurations,
to ensure integrity of the HOT bus.
Battery charge:
When battery voltage is lower than 26.5 V, beginning of the charging cycle.
When battery charge current is lower than 4 A, end of the charging cycle.
NOTE: In flight or following APU start, when the battery charge current is lower
than 4 A, a 30 mn time delay in the BCL controls the end of the charging cycle.
Thermal runaway and internal short circuit.
Battery isolation occurs in case of:

Level: B1 B2
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Training Manual
A320 Family
charge current increasing with a slope greater than 0.375 A/mn.

charge current greater than a threshold (150 A) during 1 minute and 30 seconds.
Starting of the APU.

When the APU start sequence is initiated, the two batteries are connected to 28
VDC BAT BUS (3PP) to supply the APU starter motor.
Supply on ground
When IDG's, APU generator or external power are not available on ground, the
batteries supply:
the 28 VDC BAT BUS (3PP) through the contactors 6PB1 and 6PB2,
the 28 VDC ESS BUS (4PP) through the contactor 2XB,
the 115 VAC STAT INV BUS (901XP) through the static inverter 3XB. (the
BAT1(2) pushbutton switches are pushed).
Electrical Power
24-30 DC Generation
In flight, when the electrical emergency configuration is initiated, the APU start sequence is inhibited during 45 seconds.
NOTE: If the CSM/G comes on line before 45 seconds, the APU start sequence is
available as soon as the CSM/G is coupled to the network.
BAT - Fault warning control
When a thermal runaway occurs the FAULT legend of the BAT1(2) pushbutton
switch comes on on the overhead ELEC panel 35VU.
The battery contactors are opened but no action is required from the crew.
Protection against complete discharge

On ground, the batteries are automatically disconnected from the DC network
when battery voltage is lower than 23 V during 15 seconds.
NOTE: But the disconnected battery always supplies its related HOT bus.
Transient fault conditions
Battery contactors are closed during 7 seconds when DC network is lost.
Integrity of the HOT bus
Battery isolation in case of failure on DC network through monitoring of the battery
discharge current (either I discharge > 400 A for 5 ms or I discharge > 100 A for
300 ms).
Electrical emergency event
Battery isolation in case of AC normal busbars failure (loss of AC main generation)
except when APU start sequence is initiated.
RAT & EMER GEN control
In case of AC normal busbars failure (loss of AC main generation) the red FAULT
legend of the RAT & EMER GEN pushbutton switch on the ELEC EMER PWR
section of the overhead panel 21VU comes on until the emergency generator is
available (operational). The FAULT legend is inhibited when the landing gear is
compressed.
Inhibition of the APU start sequence
Oct04/THTA

Level: B1 B2
24-30-10
Training Manual
A320 Family
Electrical Power
24-30 DC Generation
Figure 7: Battery Charge Limiter Schematic
APU Master switch
APU start Relais
p = charge
0 = Cont open
Oct04/THTA

Level: B1 B2
24-30-11
Training Manual
A320 Family
Electrical Power
24-30 DC Generation
Figure 8: Battery and Battery Charge Limiter
Oct04/THTA

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24-30-12
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A320 Family
Electrical Power
Oct04/THTA

Level: B1 B2
24-40-1
Training Manual
A320 Family
General
The aircraft network can be supplied by a Ground Power Unit connected to an external receptacle located forward of the Nose Landing Gear well enables power
supply of the aircraft network up to 90 KVA. (Single three-phase, 400 Hz, 115/200
VAC)
. This receptacle enables to supply:
either the whole network via the transfer circuit
or only part of it, the ground service network which comprises:
the AC ground service bus control
the DC ground service bus control
Electrical Power
and Ground Cart switched ON (voltage at pin F below 42 volts and AC voltage
at pins A, B and C within the limits).
If the delivered parameters are correct, the Ground Power Control Unit allows the
External Power Contactor to be controlled. Two conditions must be fulfilled to energize the PR (Power Ready relay):
valid EP (External Power) Interlock.
and delivered parameters within the limits.
Monitoring
The Ground Power Control Unit monitors the AC and DC parameters.
The power supply control of the whole aircraft network from a ground power unit
is performed from the cockpit overhead panel This control is associated with a
Ground Power Control Unit (GPCU) which permanently monitors the parameters
for the quality of the electrical power supplied. Moreover, the GPCU permanently
transmits to the Centralized Fault Display Interface Unit (CFDIU) all its fault messages.
AC protections are: over/under voltage. over/under frequency. Incorrect Phase

Sequence (IPS).
Normal Parameters
The Ground Power Control Unit contains an internal BITE system to help in system trouble-shooting. The BITE system detects and isolates active and passive
failures. The BITE system consists of two sections:
operational BITE.
maintenance BITE.
If the External Power parameters are correct, the indicator lights on the external
power receptacle and the EXTERNAL POWER AVAILABLE light on the cockpit
overhead panel come on.The Ground Power parameters are monitored by the
Ground Power Control Unit (GPCU) which activates the indicator lights. With such
indications the Ground Cart can supply the aircraft network. As soon as the External Power pushbutton is pressed in, the Ground Power Control Unit closes the External Power Contactor to supply the aircraft electrical network. The Bus Tie
Contactors (BTC 1 and BTC 2) close only if no generators are on line.
Abnormal Parameters
If any external power parameter is not correct, the indicator lights stay off. The external power cannot be connected to the aircraft network. The detection of a
GPCU fault causes the EPC to open.
Supply
DC protection is provided by External Power Receptacle pin voltage monitoring.

The protection system also includes a GPCU Internal Fault detection device.
Bite
The operational BITE identifies the protection, analyses the conditions and determines the fault origin. The maintenance BITE completes the operational BITE and
performs a self test to provide an indication of system integrity in ground mode only. A Class 2 failure signal is sent to the Electrical Generation Interface Unit in order to display Ground Power Control Unit message on the ECAM status page. The
CFDS class 2 message is labelled as:
IDG 1 (2) HIGH DELTA TEMP
To enable the 3 Generator Control Units to dialogue with the Centralized Fault Display interface Unit (CFDIU) through the Ground Power Control Unit (GPCU), the
GPCU receives a back-up supply from the DC BAT BUS (301PP).
The Ground Power Control Unit is supplied by the Ground Cart through the External Power receptacle and analyses the voltage inputs. The PMR (Pin Monitoring
Relay) is energized under the following conditions:
Ground Cart plugged in and running (voltage at pin E between 5 and 42 volts).
Oct04/THTA

Level: B1 B2
24-40-2
Training Manual
A320 Family
Electrical Power
Figure 1: Ground Power Control Unit (GPCU)
Oct04/THTA

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Training Manual
A320 Family
Electrical Power
Figure 2: External Power/Receptacle/Contactor

BTC.1
BTC.2
AC BUS 1
AC BUS 2
EXT PWR
EPC
AVAIL
ON
TO AC/DC
GROUND
SERVICE BUS
GPCU
EXT PWR
EXTERNAL
POWER
RECEPTACLE
EXTERNAL
POWER
PLUGGED IN
NOT IN
USE
AVAIL
Contactor Base
Contactor
Oct04/THTA

Level: B1 B2
24-40-4
Training Manual
A320 Family
Electrical Power
AC/DC Ground Service Network
AC ground/flight distribution network can be supplied:

either normally from the aircraft network,
or directly by the ground power unit upstream of the external power contactor,
in ground service configuration. In ground service configuration this network
can be supplied without energizing the whole aircraft network.
Supply selection for ground service network is controlled from panel 2000VU,
MAINT BUS switch: - one position corresponds to the normal supply configuration.
- the other position controls the ground service network supply from the ground
power unit. This position is electromagnetically latched.
The AC ground/flight network comprises the sub-busbars:

212XP,
214XP,
216XP-C.
Oct04/THTA
The switch returns to the normal position in case of voluntary or automatic (GPCU
protections) unlatching of the ground power unit. The normal supply configuration
takes precedence over the ground service configuration.
NOTE: Overheat of TR2 results in the automatic unlatching of MAINT BUS switch.
This entails the cut-off of the ground distribution network.
Figure 3: Ground Service Network

Level: B1 B2
24-40-5
Training Manual
A320 Family
Electrical Power
Figure 4: AC/DC Ground Service Control and Distribution
Commercial PB normally pushed in.

Only installed in the A320 enhanced family.
Oct04/THTA

Level: B1 B2
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Training Manual
A320 Family
DC Ground Servive Network
DC ground flight distribution network can be supplied:
either normally from the aircraft network,
or directly by the ground power unit upstream of the external power contactor.
This is via the TR2 in ground service configuration, without energizing the
whole aircraft network.
Electrical Power
601PP,
602PP.
These sub-busbars are supplied directly from the ground power unit through the
contactor 14XX via the TR2. The contactor 14XX is controlled by the MAINT BUS
control switch 5XX located on panel 2000VU.
Figure 5: DC Ground Service Network
The DC ground/flight network comprises the following 28 VDC service busses:
Oct04/THTA

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A320 Family
Electrical Power
Figure 6: Parts Location
Oct04/THTA

Level: B1 B2
24-40-8
Training Manual
A320 Family
Electrical Power
New Enhanced Electrical Power System Design
Oct04/THTA

Level: B1 B2
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Training Manual
A320 Family
Enhanced Electrical Power System
Electrical Power
The PRR when excited enables the connection of the ground power unit to the aircraft network provided none of the following protections is actived:
Ground and Auxiliary Power Control Unit (GAPCU)

The GAPCU controls both APU generator and external powers channels. In addition to the APU generator functions, the GAPCU has three different functions:
. over/undervoltage,
. over/underfrequency,
- aircraft power supply control and network protection,
. incorrect phase order,
- system test and self-monitoring relating to these functions
. GAPCU internal fault.
- provide BITE and messages for the AC generation (GCU').
Any fault detection:
NOTE: The GAPCU transmits command and data to and receives data from up to
the GCUs. The communication is made via 1553 serial data links.
- prevents the ground power unit from being connected to the aircraft network,
Control and protection functions
NOTE: When a fault is detected, the PRR is no longer excited and/or inhibits illumination of the ON legend of the EXT PWR pushbutton switch.
The control unit is supplied:

- with 115 VAC/400 Hz, directly from the external power receptacle, by the voltage
it has to analyse. The GAPCU generates 28VDC from this voltage. It is used:
for its own needs (internal plus or minus 15 V, plus or minus 5 V and + 28 V supply), to supply the aircraft power supply control and indicating circuits (EPC, EXT
PWR pushbutton switch, EXT PWR NOT IN USE indicator light and EXT PWR
AVAIL caution light, flight/ground network contactors),
- with 28 VDC from the normal aircraft electrical network and on the ground only.
This dual supply constitutes the 28 V internal supply, peculiar to the control unit.
The GAPCU (in association with the EXT PWR pushbutton switch) controls the
connection/disconnection of the external power to/from the aircraft electrical system. The necessary controls are achieved by means of relays.
- The Interlock Monitoring Relay (IMR)
This relay when energized, connects a holding supply to the GPU line contactor.
It is energized when the following conditions exist:
- external power Pin E voltage is higher than 12.6 Volts
- external power protection latch is erroneous
- interlock fault is erroneous:
- or causes it to trip if already in line.
NOTE: The PRR also controls the illumination of the AVAIL legend of the EXT
PWR pushbutton switch in the cockpit and the EXT PWR AVAIL caution light in
the external power receptacle housing.
Protections.
- Over/underfrequency (OF, UF)
The control unit permanently monitors the frequency of phase A voltage of the external power receptacle. The over/underfrequencies protection are triggered when
the frequency becomes higher/lower than a certain threshold.
- Over/undervoltage (OV, UV)
The control unit permanently monitors the voltage of the three phases of the external power receptacle. The undervoltage protection is triggered when the voltage of the lower phase becomes lower than a certain threshold.
- Incorrect phase order (IPS)
This detection is performed from voltage information of phases A and B of the external power receptacle. After excitation of the ground power unit generator, the
control unit analyzes the phase order of the voltage supply. When the voltage is
incorrect, the GAPCU prevents the closure of the PRR relay (protection of the
three phase consumers).
. the interlock voltage fault is detected when AC voltage is measured higher than
60VAC or DC voltage is measured higher than 45VDC.
NOTE: This protection is effective in case of:
- The External Power Ready Relay (PRR)
and also if a phase and the neutral are crossed.
Oct04/THTA
cross connection between any two phases,

Level: B1 B2
24-40-10
Training Manual
A320 Family
Control and Indicating Circuits
Electrical Power
- amber EXT PWR/AVAIL indicator light controlled by the GAPCU, comes on to

indicate that the ground power unit is operating and the voltage correct.
Controls and indicating in the cockpit.

As soon as the ground power unit is connected and selected on, the GAPCU analyzes the voltage delivered at the external power receptacle. If the analyzed parameters are correct:
- the GAPCU controls the illumination of the green AVAIL legend of EXT PWR
pushbutton switch located on the overhead ELEC panel 35VU. This pushbutton
switch controls the energization of the transfer network by means of the external
power contactor (EPC).
- White EXT/PWR NOT IN USE indicator light comes on to indicate that the ground
power unit does not supply the aircraft and can be disconnected.
NOTE: A lamp test of these two lights can be performed by means of the LIGHT
TEST pushbutton switch located in the external power receptacle housing.
Communications
They are of 2 types:
- when the AVAIL legend of this pushbutton switch is illuminated, the EPC remains
open.
- communications toward the SDAC, (EGIU function on classic systems)
NOTE: Nevertheless, the ground power unit can supply ground/flight networks in
ground service configuration
Automatic Periodic Test
- when the pushbutton switch is pressed and released, the EPC closes and supplies the transfer circuit.
As soon as the GAPCU is supplied (Aircraft on ground and engines shut down) it
will automatically perform the test (GAPCU and GCUs) and will store the failure (if
any). Moreover, the GAPCU will activate the BITE Message discrete. This information is provided to the SDACs to be written on the ECAM status page.
Blue ON legend comes on to indicate the closure of EPC (AVAIL legend goes off).
The effective supply of the aircraft network by means of the BTCs depends on the
availability of the onboard main generation sources.
In the case of APU generator already supplying the transfer circuit, the supply
command by means of the external power receptacle causes the opening of the
APU generator line contactor.
For reference only, each channel is supplied according to the following priority order:
- its generator,
- BITE communications.
(Interactive Mode description see 24-01)
Abnormal Operation
An internal feature called Posive Temperature Circuit (PTC) protects the internal
circuits. This PTC will act as a protective circuit, reacting by heat dissipation to any
sensed overcurrent. In case of protection activation (overcurrent detection), the
PTC activates the PTC LED on the frontface of the GAPCU and deenergizes the
internal circuits. This function is self reset when the overcurrent condition no longer exists. (No CB on the GAPCU front face)
- the ground power unit,

- the APU generator,
- the second generator.
NOTE: The EXT PWR pushbutton switch is springloaded. At each impulse on the
EXT PWR pushbutton switch, the GAPCU controls the change of position of the
external power auxiliary relay,
Indicating in the external power receptacle housing.
Two lights located in the external power receptacle housing enable easier utilization or removal of the ground power unit by the ground personnel.
Oct04/THTA

Level: B1 B2
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Training Manual
A320 Family
Electrical Power
Figure 7: GAPCU Schematics
Oct04/THTA

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A320 Family
Electrical Power
Oct04/THTA

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Training Manual
A320 Family
AC Electrical Power Distribution
Electrical Power
System Description
The AC electrical power distribution on board is carried out in several steps corresponding to:
- Power distribution:
. from the different sources towards the main AC busbars located in panel 120VU,
. then, from the main AC busbars, either directly towards important consumers
(pumps, galleys...), or towards the associated distribution sub-busbars located in
the circuit breaker panels.
The galley general supply is controlled from flight compartment overhead panel
35VU by means of GALLEY pushbutton switch (normal operation when the pushbutton is pressed in).
A320 EDW
The galley general supply is controlled from the cockpit ELEC panel 35VU by
means of the GALY & CAB pushbutton switch (normal operation when the pushbutton is pressed in).
- Power distribution from sub-busbars:
A320E Swiss Sun (IJU, IJV, IJW)
. the distribution from these sub-busbars towards the different AC consumers.
If the OFF legend of COMMERCIAL pushbutton switch (commercial load shed) is

off (pushbutton switch pressed in), galley general supply can be controlled from
flight compartment overhead panel 35VU by means of GALLEY pushbutton switch
(normal operation when the pushbutton is pressed in).
This chapter deals only with power distribution. This can be broken down as follows:
- the AC main distribution connected to 115 VAC busses 1XP and 2XP
- the AC essential distribution connected to 115 VAC ESS bus 4XP and 115 VAC
SHED bus 8XP
System Description
The distribution busbars are supplied according to various configurations depending on:
- the procedures applied by the crew members in the different failure configurations,
- the availability of the various power sources.
- normal flight configuration:
- emergency configuration corresponding to the loss of the two main generators
with the auxiliary generator not available:
NOTE: These configurations are dealt with in their respective ATA chapter.
Galley Power
The galley assembly is divided into several parts:
Aft galley,
Forward galley
Oct04/THTA
Galley Automatic Shedding

If only one generator is available, galley(s) (primary feeders controlled by the relay
6XA) is (are) automatically shedded. White GALLEY SHED indication appears on
the ELEC page of the lower ECAM display unit (no light on GALLEY pushbutton
switch).
Overload detected by a GCU
The possible configurations are:
- smoke configuration:
amber FAULT legend illuminates on GALLEY pushbutton switch,

auto display of the ELEC page on the lower ECAM display unit,
MASTER CAUT light + single chime + amber message on the upper ECAM
display unit confirm the overload.
The crew has to release GALLEY pushbutton switch on the UPPER ECAM DU
(white OFF legend illuminates). This action results in shedding of all galleys.
GALLEY indication is displayed on the lower ECAM DU, STATUS page.
NOTE: On ground, it is possible to supply all galleys:
either with the APU GEN: If I > 277 A, galleys automatic shedding,
or with the EXT PWR: without galleys automatic shedding.

Level: B1 B2
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A320 Family
Electrical Power
Figure 1: Generation and Distribution
Oct04/THTA

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Training Manual
A320 Family
Electrical Power
Circuit Breaker Panels
Circuit Breaker Panel 2000VU
Overhead circuit breaker panel 49VU.
The front circuit breaker panel 2000VU faces the FWD passenger/crew door (841)
and is located in the center of the cabin ceiling. The circuit breakers are connected
to either an AC or a DC power source.
The overhead circuit breaker panel 49VU is accessible to the Captain and First Officer. The circuit breakers are connected either to an AC or a DC power source.
AC Power Supply. - 115 VAC - 26 VAC / DC Power Supply. - 28 VDC
On the aircraft, the Functional Item Number (FIN) is shown on the rear side of the
VU panel.

Each circuit breaker head is marked with the FIN and not with the rating. This is to
help to identify circuit breakers when they are opened during aircraft maintenance
procedures.
NOTE: On the aircraft, the FIN is shown on the rear side of the VU panel.

The circuit breaker panel 105VU (Battery Power Center) is located in the avionics
compartment next to access door 822. You must open the access door from the
panel 105VU. The circuit breakers are connected to BAT 1(2) power source.
BAT power supply. - 28 VDC
The circuit breaker panel 2001VU faces the aft passenger door (842) and is located in the center of the cabin ceiling. The circuit breakers are connected to either
an AC or a DC power source.
On the aircraft, the FIN is marked below the head of each circuit breaker.
Configuration of Circuit Breakers
The circuit breaker panel 106VU (AC/DC emergency power center) is located in
the avionics compartment next to access door 812. You must open the access
door from the panel 106VU. The circuit breakers are connected either to an AC or
a DC power source.
Black head circuit breaker: This type of circuit breaker does not have an auxiliary
contact. It is standard.

On the aircraft, the labels and the FINs are marked behind the access door of the
panel 106VU opposite the circuit breaker panel.
Rear Circuit Breaker Panel 120VU

It comprises the following panels: - 121VU, - 122VU, - 123VU, - 124VU, 125VU. These circuit breaker panels are located on the rear panel 120VU. The
circuit breakers are connected either to an AC or a DC power source.
Green head circuit breaker: This type of circuit breaker holds an auxiliary contact
connected to SDAC when it is tripped.
Circuit breaker with a red threaded bush: For safety reasons, to avoid that the
crew resets it in flight, the C/B is guarded. If it is necessary to open it, the red
threaded bush must first be removed, unscrewed with a standard wrench. (WTB)
Circuit breaker with a yellow collar: Some circuit breakers have a yellow collar to
help the crew to find them more easily on the circuit breaker panel. (Emerg.
Checklist) For clipped circuit breaker, there are two types of collars, metallic or
plastic, secured by lockwire.
Reset of the Circuit Breaker
On the aircraft, the FIN is marked below the head of each circuit breaker.
- in flight, it is not permitted to close a tripped circuit breaker,
NOTE: Panels 121VU/122VU and their placards are not customized. Therefore,
there can be placards for circuit breakers that are not installed on a given aircraft.
- on ground, you must not close a tripped circuit breaker without trouble shooting
of the related system.
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Electrical Power
Figure 2: Galley Components
Galley Power
The power supply provides the galleys with 115 V AC. There are 50 KVA available
for all galleys. This power is divided into two parts, the AFT galley power with 30
KVA and the FWD galley power with 20 KVA. The galleys are electrically connected with cable lugs to the aircraft terminal blocks.
System Description
The power supply provides the galley assemblies with 115 V AC through the three
phase normal busbars 1XP and 2XP. Six triple core wires (feeders A to F) distribute the power to terminal blocks in the forward and aft galley area. Vendor wiring
distributes the power to the galley units. The wiring is connected to the terminal
blocks by the electrical connector.
The maximum available load for all galleys is 50 KVA. The load is distributed as
follows:
- Network 1 = feeder A, B and E with 30 KVA,
- Network 2 = feeder C, D and F with 20 KVA.
Circuit breakers protect the feeders. Power contactors switch the power.
Operation/Control & Ind

The power contactors for the galleys are controlled through control relays as follows:
With the APU generator running or with external power supplied you can supply
all feeders with power (on the ground). With both engine driven generators running, you can supply all feeders with power (on the ground or in flight). With only
engine 1 driven generator running, only feeders B and D is supplied. Feeders A,
C, E and F are shed automatically (on the ground or in flight). You can manually
shed all the feeders to the galley with the pushbutton switch 2XA GALLEY OFF in
the cockpit (on the overhead panel 35VU).
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Electrical Power
Figure 3: Galley Power A320
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Electrical Power
Figure 4: Galley Power A321
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Electrical Power
Figure 5: Galley Power Schematic A321
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Electrical Power
Figure 6: Galley Power Enhanced Version (Commercial Switch)
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Refueling on Batteries
The network consists of busbars 501PP and 502PP (28 VDC). It is supplied as
soon as the refuel door located on the fuselage below the right wing is opened.
Two supplies are then possible: - 28 VDC service bus 601PP if at least ground
service busses are energized, - 28 VDC hot bus 701PP (directly linked to battery
Oct04/THTA
Electrical Power
1) if no other power is available on board. NOTE: Refueling power supply is automatically cut off ten minutes after.
Figure 7: Refueling on Batteries Schematic

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Study Questions
Electrical Power
24-Study Questions
24-00 General
4. What is the purpose of the BUS TIE pushbutton?
1. The AC bus is normally supplied from:
5. What is the priority sequence of the AC power sources to the AC busses?

2. The DC battery bus can be supplied by the:
6. Is the ground power control unit powered in flight?
3. Bus tie contactor enable AC buses:
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Electrical Power
7. Where can the generator system be tested?
10. When does the IDG fault light illuminate?
8. Log entry:"GEN FAULT ECAM message". Describe the fault isolation procedure?
11.How is an IDG disconnected?
12.When does the IDG cooler bypass open?

9. How and where is it possible to reset a disabled TRU?
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13.What happens if an IDG disconnect pushbutton is pressed with engine not running?
14.How is the generator output voltage regulated to 115V AC?
15.What happens when a generator fault is detected?
Study Questions
Electrical Power
16.What is the purpose of the differential protection for the generator system?
17.How is a differential protection trip reset?
18.What happens if a parallel feeder becomes open?
19.What is the configuration if both BTC,s are open?
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Level 3 B1 B2
Training Manual
A320 Family
20.When are both BTC,s (Bus Tie Contactors) closed?
Study Questions
Electrical Power

24.Where is the CSM/G installed and how is it driven?
25.Which conditions are required for an auto-deployment of the RAT?
21.Are the APU and engine generators identical in their construction?
22.Are there any differences between an IDG-GCU and an APU-GCU?
26.How can the CSM/G be tested on ground?
23.Where is the APU generator oil outlet temperature sent to?
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Training Manual
A320 Family
27.On the ground in cold aircraft configuration what does the activation of the RAT
& EMER GEN MAN ON pushbutton cause?
Study Questions
Electrical Power
24-30 DC Generation
30.Where and under which conditions is it possible to read the voltage of the aircraft batteries?
28.In emergency configuration with aircraft speed below 50kts what is the condition of the aircraft elelctrical network? (BATT. P/B IN)
31.When does the BATT FAULT light come on?
29.Which precautionary measures are required prior to an emergency generator

test?
32.When does the low battery voltage detection system operate?
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Training Manual
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Study Questions
Electrical Power
33.Under what conditions is the static inverter in operation?
36.What happens if a TRU fails?
34.Which TRU,s are active with engine generators operating?
37.What is the basic operation of the BCL (battery charge limiter) system?
35.How is a TRU protected?

38.With the engine generators on line what does the EXT PWR ON light indicate
when lit?
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Level 3 B1 B2
Training Manual
A320 Family
39.What does the EXT PWR AVAIL light indicate when lit?
Study Questions
Electrical Power
42.How many generators are required for an entire galley power supply?

40.Describe the function of the GEN 1 LINE pushbutton :
41.Why does the GALLEY FAULT light illuminate following GEN OVERLOAD?
Oct03/THTA

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Training Manual
A320 Family
Oct03/THTA

Study Questions
Electrical Power
Level 3 B1 B2
Training Manual
A320 Family
Equipment and Furnishing

25-00 General
25 Equipment / Furnishings
25-00 General
Figure 1: Cabin Convertible Seat
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25-00 General
Figure 2:
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25-00 General
Figure 3: Passenger Cabin Layout
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25-00 General
Figure 4: Arrangement of Accessory Compartments
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25-00 General
Figure 5: Arrangement for Avionics Compartments
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25-00 General
Figure 6: Avionics Compartments - Component Location
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25-10 Cockpit Seats
25-10 Cockpit Seats
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25-10 Cockpit Seats
General
The cockpit is equipped with three seats a Captain seat, a First Officer seat and a
Third Occupant seat located against the right aft panel.
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Figure 2: Cockpit Seats - Component Location
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25-10 Cockpit Seats
Figure 3: Pilot Seat - Manual Control

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Captain and First Officer Seats
General Layout
The Captain and First Officer seats are symmetrical and their operation is identical. They are secured to the cockpit floor.
The seat moves longitudinally and vertically. In the rear most position the seat
moves sidewise towards the console, which increases the space between the
pedestal and the seat and therefore enables passage of the seat occupant. This
is the seat stowed position.
Controls
Manual controls are fitted on the seats. They serve to unlock the seat and allow
to position it in different configurations.
Electrical controls are also available. They consist of a motor coupled to two
reduction gears. The motor is controlled by two three-position switches. The
gear motor assembly is overriden by the manual controls.
Additional manual controls are used to adjust the backrest and lumbar rest position. All the controls are of easy access and enable the occupant to select the
desired position.
Electrical Control
The three-position switch controls the gear motor connected to a rack and pinion
system located under the seat pan. When the seat reaches its limit position, overtorque is detected and the motor power supply is cut off. The detector is integrated
in the gear motor.
The gear motor assembly locks the seat on the rack.

25-10 Cockpit Seats
A knob located on the front of the armrest ensures height adjustment by means
of a screw-nut system and associated stop (continuous adjustment from 15
deg. downwards to 10 deg. upwards).
Sidestick armrest
The sidestick armrest located on the outboard side of the seats is provided with
two adjustment knobs. These knobs are used to adjust the height and the tilt
angle of the sidestick armrest so that the pilot can rest his arm in its optimum
position with respect to the sidestick controller.
The armrest is fixed to the seat pan structure and is not affected by backrest
movements. It can be folded back to a vertical position to enable easy access
to the crew briefcase or console.
The sidestick armrest is composed of three main sections. These are the fixed
arm, the carrier arm and the sidestick table.
The fixed arm supports the carrier arm and sidestick table assembly and is attached to the seat pan.
A position indicator including two scales is integrated in the table.
The scale on the seat side shows the tilt angle adjustment of the table. The scale
on the outboard side shows table height.
A wheel, located on the front of the table, serves to avoid interference between the
armrest and the lateral console when the seat is moved forwards with the table
fully inclined.
Seat Equipment
The backrest incorporates a life vest fitted in a housing.
A lumbar rest adjustable vertically and horizontally enables adaptation of the seat
to the occupant.
Backrest Adjustment
The position of the backrest can be adjusted from 7 deg. to 34 deg. with respect
to the vertical by pulling the control handle marked R, located on the pedestal side
of the seat. The lever acts on two locks by means of a control and 2 cables. A gas
cylinder damps the backwards movement of the backrest and acts as return spring
when backrest is raised to the 7 deg. position.
The safety harness comprises five straps and an inertia reel. The inertia reel can
be locked by a control lever located behind the seat on the right side.
Armrest Adjustment
Inboard armrest
The inboard armrest (pedestal side) can be raised vertically and stowed behind
the backrest.
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25-10 Cockpit Seats
Figure 4: Pilot Seat (Rear View)
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Third Occupant Seat
The 3rd Occupant seat is a folding seat attached to the right rear panel in the cockpit.
It can slide along the Y-axis to take up a position on the aircraft centerline. No longitudinal adjustment is provided.

25-10 Cockpit Seats
To fold down the headrest, simultaneously act on the two controls located in center of bottom section of the headrest. When the system unlocks, fold down the
headrest into its stowed position.
To return the seat assembly to its stowed position, move the control-handle
marked SEAT UNLOCK upwards and move the seat into stowed position.
Seat pan opens and locks only in the normal operating position in the aircraft centerline.
Controls
A manual control enables the seat to be moved from its stowage position to its utilization position on the aircraft centerline.
A second control serves to unlock the headrest.
A third control serves to lock the inertia reel.
Seat Equipment
The non-adjustable armrests pivot on the seat uprights.
The headrest can be folded down so that the circuit breaker panel can be opened
while the seat is in its stowed position.
A compartment closed by VELCRO tapes and containing a life vest is provided in
the lower part of the seat.
The safety harness includes fifth straps and an inertia reel controlled by a handle
located on the left of the seat. This handle serves to lock and unlock the inertia
reel.
Operation
Deployment from stowage position to utilization position on aircraft centerline.
To move the seat to its utilization position on the aircraft centerline, the handle
called SEAT UNLOCK, located on the left of the seat, must be pulled upwards in
order to unlock the system and enable the seat to slide transversally into its utilization position. When utilization position is reached, the system locks.
The translation movement is given by two guide tubes attached to the rear upper
and lower sections of the seat. The tubes are guided by ball-sleeves attached to
the rear panel. The seat is held in position by a locking pin which engages in the
upper guide tube.
To raise the seat bottom, push seat upwards to override the locking force, the seat
and the two armrests will then rise automatically.
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25-10 Cockpit Seats
Figure 5: Third Occupant Seat
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25-10 Cockpit Seats
Figure 6: Pilot Seat - Electrical Control
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Semi Automatic Cargo Loading - General
Loading Area Lights
(A321 shown, A320/A319 is similar)
The loading area lights are spotlights installed in the ceiling panels at the FWD and
AFT cargo compartment doors. The intensity of the lights of the loading area permits you to read labels on loading equipment near a cargo compartment door. The
toggle switch for the loading area lights is installed at the FWD and AFT door operation panel.
In the lower deck of the aircraft, there are two lower holds CFWD hold and AFT
hold) which are divided into cargo compartments. The FWD hold is divided into the
FWD cargo compartments No. 1 and No. 2. The AFT hold is divided into the AFT
cargo compartments No. 3, No. 4 and the Bulk cargo compartment No. 5. A divider
net isolates the cargo compartment No. 5 from the cargo compartments No. 3 and
No.4.
The FWD and AFT cargo compartments each have an equivalent semi-automatic
cargo loading system. Cargo which is to be loaded may be in containers, on pallets or loaded in bulk. Containers and pallets can be loaded in the FWD and AFT
cargo compartment only.
Drainage of FWD and AFT Cargo Compartments

The FWD and AFT cargo compartments have drainage systems which operate in
an equivalent manner. Each drainage system has filters, filter holders, drain funnels, flexible hoses and pipes. The drainage system collects and lets rain-water
and spilt liquids flow out of the cargo compartments.
Two hydraulically operated cargo compartment doors which open to the outside
are installed on the lower right side of the aircraft.
The Bulk cargo compartment is in Zone 160 between FR59 and FR65. A manually
operated door (Bulk door) which opens to the inside is installed on the lower right
side of the aircraft.
The Bulk cargo compartment has tiedown/attachment points for the door nets and
for the nets and straps which keep the bulk cargo in place.
Linings and Floor Panels

The linings and floor panels in the FWD and AFT lower holds prevent damage to
the aircraft structure. The linings are made of flame-resistant synthetic material
and permit fast decompression. The floor panels are of sandwich construction and
have non-slip surfaces.
Rapid Decompression Panels

Rapid decompression panels (blow-in and blow-out) are part of the cargo compartment linings. They are installed in the cutouts of the ceiling panels and lateral
right sidewall lining at FR52A and FR56.
Catch assemblies hold them in the cutouts. The rapid decompression panels are
sealed to the ceiling panels and to the sidewall lining with adhesive tape.
Cargo Compartment Lighting

Each lower hold has a lighting system with fluorescent lamps which are installed
in the center of the cargo compartment ceiling. Toggle switches installed at the
doors of the cargo compartments control the lighting system.
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Figure 1: Cargo Compartments A321 - A320
A320
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Figure 2: Cargo Compartments A319 - A318
A319
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Figure 3: FWD Cargo Compartment (A321 shown, A319/A320 similar but

shorter)
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Figure 4: AFT Cargo Compartment (A321 shown, A319/A320 similar but

shorter)
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Ball Mats

Figure 5: Ball Mats and Ball Unit
The ball mats are installed across the full width of the cargo compartment floor.
The ball strips are installed between the door sill latches. The ball mats and ball
strips make it possible to move a ULD in the longitudinal and lateral direction. The
ball mats and ball strips have an aluminum structure and hold the ball unit assemblies.
Ball Unit
Each ball unit has a ball installed in a bearing shell. This shell is contained in a
circular housing. A top cover holds the ball and bearing shell in the housing. The
top cover is also a dirt shield. The top cover has 2 spring struts for installation.
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Roller Tracks

Figure 6: Rollers
The roller tracks are on the centerline of the cargo compartment floor. Installed in
the roller tracks are transport rollers. The roller tracks permit ULD to move in the
longitudinal direction.
Transport Roller
Each transport roller assembly has a roller and 2 bearings installed on a shaft. A
washer and a cotter pin on each end of the shaft safety the roller assembly to the
roller track.
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Control Panel
The control panels for the FWD and AFT semiautomatic cargo loading systems
(FWD and AFT systems) are on the cargo compartment doors. They are installed
at the forward edge on the inner face of each cargo compartment door. The control
panels are the control panel 2020VU1 for the FWD system and the control panel
2020VU2 for the AFT system.

the UP position. The actuator is then in operation and compresses a spring in the
mechanism. The spring makes the overrideable Ylatch move to the lifted position
when the ULD is moved away.
On each control panel there are:

one POWER ON/OFF switch 5MY,
one Joystick 4MY,
one DOOR SILL LATCH switch 6MY,
one POWER indicator light 7MY.
The POWER ON/OFF switch 5MY is a toggle switch. The fourposition joystick
4MY goes back to the center/neutral position automatically. The joystick controls
the operation of the PDU. The joystick is gated to permit the manual selection of
one operation at a time.
The four positions available are:
IN the lateral PDU operates in the load direction,
OUT the lateral PDU operates in the unload direction,
FWD the longitudinal PDU operate in the flight direction,
AFT the longitudinal PDU operate against the flight direction.
Operation
When the POWER ON/OFF switch is set to ON, power is supplied to the system
when the YZlatches of the door sill latches are lowered. This operates the limit
switches (2004VU1, 2004VU2 for the FWD system and 2004VU3, 2004VU4 for
the AFT system).
When you put the POWER ON/OFF switch to the ON position, the power contactor in the control box closes, and AC and DC power is supplied to the system. The
control box has a monitor circuit which controls the power to the POWER light
7MY. The POWER light comes on when the power supply is correct. The DOOR
SILL LATCH switch 6MY is a toggle switch. An internal spring keeps it in the UP
position. The DOOR SILL LATCH switch 6MY operates the overrideable Ylatch
of the door sill latch. To lower the overrideable Ylatch, put the DOOR SILL
LATCH switch to the DOWN position and hold it there. This causes the actuator
20MY for the FWD system to operate and Lower the overrideable YLatch. For
the AFT system it is the actuator 120MY. You can release the DOOR SILL LATCH
switch 6MY when the ULD is above the overrideable Ylatch. It then goes back to
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Figure 7: Control Panel (Typical for all Cargo Compartments)
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Control Box

Figure 8: CLS Sontrol Box Location
The control boxes 1MY and 10MY are installed behind the sidewall panels of the
FWD and AFT cargo compartments. The control box 1MY is between
STA1163(FR28) and STA1217(FR29) in the FWD cargo compartment. The control box 10MY is between STA2349(FR51) and STA2403(FR52) in the AFT cargo
compartment.
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Power Drive Units

The power drive units (PDU) are installed in the FWD and AFT cargo compartments. The PDU for longitudinal movement of the ULD are in the roller tracks. For
the lateral movement there is a single PDU on the right side of each cargo compartment in the ball mat area.
The PDU to move the ULD in the lateral direction in the FWD cargo compartment
is between FR26 and FR27. In the AFT compartment the PDU is between FR54
and FR54A. Each PDU has an aluminum housing with an electrical motor, a gear
train and a rubbercovered roller. The motor is a threephase squirrelcage motor
with a thermal overload protection. The motor operates with 115/200 V AC,
400 Hz. When the PDU is energized, the drive roller is lifted until it touches the underside of the ULD. When the PDU is deenergized, the roller stops and is lowered to the cargo compartment floor level. When the PDU operates in the opposite
direction the supply phases are changed and make the gears operate in the opposite direction.
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Figure 9: Power Drive Unit (PDU) (A320 has 3+4 PDUs)
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Door Sill Latches

the electric motor of the actuator starts to turn and lowers the Ylatch through an
actuating mechanism.
General
Two door sill latches are installed in the FWD and AFT cargo compartments. The
latches are installed on the door sills of each cargo compartment. In the FWD cargo compartment they are at FR26 and FR27. In the AFT cargo compartment they
are installed between FR53 and FR54 and at FR55.
Each door sill latch has:
a housing,
a manually operated YZlatch,
an overridable Ylatch,
a guidein roller,
a limit switch.
If an electrical malfunction occurs, you can lower the Ylatch manually. To lower
the Ylatch manually, operate the manual doorsill latch lever which is installed
between the door sill latches.
XZSingle Latch 32
The manually operated XZsingle latches 32 are in the FWD and AFT cargo compartments. The XZsingle latches 32 are installed in the roller tracks which are on
the centerline of the cargo compartment floor. The XZsingle latches 32 can lock
one or two ULD (two when the ULD are placed back to back). They hold ULD with
a base plate size of 60.4 x 61.5 in. in the X and Z directions. The XZsingle latch
32 have latching elements which lock and secure ULD in their related positions.
The latching elements can lock and secure one or two ULD (two when the ULD
are placed back to back). A yellow marked safety indicator is located on the surface of the locking element, this shows if the latch is in the fully locked or unlocked
condition. When the latch is in the fully locked position you can not see the yellow
indicator.
The functions of the door sill latches are:

to prevent the accidental rollout of a ULD,
to lock a ULD in position,
to hold the ULD vertical with the guidein roller.
Proximity Switch
Manually operated YZLatch

The manually operated YZlatch locks the ULD in the door area in position. When
the YZlatch is lifted, a spring pushes on a pawl which locks the YZlatch in position. When you push the release lever on the side of the door sill latch down, the
pawl disengages and permits a spring to lower the YZlatch manually until the
pawl locks it in position. When the YZlatch moves, it operates a limit switch.
Limit Switch
The limit switch supplies an electrical twoway lock. It prevents the operation of
the cargo compartment door when the YZlatch is in the lowered position. The limit switch also electrically isolates the cargo loading system when the YZlatch is
in the lifted position. (Figure 10 on page 15)
A proximity switch is below each XZsingle latch 32. The proximity switches are
wired in series with the PDUs. Thus power is only available at the PDU when the
latches are lowered. See Figure 10 on page 15 and Figure 14 on page 19.
End Stops
The end stops are in the roller tracks installed on the center line of the cargo compartment floor in the FWD and AFT cargo compartments. They have the shape of
fixed XZsingle latches and hold the ULD in the X and Z directions.
Overridable YLATCH
A ULD can move over the Ylatch, but only in the load direction. The ULD pushes
the Ylatch down. A spring lifts the Ylatch again when the ULD is moved away.
Thus the latch prevents the accidental rollout of a ULD. To unload a ULD you
must lower the Ylatch. To lower the Ylatch electrically, you operate the SILL
LATCH switch on the control panel. When you operate the SILL LATCH switch,
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A320 Family

Figure 10: Proximity Switch on Latch Locations
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A320 Family

Figure 11: Sill Latch Actuator (Typical for all Cargo Compartments)
Limit switches:
2508MJ
2509MJ
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Figure 12: Sill - Latch Manual Operation
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A320 Family

Figure 13: Door Still Latches
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Additional A319 Informations

Figure 14: Cargo Capacity of A319 Compared with A320
2 XZ Latches for spec

containers, must be
raised for door
operation
(2510MJ, 2511 MJ)
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A320 Family

Figure 15:
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A320 Family
Figure 16: Door Sill Roller - A319 AFT Cargo Compartment
Jun04/THTA

Figure 17: Entrance Guide - A319 AFT Cargo Compartment

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A320 Family

25-62 Escape Slides
25-62 Escape Slides
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Cabin Escape Slide Facilities - General
Escape slides are installed at all the aircraft exits. They provide quick evacuation
for the passengers and the crew in an on-land emergency situation.
Warning Systems
Escape slide warning systems are installed at each passenger/crew door and
emergency exit. Warning lights come on when you start to open a passenger/crew
door or emergency exit in the ARMED mode. An ECAM warning informs the cockpit crew.
Directional Guidance Lights

Directional guidance lights are installed on all escape slides. They are attached to
the longitudinal supports and across the bottom of each slide. The lights come on
automatically during the slide inflation.

25-62 Escape Slides
Electrical power for the lights is supplied from the aircraft emergency-lighting system.
Reservoir Low Pressure Indication

Pressure sensors are installed on all slide inflation reservoirs. The sensors are
connected to the Cabin Intercommunication Data System (CIDS) to monitor the
condition of the reservoirs.
If the pressure in a reservoir decreases (on A321 Exit Door only: - or if a transport
lockpin is blocking the reservoir valve -), the CIDS function will be activated and
indications given as follows:
the CIDS caution light on the FWD Attendant Panel will come on.
an illuminated system status message SLIDES PRESS LOW on the Programming and Test Panel (PTP) will come on.
You can program the PTP to display the reservoir affected.
Figure 1: Escape Slide Arrangement (A320 and A321)
Bottles in Doors
Bottles in AFT CC
Jun04/THTA
Bottles in Cabin Hatrack

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25-62 Escape Slides
Figure 2: Inflated Escape Slide (Typical for Pax Doors A320 + A321)
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Passenger / Crew Door Escape Slides
Single lane escape slides are installed on each passenger/crew door. The escape
slide pack is mounted on the inner face of the door structure and protected by a
decorative cover.
Slide inflation is automatic if you open the passenger/crew door with the Emergency Control Handle (ECH) in the ARMED mode. Manual inflation is also possible
after the door is open.
If the door is opened from outside the cabin, there is no automatic slide deployment, as the Emergency Control Handle is forced to the DISARMED mode.
Escape slide warning systems are electrically operated when you start to open a
passenger/crew door in the ARMED mode.
Aspirator

25-62 Escape Slides
The inflatable assembly is made of urethane-coated nylon, which is flame resistant. The material is cut into panels and bonded together to make the pneumatic
tube assemblies and slipway areas.
The inflation system has:
an inflation reservoir (Nitrogen/Carbon Dioxide),
a valve/regulator assembly,
an aspirator.
The inflation reservoir is made of seamless aluminum. It is made stronger with
over-wrapped kevlar fibers which are bonded together with epoxy resin. A gage
shows the inflation reservoir pressure.
The valve/regulator assembly controls the gas flow from the inflation reservoir to
the aspirator.
The aspirator (see previous page) The packboard assembly holds the inflatable
assembly and inflation system in position. It as made of kevlar-reinforced laminations.
The aspirator is made of fiber-reinforced plastic and has:

an inlet assembly,
a flexible hose,
a flapper valve assembly.
The decorative cover protects the pack assembly when it is installed on the passenger/crew door. It has a color scheme that agrees with the aircraft interior.
Gas from the inflation reservoir inflates the escape slide through the aspirator inlet
assembly when the inflation system is activated.
The flexible hose connects the inflation reservoir to the inlet assembly. The hose
is made of a rubber compound and made stronger with over-wrapped laminations
of dacron polyester-fiber.
Flapper valves installed in the aspirator operate as a one-way check valve for inlet
air. The fast expansion of gas in the aspirator when the inflation system is activated causes the flapper valves to open. They open because of the induction effect
from gas movement into the inflatable assembly and let ambient air into the aspirator. System inflation is faster when the air and gas mix and decreases the size
(capacity) necessary for the reservoir.
Passenger / Crew Door Escape Slides - Components

Each slide pack assembly has:
an inflatable assembly,
an inflation system,
a packboard assembly,
a decorative cover.
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25-62 Escape Slides
Figure 3: Escape Slide Assembly (Typical for Pax Doors A320 + A321)
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25-62 Escape Slides
Figure 4: Escape Slide Assembly (Typical for Pax Doors A320 + A321)
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25-62 Escape Slides
Passenger / Crew Door Escape Slides - Operation

When you set the emergency control handle to ARMED the girt bar connects the
slide to the floor attach fittings. As the door opens, the outboard movement of the
door pulls the slide from the slide pack. As the slide is released its starts to fall and
a lanyard pulls the reservoir valve (of the valve/regulator assembly) to open. The
reservoir gas supply starts to flow through the flexible hose and the aspirator assembly and inflates the slide. The slide inflates fully in approximately 3s.
If the automatic inflation system does not operate, you can open the reservoir
valve (of the valve/regulator assembly) with the manual inflation handle. The handle is red in color and installed on the escape slide girt assembly.
The directional guidance lights come on automatically during slide inflation. Electrical power for the lights is supplied from the aircraft emergency-lighting system.
Escape - Slides for the Emergency Exit Doors No 2 + 3

Escape-Slides
Single lane escape slides are installed at all four emergency exit doors.
Each of the four locations call for a different escape slide. The slide pack is mounted below each door, in the fuselage structure.
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25-62 Escape Slides
Figure 5: Escape Slide Location on Emergency Exit Doors 2 + 3 (A321 only)
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25-62 Escape Slides
Figure 6: Deployed Slides - Emergency Exit Doors No. 2 (A321 ONLY)
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25-62 Escape Slides
Figure 7: Inflation Reservoir Location (A321 only)
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25-62 Escape Slides
Figure 8: Escape Slide Stowage Compartment Below Door 2 + 3 (A321 only)
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25-62 Escape Slides
Escape Slide
The inflatable escape slide assembly is made of urethane-coated nylon, which is
flame resistant.
The inflation system consists of:
an inflation reservoir (Nitrogen/Carbon Dioxide),
a valve/regulator assembly,
two aspirators.
The pack assembly which holds the inflatable assembly in position is installed in
a stowage compartment below the doorsill.
Operation
When the emergency control handle is set to ARMED, the door release lever is
positioned to engage the slide release mechanism in the door frame. As the door
opens, the outboard movement of the door strikes the release mechanism and
starts slide inflation. The slide inflates fully in approx. 2 seconds.
If the automatic inflation system does not operate, you can open the reservoir
valve with a manual inflation handle. The handle is red in color and installed at the
top right hand corner of the door. It can only be reached when the door is open.
Offwing Escape Slides - General

Offwing escape slides are installed above the wings, in the left and right wing-tofuselage fairings.
Slide inflation is automatic when one of the two related emergency exits is opened
in the ARMED mode.
A manual inflation handle is also installed at each emergency exit. You get access
to the handle when the emergency exit hatch is removed.
Each slide pack assembly contains an inflatable ramp section and a dual-lane
slide. Offwing escape slide warning-systems are similar to the passenger/crew
door-slide warning-systems.
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25-62 Escape Slides
Figure 9: Offwing Escape Slide Arrangement (A320 only)
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25-62 Escape Slides
Figure 10: Inflated Offwing Escape Slide (A320 only)
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25-62 Escape Slides
Offwing Escape Slide - Components

The offwing escape slides are made of the the same materials as the passenger/
crew door escape slides.
The slide pack is held in a stowage compartment and the stowage compartment
attach-panel completes the wing-to-fuselage fairing assembly, left and right.
Each assembly has a ramp platform and a dual-lane slide. The ramp platform has
an inflatable ramp rail to guide the passengers and crew onto the slide.
For evacuees access to the offwing escape slides is through the emergency exits.
The inflation procedures for the offwing escape slides are similar to the passenger/
crew door escape slides.
lnflation Reservoir
The inflation reservoirs are installed in the AFT cargo compartment, behind the
sidewall panels 151CW and 152CW.
Each inflation reservoir includes a pressure gage and valve/regulator assembly.
For safety reasons a transport lockpin is provided in a lockpin stowage pocket.
The valve/regulator assemoly is connected to the release mechanism of its related
emergency exits with release cables.
The release mechanism is operated when you open one of the two-normally
armed-related emergency exits.
See Figure 14 on page 20 for disarmed configuration.
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25-62 Escape Slides
Figure 11: Offwing Escape Slide Stowage Compart. Reservoir(A320 only)
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25-62 Escape Slides
Figure 12: Offwing Escape Slide Release Mechanism Overview (A320 only)
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25-62 Escape Slides
Offwing Escape Slide - Operation

The related offwing escape slide inflates when you remove one of the
ARMED emergency exit hatches from inside or outside the cabin!
As the exit hatch is moved inboard the hatch latch-pin engages a release lever installed in the exit fuselage frame.
Movement of the release lever causes a tension in the release cable which opens
the reservoir valve.
The initial gas supply releases tue blow-out door installed in the stowage compartment attach-panel. It then inflates the offwing escape slide through the flexible
hose and aspirator inlet assembly.
The slide inflates fully in approximately 3s.
If the automatic inflation system does not operate you can open the reservoir valve
with the manual inflation handle. The manual inflation handle is red in color and
you can see the handle when the emergency exit hatch is removed.
The directional guidance lights come on automatically during slide inflation. Electrical power for the lights is supplied from the aircraft emergency-lighting system.
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25-62 Escape Slides
Figure 13: Slide Release Mechanism (A320 only)
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A320 Family

25-62 Escape Slides
Figure 14: Release Lever Disarming (A32o only)
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A320 Family

25-62 Escape Slides
Figure 15: Escape Slide Warning Slide Armed (A320 only)
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25-62 Escape Slides
Figure 16: Emergency Exit Slide Ecam Warning (A320 only)
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25-62 Escape Slides
Figure 17: Cylinder Pressure Check From PTP
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25-62 Escape Slides
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A320 Family
Study Questions
Equipment - Furnishing
25-Study Questions
25-10 Cockpit Seats
4. How is the PDU energized?
1. How can the cockpit seats be operated?
5. The cargo loading control box being supplied, which latch ensures the energization of the PDU,s.
2. Where is the location of the CB,s for the cockpit seats?
3. Cargo loading system 25-50
Oct03/THTA

Study Questions 25 -1
Training Manual
A320 Family
25-60 Escape Slides
Study Questions
Equipment - Furnishing
9. How can you check wheather the emergency slides are armed?
6. Where are the pressure bottles of the emergency slides for passengers, service and emergency exit located?
10.What indicates the warning message "EMER EXIT" on the ECAM system display?
7. What has to be observed if on the A320 an overwing exit door has to be
opened?
11.What means CIDS?
8. Where can the bottle pressure of the emergency slides be checked?
Oct03/THTA

Training Manual
A320 Family
Fire Protection
26-00
26 Fire Protection
Jun04/THTA

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26-00-1
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A320 Family
Fire Protection
26-00 General
26-00 General
The fire protection system consists of different sub-systems:
Fire detection and extinguishing systems for the engines and the APU.
Smoke detection system for the lavatories and automatic extinguishing system
for the lavatory waste bin.
Smoke detection system for the avionic bay.
Portable extinguisher bottles in the cockpit and in the passenger compartment.
Smoke detection and fire extinguishing systems for the cargo compartment.
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Fire Protection
26-00 General
Figure 1:
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Engine and APU

Detection
Each engine and the APUs equipped with a fire and overheat detection system
consisting of:
Two identical loops (A and B) mounted in parallel. (The loops are filled tubes
with pressure sensing switches).
A fire detection unit.
Each detection loop (A AND B) consists of:
Three sensing elements for the engine, located in the pylon, engine core and
fan sections.
One sensing element for the APU, located In the APU compartment.
Fire Protection
26-00 General
Fire signal related to both loops A and B or

Fire signal related to one loop when the other is faulty
Break of both loops occurring within 5 sec. (rupture, loss of gaspressure).
Test performed on the control panel.
The loops fault cautions appear in case of:

One loop detected faulty or
Both loops faulty or
Failure of the fire detection unit.
Avionics Bay
General
When a sensing element is subjected to heat, the gas pressure in the loop increases and when a preset level is reached, a signal is transmitted to the fire detection
Unit. If both loops, A and B sense heat, the fire warning is triggered.
The avionics smoke detection is provided by one smoke detector (ionization type)
installed in the air extraction duct of the avionics ventilation system. The Detector
transmits a signal to ECAM for warning display in cockpit.
A fault in one loop (loss of gas or electrical power) will not affect the warning system. The control unit will isolate the faulty loop and the fire detection is still provided by the non affected loop.
When avionics smoke is detected:

Single Chime sounds.
MASTER CAUTION lights illuminate on the glareshield.
ECAM caution appears on the E/WD.
SMOKE light illuminates on the EMER ELEC PWR panel.
BLOWER and EXTRACT FAULT lights illuminate on the VENTILATION pane!.
If an APU fire is detected on ground an APU automatic shut down and agent discharge will occur.
A red disc is visible from outside at the APU compartment. The absence of the red
disc indicates bottle overpressure discharge.
Extinguishing
Cargo Compartment
Each engine is provided with two fire extinguisher bottles equipped with an electrically operated squib for agent discharge. Each squib has a dual electrical supply. The discharge is controlled from the ENG FIRE panel. The APU is provided
with only one fire extinguisher bottle also equipped with an electrically operated
squib for agent discharge.
General
The agent discharge is controlled from the APU FIRE panel or is automatically triggered in case of APU fire on ground.
Fire Warnings and Loop Cautions

All the warnings and cautions are generated by the fire detection units which process signals from the sensing elements. The fire warning appears in case of:
Jun04/THTA
The cargo smoke detection is provided by:

Smoke detectors (ionization type) located in specific cavities in the cargo compartment ceiling panels. Two ambient smoke detectors are installed in each
cavity, each detector being linked to one of the two detection loops of the system (dual loop principle).
There are:
One cavity in the FWD cargo compartment
Two cavities In the AFT cargo compartment

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Fire Protection
26-00 General
The double Smoke Detection Control Unit (SDCU) which acquires signals sent
by the detectors and transmits it to ECAM for warning display in the cockpit.
The SDCU comprises two identical channels.
Cargo smoke warning is activated when smoke is detected in one Cavity:

By both smoke detectors.
By one smoke detector if the other is inoperative.
In addition the isolation valve of the AFT compartment automatically closes and
the extraction fan stops.
Fire Extinguishing
FWD and AFT cargo compartments are protected by a fire extinguishing system.
The three nozzles (one in FWD compartment and two in AFT compartment) are
supplied by one bottle with 2 discharge heads, one for each compartment When
DISCH pushbutton associated to FWD (AFT) compartment is pressed, the corresponding squib of the bottle is ignited and fire extinguishing agent is discharged in
the FWD (AFT) compartment. When the bottle is discharged, DISCH lights illuminate amber.
Lavatory
Smoke Detection
Ionization type smoke detectors (one in each lavatory).
A double channel Smoke Detection Control Unit (SDCU).
When smoke is detected in a lavatory, the detector sends a signal to SDCU which
transmits it to ECAM (for warning display the cockpit) and to CIDS (for warning in
the cabin).
Waste Bin Fire Extinguishing

Each lavatory waste bin is equipped with an automatic fire extinguishing system.
The fire agent bottle reacts on overtemperature and discharges its contents automatically into the trash container.
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Fire Protection
26-00 General
Figure 2: Fire Detection and Extinguishing System
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A320 Family
Figure 3: Engine Fire Warning/Extinguishing
Jun04/THTA
Fire Protection
26-00 General
Figure 4: Fire Panel/Engine Panel

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A320 Family
Figure 5: APU Fire Warning/Extinguishing
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Fire Protection
26-00 General
Figure 6: Fire Panel/APU Maintenance Panel

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A320 Family
Figure 7: External Power Panel
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Fire Protection
26-00 General

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A320 Family
Figure 9: Avionics Smoke Detection
Fire Protection
26-00 General
Figure 10: Panels
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26 -00 -10
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A320 Family
Jun04/THTA
Fire Protection
26-00 General
Figure 12: Cargo Compartment Fire Protection

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A320 Family
Figure 13: Cargo Smoke Panel
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Fire Protection
26-00 General

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A320 Family
Figure 15: Lavatories Smoke Detection
Jun04/THTA
Fire Protection
26-00 General

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Smoke Configuration
In case of smoke detection from an electrical source, the procedure leads to the
main bus bars shedding.
Fire Protection
26-00 General
In this configuration the electrical distribution is the same as in emergency configuration (loss of man generators) except for the fuel pumps which are connected
upstream of the GEN 1 line contactor.
About 75 % of electrical equipment is shed. All the unit which remain powered are
supplied from C/Bs which are located on the overhead panel (except those which
are supplied from hot buses).
Figure 17: Smoke Configuration
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Fire Protection
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A320 Family
Figure 1: Fire Protection-System Report/Test
Jun04/THTA
Fire Protection
Figure 2: Engine or APU FDU-System Report/Test

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26-01-2
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A320 Family
FDU - Bite
Fire Protection
At power up test, internal functions of the FDU are tested and all the detectors are
isolated from the FDU because detector conditions are simulated by the BITE.
The tests performed by each FDU are:

Power up test
MCDU test
In Operation test
The power up test will be initiated if the computer power supply has been de-energized for more than 200 ms. The duration of the power up test is 57 seconds.
The MCDU test is performed by maintenance crew from the MCDU with the aircraft on ground.
The In Operation test is divided into a cyclic test and a permanent test.
The In Operation test includes:
a cyclic test automatically performed and provided that the aircraft is in flight.
During this test, the FDU internal functions are tested as well as the loop B
power supply (for engines and APU), discrepancies between LGCIU1 and
LGCIU2 inputs and the pin programming.
a permanent test, automatically performed when the system operates. During
this test the FDU receives and analyses both detection loop signals. The FDU
continously monitors the circuits and is capable of detecting one or more failures in both loop detection circuits.
Figure 3: FDU-Bite
The power up test is performed automatically as soon as the Fire Detection Unit
is electrically supplied and only if the aircraft is on ground.
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A320 Family
Figure 4: FDU Fault Messages-Examples
Jun04/THTA
Fire Protection
Figure 5: MCDU Messages from FDU

Level 3 B1 B2
26-01-4
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A320 Family
Figure 6: AEVC System Report/Test (Avionics Smoke Detector)
Fire Protection
Last Leg Report

The philosophy of the LAST LEG REPORT is the same as the one described in
ATA Chapter 31, but complementary data message concerning the failure is given
for trouble shooting.
Trouble shooting data message:
(Level 3: engineering maintenance)
This message contains data constituting a snapshot of the system at the moment
of the failure.
This message is presented in coded language (for decoding AIRBUS produces a
TSM3 floppy disk).
On Ground Faults
This item presents all class failures on ground with the date of the last occurance
of the failure and the associated trouble shooting data of each failure,
Wiring Report
This item indicates the affected area if a wiring failure on the smoke detector bussystem is recognized.
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A320 Family
Fire Protection
Figure 7: SDCU-System Report
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A320 Family
Fire Protection
Figure 8: SDCU-System Report/Test
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SDCU - Bite
Fire Protection
The power up test will be initiated if the computer power supply has been de-energized for more than 2 seconds. The duration of the power up test is 10 seconds.
The tests performed by the SDCU are:

Power up test
MCDU test
In Operation test
The MCDU test Is performed by maintenance crew from the MCDU with the aircraft on ground.
During the MCDU test, all the following components are tested:
the aft cargo compartment detectors,
the bulk cargo compartment detectors,
the lavatory detectors
the SDCU,
the bottle pressure and the electrical squib circuit continuity are monitored.
Figure 9: SDCU-Bite
the computer, in order to confirm cargo inlet/outlet isolation valve circuit integrity
and to test the lavatory smoke detection system.
During this test, the smoke detectors, the SDCU, the state of the fire extinguishing
bottle and wiring between the smoke detectors are tested.
The power up test is performed automatically as soon as the SMOKE DETECTION CONTROL UNIT is electrically supplied only if the aircraft is on ground.
At power up test, internal functions of the SDCU and all the detectors are tested.
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Fire Protection
Figure 10: SDCU Fault Messages-Examples
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A320 Family
Fire Protection
Figure 11: MCDU Messages from SDCU
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A320 Family
System Status
Fire Protection
Figure 12: Programming and Test Panel (PTP)
The SYSTEM STATUS page presents the current status of the CIDS and for maintenance, additional information about the status of the systems also monitored by
the CIDS.
In our example, a failure has been detected In the lavatory smoke detection system.
Lav Smoke Sys Fail

This page indicates that the SMOKE DETector of the LAVatory D is faulty.
System Status (Next Page)

This is the next page of the SYSTEM STATUS, other information is available for
maintenance purpose.
Maintenance
The MAINTENANCE page allows further information to be obtained from:
LAST LEG REPORT
PREV LEG REPORT
LRU IDENTIFICATION
FAULT DATA
CLASS 3 FAULT
Selection of FAULT DATA gives coded trouble shooting data for internal director and Decoder Encoder Unit (DEU) failures.
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A320 Family
Fire Protection
Figure 13: Lavatory Smoke Detection Status via PTP
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A320 Family
Fire Protection
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A320 Family
Fire Protection
Fire Detectors
Each engine fire detection system consists of two independent loops A and B connected in parallel to the Fire Detection Unit (FDU).
Each loop comprises three fire detectors connected in parallel.
Loops A and B are connected in parallel to the Fire Detection Unit (FDU).
Each loop comprises:
Fan fire detector
Pylon fire detector
Core fire detector.
Same for V2500
Fire Detection Unit (FDU)

One Fire Detection Unit is provided for each engine.
The Fire Detection Unit (FDU) processes signals received from the fire detectors.
Warnings
The Fire Detection Unit generates signals for ECAM display, Centralized Fault
Display System utilization and cockpit local warnings.
Fire warning signals are sent to ECAM and engine fire and start control panels.
Loop failure warnings are sent to ECAM and Centralized Fault Display System
(CFDS).
Test P/B
On the engine fire panel, the TEST pushbutton permits the fire detection and the
extinguishing systems to be checked.
During the test, the SQUIB lights come on if the continuity of the squib circuit is
correct. The DISCH lights are also activated but as a lamp test.
The TEST pb checks simultaneously the integrity of the:
Fire detection loops A and B, FDU, indications and warnings.
Squib circuit continuity.
Jun04/THTA

Level 3 B1 B2
26-12-2
Training Manual
A320 Family
Fire Protection
Figure 1: Fire Detection
Jun04/THTA

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26-12-3
Training Manual
A320 Family
Fire Protection
Figure 2: Fire Detection Unit (FDU)
Jun04/THTA

Level 3 B1 B2
26-12-4
Training Manual
A320 Family
Fire Protection
Figure 3: Fire Detector - Schematic
Jun04/THTA

Level 3 B1 B2
26-12-5
Training Manual
A320 Family
Fire Protection
Figure 4: Fire Detector - Alarm and Fault States
12 V
12 V
0V
12 V
12 V
12 V
Jun04/THTA

Level 3 B1 B2
26-12-6
Training Manual
A320 Family
Fire Protection
Figure 5: Fire Detector - Pylon
Jun04/THTA

Level 3 B1 B2
26-12-7
Training Manual
A320 Family
Fire Protection
Figure 6: Fire Detector - Core
Jun04/THTA

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26-12-8
Training Manual
A320 Family
Fire Protection
Figure 7: Fire Detector - Fan
Jun04/THTA

Level 3 B1 B2
26-12-9
Training Manual
A320 Family
Fire Protection
Fire Warning
In case of a fire detected on both loops or on one loop with the other faulty, the
channels provide a fire warning to the ENGINE FIRE panel, ENGINE START control panel and ECAM displays.
The fire Detection Unit (FDU) generates a fire warning signal if any of the following
conditions are met:
Fire on loop A and fire on loop B
Fire on loop A and fault on loop B
Fault on loop A and fire on loop B
Fault on loop A and fault on loop B within 5 seconds (both loops broken due to
a torching flame).
Figure 8: Fire Warning
Jun04/THTA

Level 3 B1 B2
26-12-10
Training Manual
A320 Family
Fire Protection
Loop Fault Warning
Detection Fault Warning
In case of a loop failure the Fire Detection Unit provides a loop fault warning signal
to the ECAM and Centralized Fault Interface Unit (CFDIU).
The detection fault logic is based on a dual loop failure. It corresponds to a total
loss of the detection system.
The Fire Detection Unit (FDU) generates an inoperative signal if any of the following conditions are met:
Electrical failure
Integrity failure
Detection of a single loop FIRE during more than 16s while the other loop is in
normal condition.
When the Fire Detection Unit generates two Inoperative signals corresponding to
loop A and loop B fault logic, the Flight Warning Computer (FWC) elaborates the
fault warning.
Figure 10: Detection Fault Warning
Figure 9: Loop Fault Warning
Jun04/THTA

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26-12-11
Training Manual
A320 Family
Jun04/THTA

Fire Protection
Level 3 B1 B2
26-12-12
Training Manual
A320 Family
Fire Protection
Jun04/THTA

Level 3 B1 B2
26-13-1
Training Manual
A320 Family
Fire Protection
Fire Detectors
The fire detection system consists of two independent loops (A and B) connected
in parallel to a Fire Detection Unit (FDU).
Each loop comprises one fire detector.
Fire Detection Unit (FDU)

A Fire Detection Unit is provided for the APU.
The Fire Detection Unit (FDU) processes signals received from the fire detectors.
Warnings
The Fire Detection Unit generates signals for ECAM display, Centralized Fault
Display System utilization and cockpit local warning.
Fire warning signals are sent to ECAM, APU fire panel and external power control panel when aircraft is on ground.
Loop failure warnings are sent to ECAM and Centralized Fault Display System
(CFDS).
Test P/B
On the APU FIRE panel, a TEST pushbutton permits the fire detection and the extinguishing systems to be checked.
During the test, the SQUIB light comes on if the continuity of the squib circuit is
correct. The DISCH light is also activated but as a lamp test.
The TEST pushbutton checks simultaneously the integrity of:
Jun04/THTA

Level 3 B1 B2
26-13-2
Training Manual
A320 Family
Fire Protection
Figure 1: Fire Detection
Jun04/THTA

Level 3 B1 B2
26-13-3
Training Manual
A320 Family
Fire Protection
Figure 2: Fire Detection Unit (FDU)
Jun04/THTA

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26-13-4
Training Manual
A320 Family
Fire Detector Normal / Alarm / Fault States
The detector is pneumatically operated by heating its sensing element which contains helium gas and an hydrogen charged core material.
Fire Protection
The application of heat to the sensor causes an increase of the gas pressure
which in turn closes the alarm switch. The detector sends a FIRE signal.
Figure 4:
Figure 3:
In the event of gas pressure loss, the integrity switch opens and generates a fault
signal.
Figure 5:
Jun04/THTA

Level 3 B1 B2
26-13-5
Training Manual
A320 Family
Fire Protection
Figure 6: APU Fire Detector Loop
Jun04/THTA

Level 3 B1 B2
26-13-6
Training Manual
A320 Family
Fire Protection
Fire Warning
In case of a fire detected on both loops or on one loop with the other faulty, the
channels provide a fire warning to the APU FIRE panel, EXTERNAL POWER
CONTROL panel and ECAM displays.
The Fire Detection Unit (FDU) generates a fire warning signal if any of the following conditions are met:
Fire on loop A and fire on loop B
Fire on loop A and fault on loop B
Fault on loop A and fire on loop B
Fault on loop A and fault on loop B within 5 seconds (both loops broken due to
a torching flame).
Figure 7: Fire Warning
Jun04/THTA

Level 3 B1 B2
26-13-7
Training Manual
A320 Family
Fire Protection
Loop Fault
Detection Fault
In case of a loop failure the Fire Detection Unit provides a loop fault warning signal
to the ECAM and Centralized Fault Display Interface Unit (CFDIU).
The detection fault logic is based on a dual loop failure. It corresponds to a total
loss of the detection system.
The Fire Detection Unit (FDU) generates an inoperative signal if any of the following conditions are met:
Electrical failure
Integrity failure
Detection of a single loop FIRE during more than 16s while the other loop is in
normal condition.
When the Fire Detection Unit generates two inoperative signals corresponding to
loop A and loop B fault logic, the Flight Warning Computer (FWC) elaborates a detection fault warning.
Figure 9: Detection Fault
Figure 8: Loop Fault
Jun04/THTA

Level 3 B1 B2
26-13-8
Training Manual
A320 Family
Fire Protection
26-15 Avionics Compartment Smoke

Detection
Jun04/THTA

Level 3 B1 B2
26-15-1
Training Manual
A320 Family
Fire Protection
Smoke Detector
The avionics compartment smoke detection is provided by a smoke detector installed on the air extraction duct of the avionics ventilation system.
In case of smoke detection, the smoke detector sends signals to the ECAM system, the local warnings and the Avionic Equipment Ventilation Computer.
The smoke detector is based on the Ionization principle.
It ionizes the air particles that pass between the electrodes. As smoke causes the
electrical resistance of the circuit to increase, the voltage in the measurement
chamber increases to a higher level than the reference chamber and at a set difference level, the detector sends a signal to the AEVC.
Avionic Equipment Ventilation Computer (AEVC)

The Avionic Equipment Ventilation Computer controls the avionics ventilation system, monitors the smoke detector condition, and allows the detector to be tested
by the Centralized Fault Display System.
The Avionic Equipment Ventilation Computer (AEVC) checks the smoke detector
when a test is initiated from the Centralized Fault Display Interface Unit (CFDIU).
GEN 1 Line
The smoke detector activates the GEN 1 LINE SMOKE light on the EMER ELEC
PWR panel.
Blower and Extract Pushbuttons

The detector also activates the BLOWER FAULT and EXTRACT FAULT lights on
the ventilation panel.
Jun04/THTA

Level 3 B1 B2
26-15-2
Training Manual
A320 Family
Fire Protection
Figure 1: Smoke Detection-Schematic
Jun04/THTA

Level 3 B1 B2
26-15-3
Training Manual
A320 Family
Fire Protection
Figure 2: Smoke Detector
Jun04/THTA

Level 3 B1 B2
26-15-4
Training Manual
A320 Family
Fire Protection
26-16 Cargo Compartment Smoke

Detection
Jun04/THTA

Level 3 B1 B2
26-16-1
Training Manual
A320 Family
Fire Protection
General
Test Pushbutton
The cargo fire protection is provided by two systems:

The cargo smoke detection
The cargo fire extinguishing.
When the TEST pushbutton is pressed and held, the SDCU carries out an automatic test. Smoke and a bottle pressure drop conditions are simulated. The smoke
detectors are tested.
Smoke Detectors
When TEST pushbutton is pressed and held, the SMOKE and DISCH lights on the
CARGO SMOKE panel come on and ECAM warnings are activated.
The cargo smoke detection system is installed in the FWD/AFT cargo compartment.
When TEST pushbutton is released, the DISCH light goes off, with a time delay of
2 seconds, and the SMOKE light after a time delay of 10 seconds.
SIX smoke detectors are located in two cavities at the ceiling of the compartment.
The messages of the ECAM disappear and will automatically be repeated with the
warning indications for approximately 6 seconds.
The cargo smoke detectors are interconnected to each other. They are part of a
loop, containing the lavatory smoke detectors, which is connected to the Smoke
Detection Control Unit (SDCU).

The Smoke Detection Control Unit (SDCU) activates the warning with an AND logic to prevent false warnings.
The SDCU also monitors the smoke detectors in case of a single detection.
When only one cargo smoke detector detects a smoke, the SDCU checks the second detector automatically.
If this test shows a normal operation of the second detector, the first detector is
declared faulty. The result is no SMOKE warnings in the cockpit.
If this test shows an abnormal operation of the second detector, the SMOKE warnings are activated. The second detector is declared faulty.
Warnings
The Smoke Detection Control Unit generates signals for cockpit local warnings,
ECAM system and Cargo Ventilation Controller. It also provides the fault messages to the Centralized Fault Display System (CFDS).
In case of FWD/AFT smoke detection, the SMOKE light comes on the CARGO
SMOKE panel. At the same time the CARGO VENTILATION CONTROLLER closes the FWD/AFT isolation valves.
In case of a smoke detector failure, the SDCU sends signals to the ECAM and
CFDS systems.
Jun04/THTA
Cargo Smoke
When cargo smoke is detected, the SDCU provides the SMOKE warning signal to
the cockpit through the Flight Warning Computers (FWC).
When smoke is detected in one cavity, (AFT shown as example), the following
warnings are activated:
The repetitive chime, the MASTER WARNING light, the ECAM message and
the SMOKE light on the CARGO SMOKE panel.
Cargo Fault
When a cargo smoke detector Is detected faulty by the SDCU, it is automatically
isolated from the loop.
When the two detectors of the same cavity are detected faulty, a cargo smoke detection fault message is displayed on the ECAM
The inoperative detectors FBULK shown as example) are also indicated to the CFDIU.
Smoke Detection Control UNIT (SDCU) Fault

When an internal failure of the SDCU is detected, a SDCU fault warning signal is
sent to the cockpit.
In case of one channel failure, the smoke detection is still ensured by the remaining channel.
In case of both channel failures, an automatic fault is displayed on the ECAM, accompanied by the single chime and MASTER CAUT light. The failure is also indicated to the CFDIU.

Level 3 B1 B2
26-16-2
Training Manual
A320 Family
Fire Protection
Figure 1: Smoke Detection
Jun04/THTA

Level 3 B1 B2
26-16-3
Training Manual
A320 Family
Fire Protection
Figure 2: Smoke Detectors
The smoke detector is based on the ionization principle. (Refer to avionic smoke
detector LRUs).
Jun04/THTA

Level 3 B1 B2
26-16-4
Training Manual
A320 Family
Fire Protection
Figure 3: Smoke Detection Control Unit (SDCU)
Jun04/THTA

Level 3 B1 B2
26-16-5
Training Manual
A320 Family
Fire Protection
Figure 4: Smoke Detection - Schematic
Jun04/THTA

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26-16-6
Training Manual
A320 Family
Fire Protection
Jun04/THTA

Level 3 B1 B2
26-17-1
Training Manual
A320 Family
Fire Protection
Smoke Detectors
Lavatory Fault
A smoke detector is installed on each lavatory air extraction duct.
When a lavatory smoke detector failure is detected by the SDCU, the faulty detector is automatically isolated from the loop.
The lavatory smoke detectors are interconnected to each other, they are part of a
loop, containing the cargo smoke detectors, which is connected to the Smoke Detection Control Unit (SDCU). The smoke detector is based on the ionization principle.

In case of a detected lavatory smoke, the Smoke Detection Control Unit (SDCU)
activates the smoke warnings in the cockpit and the passenger cabin.
The Smoke Detection Control Unit (SDCU) monitors all the lavatory smoke Detectors.
The lavatory detection fault is indicated in the cockpit and the cabin.
The inoperative lavatory smoke detector is Indicated to:
The CFDIU, for maintenance purposes.
The FWC, for ECAM indication.
The CIDS directors, for the Forward Attendant Panel amber CIDS CAUT light
and the Programming and Test Panel (PTP) indication.
With CIDS CAUT light illuminated, the CIDS SYSTEM STATUS page on the PTP
must be interrogated to find the affected lavatory.
Smoke Warnings
The Smoke Detection Control Unit sends the lavatory smoke warning signals to
the ECAM and Cabin Intercommunication Data System (CIDS). It also provides
the fault messages to the Centralized Fault Display System (CFDS).
Note that for lavatory fire extinguishing, a cabin portable fire extinguisher must be
used.
General
The cargo and lavatory smoke detectors are connected to both channels of the
Smoke Detection Control Unit (SDCU) via a safety two wire data and supply bus
working in closed loop principle.
Lavatory Smoke
When lavatory smoke is detected, the Smoke Detection Control Unit (SDCU) provides the SMOKE warning signal to the cockpit and to the cabin.
When smoke is detected in a lavatory, the following warnings are activated:
In the cockpit, through the Flight Warning Computers (FWC), the repetitive
chime, the MASTER WARN flashing light and ECAM message.
In the cabin, through the Cabin Intercommunication Data System (CIDS) directors, the triplicate chime, the SMOKE LAV tight on the Forward Attendant Panel, the pink flashing light and clear message on the Attendant Indication Panel,
the amber flashing light an the Area Call Panel and an amber flashing light on
the affected lavatory.
Jun04/THTA

Level 3 B1 B2
26-17-2
Training Manual
A320 Family
Fire Protection
Figure 1: Smoke Detection - Schematic
Jun04/THTA

Level 3 B1 B2
26-17-3
Training Manual
A320 Family
Fire Protection
Figure 2: Smoke Detector - Location
The smoke detector is based on the ionization principle. (Refer to avionic smoke
detector LRUs).
Jun04/THTA

Level 3 B1 B2
26-17-4
Training Manual
A320 Family
Fire Protection

Engine Fire P/B
When the ENGINE FIRE pushbutton is released out, the SQUIB lights come on
and the extinguishing system is armed.
At the same time, the engine is isolated from the other aircraft systems.
When the ENG FIRE PUSH button is released out:
Both SQUIB lights come on indicating bottle percussion is available.
Aircraft systems are isolated.
Agent P/B
Action on the AGENT pushbutton provides bottle discharge when the ENG FIRE
pushbutton is still released out.
A pressure switch activates the corresponding DISCH light when the agent has
been discharged.
Bottles
Two extinguisher bottles are installed in the pylon.
Each bottle is equipped with a pressure switch to monitor agent pressure and an
electrically operated squib, for agent discharge.
Test P/B
On the engine fire panel, the TEST pushbutton permits the fire detection and the
extinguishing systems to be checked.
During the test, the SOULS lights come on if the continuity of the squib circuit is
correct. The DISCH lights are also activated but as a lamp test.
The TEST pb checks simultaneously the integrity of the:
Jun04/THTA

Level 3 B1 B2
26-21-1
Training Manual
A320 Family
Fire Protection
Figure 1: Engine / APU Fire Panel
Jun04/THTA

Level 3 B1 B2
26-21-2
Training Manual
A320 Family
Fire Protection
Figure 2: Engine Fire Pushbutton
ECU
HP Valve closure
Jun04/THTA

Level 3 B1 B2
26-21-3
Training Manual
A320 Family
Fire Protection
Figure 3: Engine Fire Extinguisher Bottle
Jun04/THTA

Level 3 B1 B2
26-21-4
Training Manual
A320 Family
Fire Protection
Figure 4: Squib and Low Pressure Switch
Jun04/THTA

Level 3 B1 B2
26-21-5
Training Manual
A320 Family
Fire Bottle
Fire Protection
Figure 5: Squib Circuit Brakers
Warning:
The fire bottle cartridges are explosive.
Remove them before working on the bottle. Protective caps must be installed during bottle removal/installation to prevent damage to discharge diaphragm which
could result in injury to personnel.
Discharge Cartridge
Warning:
Before power is supplied to the aircraft make certain that electrical circuits upon
which work is in progress are isolated.
Warning:
Cartridges are class C explosives and must be handled or stored by authorized
personnel or disposed of by an approved method.
When cartridge electrical connectors are disconnected, the cartridge electrical
pins must be shunted with a protective shunt which is provided by the manufacturer. A shunt plug or shorting clip, will prevent bottle discharge which could cause
injury to maintenance personnel.
The cartridge installed must be of the same make as the fire bottle and correspond
to the specification indicated in the Maintenance Manual.
Warning:
Never check the continuity of the squib using a conventional ohmmeter.
Open, safety and tag this(these) circuit breaker(s):
Jun04/THTA

Level 3 B1 B2
26-21-6
Training Manual
A320 Family
Fire Protection
Figure 6: Distribution Lines Installations
Jun04/THTA

Level 3 B1 B2
26-21-7
Training Manual
A320 Family
Fire Protection
Figure 7: Extinguishing - Cirquit
Oct03/THTA

26 -21 -9
Training Manual
A320 Family
Fire Protection
Figure 8: Extinguishing Schematic
Jun04/THTA

Level 3 B1 B2
26-21-9
Training Manual
A320 Family
Jun04/THTA

Fire Protection
Level 3 B1 B2
26-21-10
Training Manual
A320 Family
Fire Protection
Jun04/THTA

Level 3 B1 B2
26-22-1
Training Manual
A320 Family
Fire Protection
Auto Extinguishing
If an APU fire occurs while on ground, the APU is automatically shutdown and the
fire extinguishing system automatically triggered.
APU Fire P/B

When the APU FIRE pushbutton is released out, the SQUIB light comes on indicating bottle percussion is available.
At the same time the APU is isolated from the other aircraft systems.
Agent P/B
Action on the AGENT pushbutton provides bottle discharge if the APU FIRE pushbutton is still released out.
A pressure switch activates the DISCH light when the agent has been discharged.
Bottle
An extinguisher bottle is installed outside of the APU compartment, forward of the
firewall. The bottle is equipped which a pressure switch to monitor agent pressure
and an electrically operated squib for agent discharge.
Red Disc
A red disc is visible from outside. The absence of the red disc indicates bottle overpressure discharge.
Test P/B
On the APU FIRE panel, a TEST pushbutton permits the fire detection and the extinguishing systems to be checked. During the test, the SQUIB light comes on if
the continuity of the squib circuit is correct. The DISCH light is also activated but
as a lamp test.
The TEST pushbutton checks simultaneously the integrity of:
Jun04/THTA

Level 3 B1 B2
26-22-2
Training Manual
A320 Family
Fire Protection
Figure 1: APU Fire Pushbutton
Jun04/THTA

Level 3 B1 B2
26-22-3
Training Manual
A320 Family
Fire Protection
Figure 2: APU Fire Extinguisher Bottle
RED BLOWOUT DISC
Jun04/THTA

Level 3 B1 B2
26-22-4
Training Manual
A320 Family
Fire Bottle
Fire Protection
Figure 3: Squib Circuit Breakers
Warning:
Discharge Cartridge
Warning:
Warning:
Warning:
Open, safety and tag this (these) circuit breaker(s):
Jun04/THTA

Level 3 B1 B2
26-22-5
Training Manual
A320 Family
System Operation in Case of APU Fire (Manual Extinguishing)
Fire Protection
Figure 4: APU Running in Flight
When a fire Is detected, the continuous repetitive chime sounds, the MASTER
WARNING flashes and the APU FIRE PUSHbutton light on the APU FIRE panel
comes on.
Select the APU FIRE PUSHbutton

When the APU FIRE PUSHbutton is released out, the continuous repetitive chime
stops, the Fuel Low Pressure Shutoff valve and the Fuel Solenoid valve close and
cause APU shutdown.
The single Chime sounds, the MASTER CAUTION and the FAULT LIGHT on the
APU MASTER SWitch pushbutton come on. The SQUIB light comes on to indicate
that the AGENT pushbutton can be used.
The Electronic Control Box (ECB) controls the closure of the fuel valves.
A ten seconds delay allows the airflow to reduce, this increases the agent effect.
Select the AGENT Pushbutton

When AGENT pushbutton is pressed, the fire bottle is discharged in the APU compartment and the DISCH light comes on.
When the fire is extinguished, the MASTER WARNING and the APU FIRE PUSHbutton lights go off.
Select APU MASTER SWITCH

When the APU MASTER SWITCH pushbutton is released out, the FAULT light
goes off.
In FLT no automatic shut down and no

automatic extinguishing !
Jun04/THTA

Level 3 B1 B2
26-22-6
Training Manual
A320 Family
Fire Protection
Figure 5: Extinguishing - Cirquit
1=
man input
for S/D
Man extinguishing
2=
autom input
for S/D
Fire signal O/G = Auto extinguishing

Jun04/THTA

Level 3 B1 B2
26-22-7
Training Manual
A320 Family
Auto Extinguishing on Ground
Fire Protection
Figure 6: Auto Extinguishing on Ground
The aircraft is on ground, and the APU is running without supervision:

When a fire is detected, the continuous repetitive chime sounds, the MASTER
WARNING flashes and the APU FIRE PUSHbutton light on the APU FIRE panel comes on..
The APU FIRE light on the EXTERNAL POWER panel comes on, the external
horn sounds.
The fuel low pressure shutoff valve and the fuel solenoid valve close and the APU
shuts down. The continuous repetitive chime stops.
The single chime sounds, THE MASTER CAUTION and the FAULT light on the
APU MASTER SWITCH pushbutton come on.
Three seconds later, the APU fire bottle Is discharged automatically and the
DISCH light on the AGENT pushbutton comes on.
When the fire is extinguished, the MASTER WARNING. The APU FIRE PUSHbutton light on the APU FIRE panel and the APU FIRE light on the EXTERNAL
POWER panel go off, the external horn stops.
Note that it is not necessary to use the APU SHUT OFF switch on the EXTERNAL
POWER panel in case of APU fire auto extinguishing.
Jun04/THTA

Level 3 B1 B2
26-22-8
Training Manual
A320 Family
Fire Protection
Auto Extinguishing Ground Test

The test is performed from the maintenance panel.
This test has to be performed with the APU shutdown.
Select AUTO EXTING TEST pushbutton.
When the TEST pushbutton is pressed, the ON light and the APU FIRE PUSH
light come on.
The squib circuit is isolated during the test.
The FUEL LP/ISOL VALVE closure and the EMER SHUT DOWN control relay is
energized.
After a time delay, the external horn sounds, the APU FIRE light on the external
power receptacle panel and the OK light on the TEST pushbutton come on.
The illuminated OK light indicates the correct auto extinguishing relay operation.
Select the RESET pushbutton.
When the RESET pushbutton is pressed, the OK light, ON light, APU FIRE PUSH
light and APU FIRE light go off. The external horn stops.
Three seconds after the reset, the automatic extinguishing circuit is recovered.
Jun04/THTA

Level 3 B1 B2
26-22-9
Training Manual
A320 Family
Fire Protection
Figure 7: Auto Extinguishing Ground Test
36WF
35WF
34WF
Jun04/THTA

Level 3 B1 B2
26-22-10
Training Manual
A320 Family
Fire Protection
Figure 9: Auto Extinguishing Circuit - Ground Test
Oct03/THTA

26 -22 -12
Training Manual
A320 Family
Fire Protection
Figure 8: Auto Extinguishing Circuit - Ground Test Reset
Jun04/THTA

Level 3 B1 B2
26-22-11
Training Manual
A320 Family
Jun04/THTA

Fire Protection
Level 3 B1 B2
26-22-12
Training Manual
A320 Family
Fire Protection
26-23 Cargo Compartment Fire

Extinguishing
Jun04/THTA

Level 3 B1 B2
26-23-1
Training Manual
A320 Family
Disch Pushbutton
Fire Protection
Figure 1: Extinguishing System
Action on the guarded discharge pushbutton discharges the bottle in the FWD/
AFT cargo compartment.
When a smoke is detected, the DISCH pushbutton has to be pressed, in order to
fire the cartridge of the extinguishing bottle. DISCH light comes on when the fire
extinguishing bottle is discharged.
Test Pushbutton
When the TEST pushbutton is pressed and held, the SDCU carries out an automatic test. Smoke and a bottle pressure drop conditions are simulated. The smoke
detectors are tested.
When TEST pushbutton is pressed and held, the SMOKE and DISCH lights on the
CARGO SMOKE panel come on and ECAM warnings are activated. When TEST
pushbutton is released, the DISCH light goes off, with a time delay of 2 seconds,
and the SMOKE light after a time delay of 10 seconds.
The messages of the ECAM disappear and will automatically be repeated with the
warning indications for approximately 6 seconds.
Bottle
One extinguisher bottle is installed in the forward cargo compartment and provides fire extinguishing for the FWD/AFT cargo compartment.
The bottle is equipped with a pressure switch to monitor agent pressure and an
electrically detonated cartridge for agent discharge.
The bottle pressure and squib circuit conditions are continuously monitored by the
SDCU
In case of bottle pressure drop or loss of electrical squib continuity, the SDCU
sends signals to the ECAM and CFDS.
In case of a fire bottle pressure drop or a loss of electrical squib continuity, the
SDCU sends signals to the ECAM and CFDS.
When a discontinuity occurs on the squib circuit, the following warning is activated
by the FWC:
Single chime, MASTER CAUT light and ECAM message.
The inoperative squib is also indicated to the CFDIU.
Jun04/THTA

Level 3 B1 B2
26-23-2
Training Manual
A320 Family
Fire Protection
Figure 2: Extinguishing Bottle / Spray Nozzles
Jun04/THTA

Level 3 B1 B2
26-23-3
Training Manual
A320 Family
Fire Bottle
Fire Protection
Figure 3: Circuit Breakers
Specific precautions must be taken during removal or installation of a fire extinguishing bottle and a discharge cartridge.
Warning:
Discharge Cartridge
Warning:
Warning:
Warning:
Open, safety and tag this (these) circuit breaker(s):
Jun04/THTA

Level 3 B1 B2
26-23-4
Training Manual
A320 Family
Fire Protection
Figure 4: Cargo - Compartment Fire - Extinguishing - Schematic
Jun04/THTA

Level 3 B1 B2
26-23-5
Training Manual
A320 Family
Jun04/THTA

Fire Protection
Level 3 B1 B2
26-23-6
Training Manual
A320 Family
Fire Protection
26-24 Portable and Lavatory Fire

Extinguishing
Jun04/THTA

Level 3 B1 B2
26-24-1
Training Manual
A320 Family
Fire Protection
Waste Bin Fire Extinguisher

In each lavatory is provided a waste bin fire extinguisher.
As any fire in the waste is kept within confines of the metal waste bin, a small fire
extinguisher is built in the waste bin of each lavatory to provide automatic extinguishing in case of fire.
The waste bin fire extinguishing system automatically discharges its agent when
overheating melts a fusible material in the tip of the discharge tube.
Portable Fire Extinguishers

Location
Four portable fire extinguishers are in the cabin and one in the cockpit. For the
cabin, they are stored in stowage compartments, in doghouse compartments or
under aft attendant seats.
They have to be used to fight fire in the cabin and also in the lavatories.
Description
The WALTER KIDDE, type Halon 1211 fire extinguisher, part number 898052
consists of three main components
The bottle
The operating head
The agent.
Utilization
For the correct operation and data of the portable fire extinguisher, refer to the label.
The label on the extinguisher contains the instructions for use, approval number,
details of weight and date of last check.
Jun04/THTA

Level 3 B1 B2
26-24-2
Training Manual
A320 Family
Fire Protection
Figure 1: Waste Bin Extinguisher
Jun04/THTA

Level 3 B1 B2
26-24-3
Training Manual
A320 Family
Fire Protection
Figure 2: Portable Fire Extinguisher
Jun04/THTA

Level 3 B1 B2
26-24-4
Training Manual
A320 Family
Jun04/THTA

Fire Protection
Level 3 B1 B2
26-24-5
Training Manual
A320 Family
Jun04/THTA

Fire Protection
Level 3 B1 B2
26-24-6
Training Manual
A320 Family
Study Questions
Fire Protection
26-Study Questions
26-00 General
26-12 Engine Fire and Overheat Protection
1. Where are fire warning systems installed?
5. Where are the fire detectors located?
2. What loop systems are used?
6. What does the test pushbutton check?
3. Where and how many fire extinguishing bottles are installed in the cargo compartment fire extinguishing system?
7. When the engine fire pushbutton is released out, which corresponding fire
valves are closed?
4. Why is on the EXT PWR panel a APU FIRE warning light installed?
Oct03/THTA

Training Manual
A320 Family
8. When the engine fire pushbutton is released out are the bleed and pack valves
closed?
Study Questions
Fire Protection
12.When the APU FIRE PB is release out which valve is affected?
13.Is the bleed air maintained when the APU FIRE pushbutton is released?
9. When the engine fire pushbutton is released out what happens to the electrical
generation?
14.When the APU FIRE PB is release out what happens to the electrical generation?
26-13 APU fire and overheat detection

10.How can a thermal discharge of the bottle be detected on a cold aircraft?
15.What has to be performed after an APU AUTO EXTING TEST at the maintenance panel?
11.How many fire detectors are installed on the APU?
Oct03/THTA

Training Manual
A320 Family
26-15Avionics compartment smoke detection
Study Questions
Fire Protection
20.When the test pushbutton is pressed and held which conditions are simulated?
16.How can the avionics smoke detector be tested?
21.If smoke is detected in a cargo compartment what happens?

17.Which warning lights are are triggered in case of an avionics smoke detection?
26-Lavatory smoke detection 26-17

22.Lavatory fire extinguishing is performed by :
26-16 Cargo compartment smoke detecton

18.How are cargo smoke detectors connected to the SDCU?
19.How many smoke detectors are installed in the cargo compartments?
Oct03/THTA
23.What indicates the following warning LAV + CGO DET FAULT?
24.Where can a lavatory smoke warning in the cockpit be reset?

Training Manual
A320 Family
Study Questions
Fire Protection
29.Where can a fire extinguisher bottle be tested?
25.What happens if the SDCU is faulty?
30.How is an APU fire on ground normally extinguished?
26-20 Fire extinguishing

26.Is the extinguishing system controlled by the FDU?
31.What do you have to pay attention to before checking a squib?
27.Where and how many fire extinguisher bottles are installed for the engine?
28.The AGENT pushbutton is active when :
Oct03/THTA

Training Manual
A320 Family
Study Questions
Fire Protection
26-Study Questions
26-00 General
5. Why is on the EXT PWR panel a APU FIRE warning light installed?
1. Where are fire warning systems installed?
2. Where are smoke detection systems installed?
26-12 Engine Fire and Overheat Protection
3. What kind of fire and smoke detection systems are used?
6. Where are the engine fire detectors located?
4. Where and how many fire extinguishing bottles are installed in the cargo compartment fire extinguishing system?
Oct03/THTA
7. What does the test pushbutton check?

Level 3 B1 B2
Training Manual
A320 Family
8. When the engine fire pushbutton is released out, which corresponding fire
valves are closed?
Study Questions
Fire Protection
12.How many fire detectors are installed on the APU?
13.When the APU FIRE PB is release out which valve is affected?

9. When the engine fire pushbutton is released out are the bleed and pack valves
closed?
14.Is the bleed air maintained when the APU FIRE pushbutton is released?
10.When the engine fire pushbutton is released out what happens to the electrical
generation?
15.When the APU FIRE PB is release out what happens to the electrical generation?
26-13 APU fire and overheat detection

11.How can a thermal discharge of the bottle be detected on a cold aircraft?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Fire Protection
16.What has to be performed after an APU AUTO EXTING TEST at the maintenance panel?
26-16 Cargo compartment smoke detecton
26-15Avionics compartment smoke detection
20.How many smoke detectors are installed in the cargo compartments?
19.How are cargo smoke detectors connected to the SDCU?
17.How can the avionics smoke detector be tested?
21.When the test pushbutton is pressed and held which conditions are simulated?
18.Which warning lights are are triggered in case of an avionics smoke detection?
22.If smoke is detected in a cargo compartment what happens?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Fire Protection
26-Lavatory smoke detection 26-17
26-20 Fire extinguishing
23.Lavatory fire extinguishing is performed by :
27.Is the extinguishing system controlled by the FDU?
24.What indicates the following warning LAV + CGO DET FAULT?
28.Where and how many fire extinguisher bottles are installed for the engine?
25.Where can a lavatory smoke warning in the cockpit be reset?
29.The AGENT pushbutton is active when:
26.What happens if the SDCU is faulty?
30.Where can a fire extinguisher bottle be tested?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Fire Protection
31.How is an APU fire on ground normally extinguished?
32.What do you have to pay attention to before checking a squib?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Oct03/THTA

Study Questions
Fire Protection
Level 3 B1 B2
Training Manual
A320 Family
Flight Controls
27-00 General
27 Flight Controls
27-00 General
Jun04/THTA

Level 3 B1 B2
27-00-1
Training Manual
A320 Family
Description of Primary Flight Controls

ABBREVIATION
SIGNIFICATION
ADC
Air Data Computer
ADIRS
Air Data/Inertial Reference System
CFDIU
Centralized Fault Display Interface Unit
DMU
ECAM
EFCC
Electronic Flight Control Computer
EFCS
ELAC
Elevator Aileron Computer
FAC
Flight Agmentation Computer
FCDC
Flight Control Data Concentrator
FMGC
IRS
Inertial Reference System
LVDT
Linear Variable Differential Transducer
RVDT
Rotary Variable Differential Transducer
SEC
Spoiler Elevator Computer
SFCC
Slat Flap Control Computer
Jun04/THTA
Flight Controls
27-00 General
General Principles
The control is achieved through conventional surfaces.
On A319 / A320 / A321 Figure 1: Flight Control Surfaces on page 3
The roll and pitch controls of the aircraft are electrical. They are based on two different types of digital computers (ELAC and SEC), each of them being able to control the aircraft in both axes. Monitoring and redundancy within the flight control
system, aircraft sensors, power and hydraulic generation ensure a high degree of
availability of the electrical control. The basic yaw control is hydromechanical as
well as the alternate horizontal stabilizer control, thus providing the ability to keep
the aircraft in flight during a temporary complete loss of electrical power. However,
in normal conditions, some rudder control functions (trim, travel limitation) are
achieved by the FAC.
The normal pitch control law is basically the closed loop control of the load factor,
and includes flight envelope protections. The normal lateral control law combines
the roll rate control, turn coordination and Dutch roll damping functions.

Level 3 B1 B2
27-00-2
Flaps out = DROOP =

Ailerons 5 down
THS
Primary Flt-controls:
-2 Ailerons
-8 Roll spoilers
-2 Elevators
- 1 THS
- 1 Rudder
2-4
2-5
Secondary Flt- controls:

- Flaps
- Slats
- Speedbrakes
- Gnd spoilers (lift dumpers)
1-5
Training Manual
A320 Family
Flight Controls
27-00 General
Electrical routes 1 are used for items powered from the emergency electrical supply, routes 2 are used for items powered from the normal electrical supply.
General
Control signals are routed in routes S, monitoring signals are routed in routes M.
In the sections exposed to the engine burst the EFCS cables are shared between
the normal and deviated routes.
Figure 3: EFCS on page 7

The Electrical Flight Control System includes the ELACs, the SECs, the Flight
Control Data Concentrators (FCDCs) and vertical accelerometers.
The EFCS is built according to the principles below :
Redundancy and Dissimilarity

The EFCS includes two ELACs, three SECs, two FCDCs and four accelerometers. The ELACs and SECs are both able to achieve the roll and pitch control of
the aircraft. These two types of computer differ by their internal architecture, hardware, type of microprocessor, software. For each computer type, the control and
monitoring software are different.
Monitoring
The monitoring of each computer (ELAC, SEC) is achieved as follows:
Monitoring channel: Each computer consists of two physically and electricallyseparated channels, one being dedicated to the control functions, the other to the
monitoring of these. These two channels perform the actuator command signal
computation using different digital processes. The monitoring channel permanently compares the results of these computations and inhibits the signal to the actuator, should a discrepancy occur.
Self-monitoring capacity : Each channel is able to detect the failure of the critical
signals it receives or emits and to detect internal failures by test of the processor
and monitoring of its internal power supply.
Cross-talk : Each control and associated monitoring channel permanently exchanges information via digital buses, therefore consolidating and validating information received from different sensors.
Protection against lightning strikes : in the exposed areas the wires are installed
in metal shields for each signal the wires are twisted. The grounding of signals is
not achieved in the exposed areas. Aileron-related wires are routed in the leading
edge whereas spoiler-related wires are in the trailing edge. The inputs of the computers include low-pass filters and overvoltage protections if the associated wires
are routed in exposed areas.
Ailerons 27-10
The roll control of the aircraft is achieved by one wing tip aileron augmented by
four spoilers on each wing. The ailerons are manually controlled from the side
stick controllers or automatically in autopilot function.
Each aileron can be powered by two servocontrols signalled by two Elevator and
Aileron Computers (ELAC) and supplied from different hydraulic systems. In normal operation, the roll function of the ailerons is achieved through the ELAC 1 and
the associated servocontrols in active mode, the ELAC 2 being in standby and its
associated servocontrols in damping mode. In the event of a failure, the ailerons
become automatically controlled by the ELAC 2 (roll) and the associated servocontrols switched to the active mode, the others being now damped. If a multiple
failure condition causes the loss of the control of the two servocontrols of an aileron, the servocontrols automatically switch to the damping mode. This operating
mode is also automatically engaged in the event of loss of pressure.
Two independent side stick controllers are installed in the cockpit. They include
the roll and pitch position transducers and feel mechanisms, and a solenoid-operated detent that locks the control lever in neutral position when the autopilot is engaged.
Automatic power-on and pressure-on safety tests performed without movement of

the surfaces.
Installation
The installation takes into account the principles below:
Wiring installation : specific connectors are used for the EFCS.
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Level 3 B1 B2
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Training Manual
A320 Family
Flight Controls
27-00 General
Rudder 27-20
Elevators 27-30
The rudder mainly permits to achieve the yaw control.
The pitch control of the aircraft is achieved by two mechanically independent elevators controlled manually from the side stick controllers or automatically in autopilot function.
The rudder is actuated by three servo controls.

The servo controls can be driven:
in manual mode:
either mechanically from the pedals ,
or electrically from the side stick and/or the rudder pedals
in autopilot control mode:
from the FMGECs.
Each elevator can be driven by two electrohydraulic servocontrols signalled by the

ELACs or SEC 1 or 2, and supplied from different hydraulic systems.
The rudder is powered by three servo controls mechanically signalled from the
pedals through a single load path linkage fitted with a centering spring device that
holds the servocontrol input in the neutral position if a disconnection occurs.
Each set of pedals is fitted with a position transducer.
Feel is provided by a spring rod, the zero force position of which is controlled by
an electrical trim actuator.
A solenoid-operated mechanism increases the feel force threshold when the autopilot is engaged.
Two yaw-damper electrohydraulic servoactuators connected to a common output
lever drive the linkage through a differential lever arrangement.
One servoactuator is normally operating, the other being by-passed. A spring rod
is provided to center the actuators when both of them are depressurized.
The maximum control stroke is restricted by the Travel Limitation Unit as a function of the airspeed.
The trim actuator, the yaw damper servoactuators and the travel limitation unit are
normally controlled by the Flight Augmentation Computer (FAC) 1, the FAC 2 being in standby.
In addition to their basic function, the trim actuator and the yaw damper servoactuators are used to introduce the autopilot signals.
Rudder immobilization or runaway in the event of a servocontrol valve jamming is
prevented by a spring rod and pressure relief valve arrangement.
In normal operation the elevators are controlled by the ELAC 2 and the associated
servocontrols in active mode, the other computers being in standby and the servocontrols in damping mode. In the event of a high load-factor demand that would
cause one servocontrol to stall, the second servocontrol is operated. In the event
of failure, the elevators are controled by ELAC1, then by SEC2 or SEC1. In the
event of the loss of control of the two servocontrols of the elevator, the servocontrols are automatically switched to a centering mode and hold the surface in the
neutral position (Electrical control loss). In the event of the loss of the two hydraulic
systems supplying the servocontrols of one elevator, the damping mode becomes
automatically engaged.
The side stick controller operation for the pitch control is similar to the roll control
as described in para. 1.B.
Trimmable Horizontal Stabilizer 27-40

The pitch trim function is achieved by the Trimmable Horizontal Stabilizer (THS)
either automatically in normal in-flight manual mode or autopilot function or manually from the handwheels in normal ground operation or in-flight failure condition.
The THS is moved and held by a THS actuator that includes a double load-path
ball screw powered by two differentially coupled hydraulic motors mechanically
servocontrolled. The ball screw is fitted with a no-back brake, the motors are fitted
with pressure-off brakes. The control loops include a device that applies both pressure-off brakes in the event of either control valve jamming.
The input shaft of the THS actuator is normally driven by an electrical motor servocontrolled by the ELAC 2, two other motors controlled respectively by ELAC 1
or SEC 1 and SEC 2.
The input shaft of the THS actuator can also be manually driven by the pilots
through a mechanical linkage normally moved by the handwheels.
An overriding mechanism gives the priority to the mechanical control over the
electrical control.
Jun04/THTA

Level 3 B1 B2
27-00-5
Training Manual
A320 Family
Spoilers 27-60
Flight Controls
27-00 General
Figure 2: Electrical Flight Control System (EFCS) General Architecture
Five spoiler surfaces are provided on each wing to achieve the functions below:
roll spoiler (surfaces 2 to 5)
speedbrake (surfaces 2 to 4)
ground spoilers (all surfaces).
These surfaces are manually controlled from the side stick controllers (roll spoilers), speedbrake control lever (speedbrake) or automatically in autopilot and
ground spoiler function.
Each surface is controlled by one servocontrol supplied from the Green, Yellow or
Blue system and signalled from the SEC 1, 2 or 3.
The combination of the different functions is achieved in the computers.
In the event of an electrical failure, the associated surface is hydraulically held
down. In the event of a hydraulic failure, the servocontrol is hydraulically locked in
one direction to prevent the surface from raising. In both cases the control of the
symmetrical surface is automatically inhibited.
Speedbrake Control
This is the control of the position of the spoiler surfaces 2 to 4 from the speedbrake
control lever.
Ground Spoiler Control

This is the automatic full deployment of all the spoiler surfaces at touch down.
Manual Input
Jun04/THTA

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27-00-6
Training Manual
A320 Family
Flight Controls
27-00 General
Figure 3: EFCS
Jun04/THTA

Level 3 B1 B2
27-00-7
Training Manual
A320 Family
Flight Controls
27-00 General
Figure 4: Fly by Wire Concept
FEEDBACK
FMGC (A/P)
ORDER
2 ELAC
3 SEC
2 FAC
FEEDBACK
SURFACE
PILOT COMMAND
(MANUAL FLIGHT)
AIRCRAFT
RESPONSE
3 ADIRU
SIDE STICK
RELEASED
SIDE STICK
RELEASED
10
10
Jun04/THTA
10
10
10
10
10
10
10
10

10
10
Level 3 B1 B2
27-00-8
Training Manual
A320 Family
Flap and Slat Control
Flight Controls
27-00 General
Figure 5: Slat / Flap Presentation
Flap Control 27-50

Achieved on each wing by one inboard flap and one outboard flap.
A319 / A320 have single element flaps
A321 have dual element flaps
Slat Control Lift Augmenting 27-80

Achieved on each wing by five slats.
Figure 5: Slat / Flap Presentation on page 9
Jun04/THTA

Level 3 B1 B2
27-00-9
Training Manual
A320 Family
Flight Controls Power Supply
Flight Controls
27-00 General
Figure 6: Elec.Power Supply
Normal supply
Electrical Power Supply

Figure 6: Elec.Power Supply on page 10
The ELAC 1 and SEC 1 are each supplied from a DC essential busbar (4PP for
the ELAC 1 and SEC 1), the battery 1 taking over instantaneously through a dedicated diode device (Power Supply Uncoupling Unit) when the voltage level drops
below the battery output voltage. A relay ensures the battery supply line breaking
on the ground 30s after the second engine shut down.
The ELAC 2, and the THS motor 1 are normally supplied from the DC normal busbar 2PP.
In case of loss of this busbar (particularly after the loss of both main generation
channels, or after a double main TRU failure), these supplies are automatically
switched over to the battery 2 by means of two relays, for a fixed period of 30s.
Battery 1
Standby supply, if normal V less than battery V
The SEC 2, the SEC 3, the THS electrical motor 3 , and FCDC 2 are supplied from
the DC normal busbar 2PP.
The THS electrical motor 2 is supplied from the DC essential busbar 4PP.
The FCDC 1 is supplied from the DC essential busbar 8PP.
Battery 2
Oct03/THTA

27 -00 -10
Training Manual
A320 Family
Flight Controls
27-00 General
Hydraulic Power Supply

Figure 7: Hydr. Power Supply on page 12
The flight controls are powered by the three independent hydraulic systems ; redundancy is such that with two hydraulic systems failed, the remaining system can
operate the aircraft within an acceptable range of the flight envelope.
Hydraulic characteristics of flight control components are given in the component
description paragraphs.
Priority Valves
Priority valves are installed upstream of the components below:
Blue system: slat power control unit (PCU) motor
Green system: flap and slat PCU motors
Yellow system: flap PCU motor
in order to avoid supply pressure of the main flight control components dropping
below approximately 130 bars (1885 psi) when various hydraulic user systems are
operated simultaneously.
Leakage Measurement Valves

Ground maintenance isolation valve blocks are installed in the flight controls hydraulic supply lines to allow measurement of internal leakage of the components
installed downstream of these valves and valve jamming detection tests.
Safety Valve
To preserve the Green system in case of engine burst, a safety valve is installed.
Jun04/THTA

Level 3 B1 B2
27-00-11
Training Manual
A320 Family
Flight Controls
27-00 General
Figure 7: Hydr. Power Supply
Jun04/THTA

Level 3 B1 B2
27-00-12
Training Manual
A320 Family
Flight Controls
27-00 General
Figure 8: Cockpit Flight Control and Indicating

Flight Control Panel, LH side
FAC P/Bs
OFF
- The corresponding computer is not

active. Switching OFF, then ON resets the
computer.
ECAM caution activation when a failure is
detected. The FAULT light extinguishes
when OFF is selected.
FAULT
Flight Control Panel, RH side

SEC P/Bs
OFF

computer.
FAULT
During pwr up test = FAULT lt on for

about 8 sec
ELAC P/Bs
OFF
FAULT
- No Rocker switches for THS

- No Aileron Trim switches
Oct03/THTA

computer.
ECAM caution activation:
When a failure is detected.
During ELAC power up test (8 sec
duration). Power up test occurs at
electrical power application or after
electrical transient.
- Extinguishes when OFF is selected, or at
the end of the power up test, if completed
satisfactory.
White collar visible =

armed Gnd Spoilers

27 -00 -13
Training Manual
A320 Family
Flight Controls
27-00 General
Figure 9: Side Stick Unit
Side Stick Controller

Two side stick controllers are used for pitch and roll manual control one on the
captain lateral console, another one on the first officer lateral console.
The two side sticks are electrically coupled.
The arm rest is fixed on the seat.
General concept is a fail safe concept i.e. mainly that a single failure provides:
Neither total loss of artificial feel
Nor undetected uncontrolled pilot order.
The hand grip includes 2 switches:
A/P disconnect pushbutton is used for:
A/P disconnection in A/P mode
Priority logic between sticks in manual mode
Push-to-talk button.
Space provision is provided for mounting of a datum-adjust button (used in A/P
mode).
The side stick includes:
a hand grip
a protection boot
two axes
two spring rods for pitch artificial feel
two springs for roll artificial feel.
two transducer units; one for roll, the other one for pitch
one solenoid to introduce; in AP mode, a higher threshold to move the side
stick out of the zero position.
Caution:
No upside down pos of the side stick
unit (damping oil loss)
Oct03/THTA

27 -00 -14
Training Manual
A320 Family
Flight Controls
27-00 General
Figure 10: Side Stick

Glareshield Panel, LH side
Sidestick
Sidestick
The sidesticks, one on each lateral console, are used for
manual pitch and roll control. They are springloaded to neutral.
When the AP is engaged, both sticks are locked in the neutral
position. If a force above a given threshold is applied, the AP
disconnects and manual control is restored:
- Pitch
5 kg
- Roll
3.5 kg
Priority logic:
When only one sidestick is operated, the command is send to
the EFCS.
When both sidesticks are operated at a time, the inputs are
algebraically added and the result is sent to the EFC S. The
addition of both inputs is limited to single stick maximum
deflection.
Both green CAPT and F/O SIDE STICK PRIORITY lights flash
and a DU AL INPUT" voice message is given every 5 seconds
as long as both pilots operate their sidestick simultaneously .
Push-T o-T alk Button

Springloaded to neutral position,
CHRONO
SIDE STICK PRIORITY
CAPT
Glareshield Panel, RH side
Take-Over P/B
Pressing either take-over P/B will:
- Disengage the AP if engaged.
- Deactivate the opposite stick and secure entire control
priority as long as the P/B is kept pressed. If pressed for
more than 40 sec, the system will latch, thus allowing the
P/B to be released without loosing priority .
If both sidestick take-over P/Bs are pressed, the last Pilot to
press will get the priority.
A deactivated sidestick can be reactivated at any time by
momentarily pressing the take-over P/B on either stick.
CHRONO
SIDE STICK PRIORITY
F/O
Sidestick Priority Lights

Red arrow light:
Illuminates
- In front of the Pilot who's sidestick authority
is lost, indicating priority has been taken
over by opposite sidestick.
Extinguishes
- If the opposite take-over P/B is released
within 40 sec.
- If the latched priority situation has been
canceled.
Green CAPT, green F/O light:
Flashes
- When both sidesticks are deflected
simultaneously but no side has taken
priority.
Illuminates
- In front of the pilot who has taken over
control priority if the opposite sidestick is
not in the neutral position, indicating a
potential and unwanted control demand.
Extinguishes
- If the opposite side stick is returned to the
neutral position.
NOTE: - An aural "PRIORITY LEFT" or "PRIORITY RIGHT"
message will sound each time priority is taken over.
- If on ground take-off mode engages with one stick
deactivated, the TAKE OFF CONFIG warning is
triggered.
Sidestick Order Indication

The combined CAPT / FO sidestick order is displayed in white
on ground after first engine start. The indication disappears
after lift-off .
10
10
Sidestick Deflection
The maximum range for sidestick deflection is displayed in
white on ground after first engine start. The indication
disappears after lift-off .
Jun04/THTA

Level 3 B1 B2
27-00-15
Training Manual
A320 Family
Transducer units associated to side stick controllers
Flight Controls
27-00 General
Figure 11: Transducer Units
Figure 11: Transducer Units on page 16

Two identical transducer units are associated to each controller one for roll
control, another one for pitch control.
Four sets of 3 plastic track potentiometers are fitted in each unit.
The design is fail safe from the mechanical inputs (two input levers) to the input
drive of each potentiometer set. The purpose of this design is to avoid the loss of
the mechanical drive of more than one potentiometer set subsequent to a single
mechanical failure.
The gear ratio between unit input and potentiometer sets is 3.
The unit mid stroke position is accurately determined by a rigging pin between input levers and the body. The potentiometers are rigged to mid stroke for this input
lever position in the unit manufacturer facilities.
Then no electrical rigging is needed when a transducer unit is replaced. The hand
grip being maintained to zero by artificial feel threshold and the unit input being
fixed to mid stroke by the pin, the length of the two input rods is adjusted to connect each of them to the corresponding input lever.
The rigging pin is removed after mechanical connection is achieved.
Ten potentiometers are used in each transducer unit used for roll control, one potentiometer being associated to each COM and each MON unit of the 2 ELACs
and 3 SECs. The COM and MON units of each computer do not use potentiometers of the same group.
Only 8 potentiometers, 2 in each group, are used in each transducer unit used for
pitch control.
They are associated to the two ELACs and to SEC 1 and 2. The COM and MON
units of each computer use potentiometers of the same group.
Each potentiometer track power supply is achieved by the associated computer
unit.
The position signal is delivered between the sliding contact and the mid point of
the track.
Figure 12: Transducer Units Wiring on page 17
For the internal wiring of the SSTU.
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Level 3 B1 B2
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T raining Manual
A 320 F amily
F light C ontrols
27 - 00 G eneral
F igure 12: T rans duc er Units W iring
Total 12 Pot. Meters

- 4 ELAC
- 6 SEC
- 2 Spare (not usable)
O ct03/T HTA
27 - 00 - 17
Training Manual
A320 Family
Flight Controls
27-00 General
Figure 13: Indication
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Level 3 B1 B2
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Training Manual
A320 Family
Flight Controls

General
The Electronic Flight Control System EFCS computes control commands to the
flight control surfaces to fulfill the crew and/or AP requests according to following
control laws:
Normal law is active in normal A/C configuration.
Sidestick deflection is proportional to a defined flight parameter (e.g. g-load, roll
rate). The commanded flight control deflection is a function of various signals and
aircraft response feedbacks necessary to comply with the flight parameter demand.
Alternate law is active in case of computer or sensor failures.
Flight control commands are computed to provide the basic Normal law functions,
but protections and limitations are reduced and/or lost.
Direct law is active in specified flight conditions as well as in case of computer or sensor failures.
The commanded flight control deflection corresponds to the sidestick deflection.Depending on the number and nature of failures (sensors, electric system, hydraulic system or flight control computer), the EFCS automatically reverts from
normal law to either alternate or direct law.
Control laws are available for pitch (longitudinal) control and combined roll/yaw
(lateral) control.
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family
Pitch normal law
Ground mode
The ground law is a direct law establishing a proportional sidestick to elevator deflection relationship without automatic pitch trim. It is active on ground.
The trimmable horizontal stabilizer (THS) is automatically set at 0 (inside the
green band). Manual setting according to CG has priority for take-off.
Flight Controls
AP engaged. If the threshold force is exceeded, the AP will disconnect.

AP also disconnects by rudder pedal deflection (10 out of trim) or by manual
trim input on the pitch trim wheel.
All protections remain active.
Flare mode
Immediately after the A/C becomes airborne, ground mode is progressively replaced by the flight mode.
The Flare normal law is a pitch attitude demand law. Passing 50 ft RH, the flare
mode engages. The A/C current pitch attitude is memorized and becomes the initial reference for pitch attitude control. Passing 30 ft RH, the memorized value is
progressively reduced to 2 nose down over a period of 8 seconds. Stick deflection
corresponds to a pitch attitude demand with stick neutral = -2 in pitch. Therefore,
manual positive action on the sidestick is necessary to flare the A/C for landing.
Flight mode
Pitch alternate law
The pitch normal law is a load factor demand law with automatic pitch trim and full
flight envelope protection. It is active from take-off to landing. It provides control of
elevator and THS to achieve a load factor proportional to stick deflection.
Ground mode
During the take-off roll at 70 kt, the max up elevator deflection is reduced from 30
to 20 and the rotation maneuver is flown in direct law.
The side stick at neutral, wings level, corresponds to a 1g command in pitch corrected for pitch attitude.
Automatic pitch trim: Pitch trim is automatic in both manual control and with AP
engaged. There is no need to trim with speed, thrust or configuration changes.
In normal turns (up to 33 bank) no pitch correction is required once the turn is established.
Automatic pitch trim is inhibited in the following cases:
Manual trim order.
Radio heights below 50 ft (100 ft with AP engaged).
Load factor falls below 0.5g.
In high speed/Mach protection (except in the event of L/R ELEV FAULT).
Jun04/THTA
Flight mode
The pitch alternate law is similar to the pitch normal law, however, protections are
reduced. Automatic pitch trim is available.
Flare mode
Flight mode transitions to flare mode at selection of L/G down. The flare alternate
law is a direct law establishing a proportional sidestick to elevator deflection relationship without automatic pitch trim.
Pitch direct law
Automatic pitch trim is limited between the actual THS setting and 3.5 nose down
to inhibit further nose up trim in the following cases:
If angle of attack protection is activated.
If 33 bank angle is exceeded.
If 1.25g load factor is exceeded.
Control with AP engaged:
The AP commands are limited by the ELACs or SECs.
A threshold force must be applied to move the sidestick with
As in pitch normal ground mode, the ground law is a direct law establishing a proportional sidestick to elevator deflection relationship without automatic pitch trim.
The pitch direct law establishes a proportional sidestick to elevator deflection relationship with full authority for all normal take-off and landing configurations. In all
configurations the maximum elevator deflection is varied as a function of the current C.G. It provides a compromise between adequate controllability at forward
C.G. and not too sensitive control at aft C.G.
No automatic pitch trim is provided. USE MAN PITCH TRIM amber message is
displayed on the FMAs. No protections are available except overspeed and stall
warnings as for alternate law.
The A/THR ALPHA FLOOR function is lost.

Level 3 B1 B2
27-01-2
Training Manual
A320 Family
Flight Controls
Figure 1: Pitch Control - Normal Law Modes
Oct03/THTA

27 -01 -3
Training Manual
A320 Family
Flight Controls
Lateral normal law

Roll ground mode
The ground law is active on ground before take-off and after landing. It is a direct
law establishing a proportional sidestick to aileron/roll spoiler deflection relationship depending on the current speed. Rudder is controlled through the mechanical
linkage with the pedals with an automatic yaw damping function.
Roll flight mode

The roll normal law is a roll rate demand providing roll rate and bank angle protection, turn through combined control of ailerons and spoilers 2-5. The complete
sidestick range corresponds to a roll rate range from 15/sec. Maintaining the
sidestick in neutral position will command zero roll rate and A/C current bank attitude is maintained. It is active from take-off to landing.
Roll direct law

The roll direct law establishes a direct relationship between sidestick and surface
deflection. The gains are automatically set according to slat/flap configuration.
Roll rate is limited to approximately:
Clean 30/sec / Slats extended 25/sec
For roll rate limitation, the roll direct law involves only ailerons and spoilers 4 and
5. If spoiler 4 has failed, it is replaced by spoiler 3. If ailerons have failed, all spoilers are activated.
Yaw mechanical control
Yaw is manually controlled from the rudder pedals.

Turn coordination and yaw damping are lost.
Manual backup
In case of a complete loss of electrical power or failure of all ELACs, SECs and
FACs the A/C can be controlled manually via:
Pitch THS trim wheel.
Induced roll rudder pedals.
Yaw rudder pedals.
The side sticks are inoperative. MAN PITCH TRIM ONLY message is displayed in
red on the FMA.
Jun04/THTA

Level 3 B1 B2
27-01-4
Training Manual
A320 Family
Flight Controls
Figure 2: Roll Control - Normal Law Modes
Jun04/THTA

Level 3 B1 B2
27-01-5
Training Manual
A320 Family
Flight Controls
Figure 3: Simplified Summary of EFCS Laws
Oct03/THTA

27 -01 -6
Training Manual
A320 Family
Flight Controls
Figure 4: EFCS Control Laws

PITCH CONTROL LAW
GROUND MODE
GROUND LAW
ROLL CONTROL LAW

GROUND LAW
stick deflection - direct surface deflection demand

OR
CHANGEOVER LOGICS
AND
RA > 50 ft
FLT
PITCH ATT >8
N
O
R
M
A
L
PITCH NORMAL LAW
ROLL NORMAL LAW
stick deflection - g-load demand

protections
- AOA protection
- High Speed protection
- Load factor protection
- Pitch attitude protection
functions
- Automatic pitch trim
- Unusual attitude protection
stick deflection - roll rate demand

protections
- Bank angle protection
functions
- Turn coordination
- Yaw damping
- Side slip target for one engine out
- Unusual attitude protection
FAILURE DETECTED
NOTE: - Control law reversion depends on the number and nature of the failures
- Even if the failure should affect one channel only (roll or pitch), control law reversion will always occur on both.
PITCH ALTERNATE LAW WITHOUT PROTECTIONS

protections
functions
ROLL DIRECT LAW WITH YAW MECHANICAL

CONTROL
protection
- roll rate limitation
FLIGHT MODE
A
B
N
O
R
M
A
L
CORRECTIVE CREW ACTION
PITCH
ALTERNATE
LAW
REDUCED PROTECTIONS
WITH
ROLL DIRECT LAW WITH YAW ALTERNATE

LAW

protections
- Low speed stability
- High speed stability
functions

protections
- Roll rate limitation
functions
- Yaw damping
CORRECTIVE CREW ACTION
PITCH DIRECT LAW

stick deflection - direct
surface
deflection
demand
protections
- None. Only overspeed and
stall warnings are provided.
L/G DOWN
FLARE MODE
CHANGEOVER LOGICS
GROUND MODE
Jun04/THTA
OR
RA < 50 ft
CHANGEOVER LOGICS
AND
FLAPS 2
LGCIU 1+2 FAULT
FLARE NORMAL LAW
FLARE ALTERNATE LAW
stick deflection - pitch attitude demand

protections
- AOA protection
stick deflection - direct surface deflection

demand
5sec
AND
GND
PITCH ATT < 2.5
GROUND LAW
5sec
GND
GND

GROUND LAW
Level 3 B1 B2
27-01-7
Training Manual
A320 Family
Protections
Flight Controls
With high speed protection active:
Figure 5: Protections. on page 9
The normal law provides complete flight envelope protection.
Load factor protection
The AP will disconnect.

Automatic pitch trim is inhibited.
High angle of attack protection
The load factor is automatically limited to:

Flaps retracted +2.5g /-1g
Flaps extended 2g / 0g
Automatic pitch trim is inhibited when the load fac tor falls below 0.5g. - Automatic pitch trim is limited between the actual THS setting and 3.5 nose
down when the load fac tor exceeds 1.25g.
Pitch attitude protection

Pitch attitude is limited in function of A/C configuration to:
FLAPS 0 to 3
30 ANU
At low speed progressively reduced to
25 ANU
FLAPS FULL
25 ANU
At low speed progressively reduced to
20 ANU
Any FLAPS position
15 AND
FD bars are removed when pitch attitude exceeds 25ANU or 13 AND. FD

bars reappear when A/C pitch attitude lays within 22 ANU or 10 AND.
In pitch normal law, when the current angle of attack (AOA) exceeds A prot, the
elevator control law is switched from the normal g-load demand to a AOA demand
where AOA is proportional to sidestick deflection.
With AOA protection active, the sidestick aft deflection range corresponds to the
AOA range from A-prot to a-max.
Therefore A max cannot be exceeded, even with the side stick pulled to the fully
back position. If the sidestick is released the AOA returns to and maintains A- prot
This protection against stall and windshear conditions, has priority over all other
protections. V prot , V floor , V max varies according to the weight, current Mach
and the A/C configuration.
To deactivate the angle of attack protection, the sidestick must be pushed:
more than 8.0 forward or,
more than 0.5 forward for at least 0.5 seconds with < A max.
When AOA protection is active:
High speed protection
The aircraft recovers automatically following a high speed upset. Depending on

the flight conditions (high acceleration, low pitch attitude) the High Speed Protection is activated at/or above V MO /M MO.
When it is activated, the pitch trim is frozen. Positive spiral stability is introduced
to 0 bank angle (instead of 33 in normal law), so that with the sidestick released,
the aircraft always returns to a bank angle of 0. The bank angle limit is reduced
from 67 to 45. As the speed increases above V MO /M MO, the sidestick nosedown authority is progressively reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions.
The High Speed Protection is deactivated when the aircraft speed decreases below V MO /M MO, where the usual normal control laws are recovered.
The AP will disconnect.

Automatic pitch trim is limited between the actual THS setting and 3.5 nose
down.
Slat retraction is inhibited.
Speed brake activation is inhibited.
A.FLOOR protection is available from lift-off down to 100ft RH before landing. This
function is inhibited in engine out operation when FLAPS 0.
Bank angle protection

Inside the normal flight envelope, positive spiral stability is provided above 33
bank angle. This means, if the sidestick is released with a bank angle greater than
33, the bank angle is automatically reduced to 33. If the sidestick is released with
a bank angle lower than 33, the current roll attitude is held.
The ECAM displays an .O/SPEED" warning at V MO +4knots and M MO +0.006.
Jun04/THTA

Level 3 B1 B2
27-01-8
Training Manual
A320 Family
Flight Controls
Figure 5: Protections.
Low Speed / High AOA Protection
Bank Angle Protection
TU R
Lift curve
Airspeed scale
VLS
140
CL
V prot
Jun04/THTA
t
Maximum attainable AOA with
sidestick in neutral position
VLS
Minimum selectable speed

protected by A/THR
ION
IT
NG
LE
LIM

LE
NG
LIM
KA
IT
BAN
floor A.FLOOR mode engagement

prot
AT
KA
33
max
t
Maximum attainable AOA with
fully aft sidestick deflection
BAN
CH
NS
Decrease of lift
RE
D
33
TO
VS1g
PI
T
PE
V max
NO
ES
120
BANK REMAIN CONS

TAN
T
M
CO
V floor
AND
RDINATION PROV
IDED
UC
NO
PIT
CH
CO
RE
M
DU
PE
CE
N
S
TO
N
IO
AT
CH
PIT
N COO
Level 3 B1 B2
27-01-9
Training Manual
A320 Family
Flight Controls
Sideslip target
Alternate high speed protection
In case of engine failure, without any crew action, the EFCS target is to reestablish
a zero roll rate and zero yaw rate condition. The A/C will therefore be stabilized in
an quasi-steady attitude of constant bank angle and constant yaw. The sideslip indication is shifted by the amount of the target sideslip necessary to ensure optimum rudder for engine failure compensation.
A high speed stability replaces the normal high speed protection.
Sideslip target computation is performed by the FACs.

Sideslip target indication is available in take-off configurations 1, 2, 3. It is activated when asymmetric thrust is detected (35% N 1), and at least one engine is
above 80% N 1.
The sideslip indication changes from yellow to blue.
Above V MO /M MO a nose up demand is introduced to avoid an excessive speed

increase. This demand can be overridden by manual sidestick input.
The conventional ECAM V MO /M MO and aural overspeed warning is provided
at V MO +4kt or M MO +0.006.
The AP will disconnect if V MO /M MO is exceeded.
Bank angle protection

No bank angle protection is provided.
The AP will disconnect if bank angle exceeds 45.
Reduced Protections
Abnormal attitude law

An abnormal attitude law in pitch and roll is provided if the A/C is in flight and any
of these parameters is exceeded for more than 2 seconds:
Pitch attitude >50ANU or 30AND Bank angle >125
AOA >30 or <-10
Speed >440kt or <60kt
Mach >0.91 or <0.1
Load factor limitation

Load factor limitation is similar to normal law.
Pitch attitude protection

No pitch attitude protection is provided.
Alternate high angle of attack protection
While the abnormal attitude law is active, EFCS reverts to:
A low speed stability replaces the normal high AOA protection.

The low speed stability is active from 5-10 kt above stall warning speed, depending on aircraft weight and slats/flaps configuration.
When active, a slightly progressive nose down demand is introduced to prevent
further speed decrease.
Bank angle compensation is provided.
In addition an audio stall warning is activated if following AOA thresholds are exceeded:
With slats < 15 at 8AOA
With slats > 15 at 13AOA
Pitch alternate law without autotrim and protections except load factor protection.
Roll direct law.
Yaw mechanical control.
After a normal attitude has been recovered, EFCS restores:
Pitch alternate law with autotrim and without protections except load factor protection.
Roll direct law.
Yaw alternate law.
No reversion to pitch direct law will occur at L/G extension.
The PFD speed scale is modified to display a black/red barber pole below the stall
warning speed V SW.
The A/THR ALPHA FLOOR function is lost.
Jun04/THTA

Level 3 B1 B2
27-01-10
Training Manual
A320 Family
Flight Controls
Figure 6: Flight Control Law Reversion
Jun04/THTA

Level 3 B1 B2
27-01-11
Training Manual
A320 Family
Table 1: Servo Control Modes
Mode
Computer(s)
Flight Controls
Modes for Yaw Damper Servo Actuator

Solenoid Valves
Hydraulic
Pressure
Active Mode
Energized (2)
Normal
Bypass Mode
De-Energized
Normal
Off
Modes for Elevator Servo Control

Active Mode
Normal
De-Energized
Normal
Damping Mode
Siby or active
Ch. fails
Energized (1 or 2)
Normal
Off
All failed
De-Energized
Normal
Re-Centering Mode
(Both Servo Controls of elevator)
Spoiler Actuator Modes
Modes for Aileron Servo Control

Active Mode
Normal
Energized
Normal
Damping Mode
Fail
De-Energized
Normal
Normal
Off
Mode
Remarks
Hydraulic pressure
Normal Mode
Command Signal Normal
Normal
Biased Mode
Command Signal lost

Biased Servo Valve retracts
Spoiler hydraulically
Normal
Locked Mode
Aerodynamic Forces move

Spoiler down
Lost/Off
Manual Mode
Inspection Purposes
On Ground only
Off
Modes for Rudder Servo Control

Active Mode
Normal
Damping Mode
Off
Note: In case of a jammed servo control unit valve, the remaining servo controls overpower the disabled servo control.
Jun04/THTA

Level 3 B1 B2
27-01-12
Training Manual
A320 Family
27-10 Aileron
27-10 Aileron
System Description
Full authority of surfaces is:
+ or - 25 deg for the ailerons,
- 35 deg for the spoilers.
Aileron
The spoilers 2, 3, 4 and 5 use the same deflection; from configuration 0 to configuration 3, a threshold is included to minimize the drag.
General
Figure 1: Aileron Control Schematic on page 3
One aileron (operational at all speeds) and four spoilers ensure roll control on
each wing.
The Elevator and Aileron Computers electrically control the ailerons.The Spoilers
and Elevator Computers electrically control the spoilers.
The two side stick controllers deliver electrical signals which are used for the computation of the control orders.
The operation of the artificial feel system is independent of the flight conditions.
There is no roll trim control.
Two electrohydraulic servocontrols hydraulically actuate each aileron.
One electrohydraulic servocontrol hydraulically actuates each spoiler.
The position of the surfaces is indicated on the lower ECAM display unit through
the Flight Control Data Concentrator (FCDC) (Ref. 27-95).
On ground, with hydraulic systems not pressurized, the ailerons may or may not
droop down to the servocontrol stop depending on the scatter of bearing and seal
friction.
Jun04/THTA
Flight Controls
A 5 deg downward deflection of the ailerons (droop) is active when the flaps are
extended. This position is identified by an index on the AIL scale of the ECAM F/
CTL page (Ref 31-51).
The aileron droop function is ensured by each ELAC.
The aileron droop function is active on ground or in flight when the flaps are
extended; in that case, a 5 deg downward deflection of the ailerons is ordered
by the ELAC1 (or by the ELAC2 if it is active on the control of the ailerons).
The aileron droop function is available as long as one ELAC is able to control
the ailerons.
The ailerons are normally controlled by the ELAC1 through the left Blue and
the right Green servo-controls (active mode). The ELAC2 is in stand-by, and
the associated servo-controls are in damping mode.
In case of ELAC1 failure, the control of the ailerons is automatically transferred to
the ELAC2 which becomes active through the left Green and right Blue servo-controls; in that case, the servo-controls dedicated to the ELAC1 revert to the damping mode.
In case of double ELAC failure, or Blue and Green hydraulic low pressure, all ailerons servo-controls are in the damping mode.

Level 3 B1 B2
27-10-1
Training Manual
A320 Family
Aileron Servoloops
Lateral Control
An ELAC can be engaged in lateral if at least one of the two aileron servoloops is
valid.
General
If the ELAC 1 can only drive one aileron, the ELAC 2 drives the other aileron from
the order computed by the ELAC 1.
An aileron servoloop is declared valid when the result of the monitorings below is
satisfactory:
monitoring of the servovalve current,
monitoring of the servovalve failures,
monitoring of the servocontrol position transducer,
monitoring of the discrete links between ELAC 1 and ELAC 2 (performed in the
ELAC 1 only).
result of automatic (launched or third hydraulic rise) test:
monitoring of the mode selector valve transducer ,
monitoring of the servocontrol modes.
Interface with the Autopilot System (Ref. 22-60)

In AP mode, the FMGC orders are received by the ELACs which transfer to the
SECs the order which correspond to roll spoiler control.
The position of the side stick control is not slaved to the AP control orders.
The pilots can cancel the automatic mode, through the override of a disengaging
system (which includes a spring device and a solenoid) installed in each side stick
unit.
Flight Controls
27-10 Aileron
The normal law for the lateral control includes the roll and yaw axis control.
The ailerons and the spoilers 2, 3, 4 and 5 are the roll control surfaces. The main
characteristics of the lateral control law are as follows:
side stick movement in roll processed as a roll rate demand,
turn coordination automatically ensured,
lateral attitude limitation provided.
Lateral normal law

Two phases must be considered:
flight,
ground.
The ground law is activated 0.5s after landing with long. attitude lower than 8.
The flight law is activated 0.5s after take-off with long.attitude higher than 8.
Flight law
The side stick movement in roll controls a roll rate in which the gains are function
of Vc and of the configuration. The maximum roll rate is 15 /s.
The characteristics of the roll law are:
in turn configuration, lateral attitude maintained up to 33 with side stick at zero,
lateral attitude limited to 67 for full side stick deflection,
automatic turn coordination,
Dutch roll damping,
minimization of sideslip.
Ground law
All feedbacks are inhibited. The side stick movement directly controls the roll control surfaces (ailerons and spoilers).
The rudder is mechanically controlled by the pedals with the yaw damper function
always active.
Jun04/THTA

Level 3 B1 B2
27-10-2
Training Manual
A320 Family
Flight Controls
27-10 Aileron
Figure 1: Aileron Control Schematic

SYSTEM DISPLAY
SIDE STICK PRIORITY
SIDE STICK PRIORITY
CAPT
F/O
GBY
SPD BRK
AIL
B
ELAC 1
PITCH TRIM
UP
FMGC (ATA 22)
FCDC 1
FCDC 2
FAC (ATA 22)
SV
EV
SEC 1
Oct03/THTA
SEC 3
ACCELEROMETER
ELAC 1
ADIRS
ELAC 2
G
G
B
Y
PRESSURE
SWITCHES
PRESS TRANSMITTER
SV = SERVO VALVE
EV = ELECTR VALVE (Sol. Valve)
SV
SV
EV
EV
5
AILERON
SEC 2
ADIRS
G
B
Y
FMGC (ATA 22)
SFCC
SFCC
ACCELEROMETER
60300
23H56
FAC (ATA 22)
POS
FEED
BACK
FAC (ATA 22)

DMU
TAT - 5C
SAT - 30C
PRESSURE
SWITCHES
RUD
GBY
CFDIU
AIL
B
ROLL SPOILER SURFACES

SV
EV
AILERON
Actuator:
- 1 in ACTIV MODE
- 1 in DAMPING MODE
27 -10 -3
Training Manual
A320 Family
Aileron and Hydraulic Actuation
Flight Controls
27-10 Aileron
Figure 2: Aileron Actuator Location
General
The hydraulic actuation is achieved by two electrohydraulic servocontrols for each
aileron.
Jun04/THTA

Level 3 B1 B2
27-10-4
Training Manual
A320 Family
Flight Controls
27-10 Aileron
Aileron Servocontrol - Operation
Servocontrol in the active mode
Normal operation with the servocontrol pressurized
In this case, the solenoid valve (1) is energized by its related ELAC and lets in the
HP flow which puts the mode selector valve (5) in the active mode.
Figure 4: Aileron Servocontrol in Active Mode on page 5

The pressurization of the servocontrol involves the opening of the pressure-line
closing valve (2) and of the return-line closing valve (3). Thus, the servovalve (4)
is supplied from the HP system and the return system of the servocontrol is connected to the LP system.
Figure 3:
Jun04/THTA
The two chambers of the actuator are thus connected to the servovalve control
lines. The servocontrol is then in the active mode. The Linear Variable-Differential
Transducer (LVDT) (11) supplies an electrical signal which identifies this change
of state.
The feedback transducer (LVDT) (10) gives the servoloop feedback and position
indication on System Display F/CTL Page via FCDC.
Figure 4: Aileron Servocontrol in Active Mode

Level 3 B1 B2
27-10-5
Training Manual
A320 Family
Servocontrol in the damping mode
Flight Controls
27-10 Aileron
Figure 5: Aileron Servocontrol in Damping Mode
In this configuration, the solenoid valve is de-energized and the mode selectorvalve moves under the action of its spring. This causes the two chambers of the
actuator to be interconnected through the damping orifice (6).
The linear variable-differential transformer identifies this change of state.
The check valve (7) and the fluid reserve (9) hold the volume of fluid in the actuator
chambers:
if the temperature of the hydraulic fluid changes
if there is a leakage.
The reserve of fluid is permanently connected to the return line of the servovalve.
The return relief valve (8) increases the pressure in the return line and permits to
fill the reserve of fluid.
Operation after an electrical failure

In this case the solenoid valve is de-energized and the operation is identical to the
one of paragraph A. (2).
Operation after a hydraulic failure

The closing valves (2) and (3) close and isolate the servocontrol from the hydraulic
system of the aircraft.
If there is a rupture of the aircraft return line, the return relief valve holds the volume of fluid in the fluid reserve.
The mode selector valve moves under the action of its spring. Then the servocontrol operates in the damping mode.
Jun04/THTA

Level 3 B1 B2
27-10-6
Training Manual
A320 Family
Maintenance and Rigging facilities
The maintenance is "on condition".
The items given below are Line Replaceable Units:
filter
servovalve
solenoid valve
linear variable-differential transducer.
Figure 6: Aileron Servo Control
Flight Controls
27-10 Aileron
After replacement of the servocontrol, it is necessary to adjust the feedback transducer (10). It is necessary to get an equal voltage in the secondary windings (electrical zero) when the aileron is in the neutral position. This is done through an
action on the feedback transducer adjustment device located on the actuator.
Cut and remove the lockwire from the bolts (3).
Remove the bolts (3) and the lock plate (1)
Set the control surface to zero with the adjusting nut (2).
Install the lock plate (1) and the bolts (3).
Safety the bolts (3) with the lockwire.
Figure 7: LVDT Adjustment
Jun04/THTA

Level 3 B1 B2
27-10-7
Training Manual
A320 Family
Flight Controls
27-10 Aileron
Aileron servocontrol damping test

The test is driven by the FCDC and performed by the two ELACs.
The ELACs control the deflections of the surfaces by pressurizing each servocontrol simultaneously then alternatively.
If the test is possible :
For each movement, the FCDC memorizes a deflection speed and a pressure
drop, then it deducts a damping coefficient.
The test result is displayed on the MCDU in the form R AIL TEST OK or L AIL
TEST OK.
The value of the damping coefficient can be obtained and displayed through the
TEST REPORT.
If the test is not possible :
The test result is displayed on the MCDU in the form AIL TEST NOT POSSIBLE.
The computer which have identified the anomaly, and the engagement condition
code are displayed on the MCDU.
Jun04/THTA

Level 3 B1 B2
27-10-8
Training Manual
A320 Family
27-20 Rudder
Flight Controls
27-20 Rudder
YAW Damper
Two yaw damper servo-actuators are installed between the artificial feel and trim
unit and the travel limitation unit.
General
They drive the aft control via a differential linkage.

The signals of the yaw damper servo-actuators are added to those of the pilots up
to the maximum travel allowed by the travel limitation unit.
Figure 1: Rudder System Schematic on page 3

One rudder surface provides the yaw control.
When the autopilot is not engaged, the Elevator Aileron Computer (ELAC) calculates the yaw damper order with the normal law.
The main control is mechanical by the pedals.

The trim control is electrically signalled.
The artificial feel is ensured by:
a spring rod, the stiffness of which is independent from the flight conditions,
a centering spring
The yaw damper order calculated by the ELAC provides turn coordination, dutch
roll damping and engine failure compensation.
If both ELACs fail, only the dutch roll damping (alternate law) is computed by the
Flight Augmentation Computer (FAC) using the ADIRS data.
At high speeds, a travel limitation unit limits the rudder travel in relation to the airspeed.This is to prevent the transmission of excessive loads to the structure by
the rudder.
When the autopilot is engaged, the FAC calculates the yaw damper order except
in LAND mode where it is computed by the Flight Management and Guidance
Computer (FMGC).
Three fixed-body servocontrols with mechanical input provide the hydraulic actuation.
When the AP is engaged:

Dutch roll damping law is provided by the FAC using ADIRS data.
Engine failure compensation fast law is provided by the FAC using the ADIRS
data in TO, GA or RWY modes only.
Turn coordination law computes the yaw order to the FMGC roll order.
The position of the rudder is shown on the lower display unit of the ECAM system.
Flight Augmentation Computer

The aircraft is equipped with two FACs. They interface either:
With the ELACs if both AP are disengaged or
with the FMGC if at least one AP is engaged.
In LAND mode, the FMGC yaw order controls the yaw damper actuators via the
FAC.
Both FACs are automatically engaged at power up but may be disengaged or reset separately by the respective FAC P/B on the FLT CTL overhead Panels.
In case the FACs are disengaged but still valid, the flight envelope function remains active.
The FAC accomplishes its functions using independent channels:
Yaw damper.
Rudder trim.
Flight envelope.
If both FACs are valid, FAC 1 controls the yaw damper, turn coordination, rudder
trim and rudder travel limit and FAC 2 is in standby.
Jun04/THTA
The yaw orders from the roll normal law are sent to the yaw damper servo-actuators and added to the servocontrol mechanical input.
Authority of these orders is given in the table below:
Table 1: Yaw Damper Authority
V Cas (kts)
< = 160
200
300
380
A319
25
10.8
4.8
2.7
A320
20.8
10.8
4.8
2.7
A321
21
10.8
4.8
2.7

Level 3 B1 B2
27-20-1
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Rudder Trim
An electric trim actuator is connected to the artificial feel and trim unit upstream of
the travel limitation unit.
The rudder travel limitation is computed by the FAC and sent to the Rudder Travel
Limiting unit.
Maximum deflection is limited:

A319 + / - 25
A320 + / - 20
A321 + / - 20
The FAC Rudder Travel Limiting law computes this limit using the calibrated airspeed (Vc) provided by the ADIRS.
The limitation of the rudder maximum deflection is given in the table below:
Table 2: Rudder Travel Limitation
Rudder Trim Speed is 1 / sec

In all the modes, it drives the complete control via a spring device that the pilots
can override.
In the manual mode, the rudder trim is controlled by the RUD TRIM selector via
the FAC.
In the rudder trim auto mode, the FAC computes the engine failure compensation
and the turn coordination. When the AP is engaged:
The turn coordination law computes the yaw orders related to the FMGC roll
order.
Signals are simultaneously sent to the rudder trim actuator and the yaw damper actuators.
The engine failure compensation slow law orders are sent to the rudder trim
actuator.
V Cas (kts)
< = 160
200
240
320
380
A319
30
14.5
8.8
4.8
3.4
A320
25
14.5
8.8
4.8
3.4
A321
25
13
7.9
4.3
2.9
Interface with the Braking System

Levers attached to each pedal provide braking inputs when the pedals turn about
their axis.
Interface with the Nosewheel Steering System

The pedal transducer units send data to the BSCU via the ELACs for the nosewheel steering system.
Jun04/THTA

Level 3 B1 B2
27-20-2
Training Manual
A320 Family
Flight Controls
27 -20 Rudder
Figure 1: Rudder System Schematic
Man Control with Sidestick: ELAC to FAC

for Turn Coordination, Yaw Damping, Trim
CENTERING SPRING
A/P: FMGC to FAC for Yaw Contr, Trim

SYSTEM DISPLAY
TRAVEL LIMITATION UNIT
RUDDER SERVO CONTROL
GBY
ELAC
1
ELAC
2
FAC
1
FAC
2
FMGC
1
FMGC
2
SPD BRK
AIL
B
AIL
B
ELAC 1
PITCH TRIM
UP
MASTER SLAVE
R
B
RUD
GBY
DFDR
SDAC 1/2
TO BSCU
NOSE
WHEEL
STEERING
POS XDCR
TAT - 5 C
SAT - 30 C
23H56
60300
YAW DAMPER
SERVO ACTUATOR
A/P SOL (FMGC)

FAC
TO BRAKE CONTROL
POS XDCR
ARTIFICIAL FEEL
TRIM SCREWJACK
PEDAL ADJUSTMENT DEVICE
Manual input by Pedals
TRIM ACTUATOR
PEDAL POS. TRANSDUCER UNIT
TENSION REGULATOR
Oct03/THTA

27 -20 -3
Training Manual
A320 Family
Rudder Mechanical Control
Flight Controls
27-20 Rudder
It avoids a rudder deflection greater than 2 deg. with vertical acceleration Mz = 1g

and greater than 15 deg. with vertical acceleration Mz = 2.5g.
General
Stops and Rigging Facilities
Figure 2: Rudder Mechanical Control on page 5

Three mechanically-controlled fixed-body servocontrols operate the rudder.
Pedal stops
Two interconnected pairs of pedals drive a mechanical linkage. This linkage is single up to the artificial feel and trim unit and up to the actuating lever of the middle
servocontrol.
Pedal maximum travel is limited in both directions by non adjustable stops.
An adjuster which consists of a lever-controlled rack assembly is used to adjust

the position of the pedal assembly.
Downstream of the actuating lever of the middle servocontrol, the linkage is duplicated up to the travel limitation unit (which is fail safe).
Thus, any single disconnection does not involve a loss of travel limitation without
a loss of rudder control. This is to avoid a hidden failure of the travel limitation due
to single failure.
Rudder operational stops

Maximum input to the servocontrols is limited by the travel limitation unit.
Rudder travel stops

These are the stroke end stops (non adjustable) of the servocontrols, never
reached in normal operation.
Adjustable lever
The yaw damper signals are introduced through a differential mechanism, located
downstream of the aft cable run.
The length of one of the levers between the pedals and the tension regulator is
adjustable in order to maintain maximum travel of the rudder within the design limits.
Pedals position adjustment
Cable Tension Regulator
The rudder pedals adjustment range is approximately 0 to 12 graduations.
Figure 4: Rudder Pedal Adjustment on page 6
Figure 3: Tension Regulator on page 6

One cable tension regulator maintains a constant tension on the cable (22 daN
plus or minus 3 daN (49.5 lbf plus or minus 7 lbf)).
It has a provision for the installation of a special tool used to install the regulator
on the aircraft.
Servocontrol Actuating Spring Rod

The actuating spring rod of the rudder servocontrol prevents the runaway of the
control system if an input lever jams on its servocontrol body.
It permits the control of the other two servocontrols if a spool valve jams.
Centering Spring Rod of the Upper and Middle Servocontrols

This centering spring-rod is used in the event of a rupture or disconnection of the
linkage between the artificial feel and the middle-servocontrol actuating lever.
Jun04/THTA

Level 3 B1 B2
27-20-4
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Figure 2: Rudder Mechanical Control
Jun04/THTA

Level 3 B1 B2
27-20-5
Training Manual
A320 Family
Figure 3: Tension Regulator
Flight Controls
27 -20 Rudder
Figure 4: Rudder Pedal Adjustment
To ELAC - BSCU
(Rudder pedal
position transducer
unit)
Oct03/THTA

27 -20 -6
Training Manual
A320 Family
Rudder Trim Actuation
Flight Controls
27-20 Rudder
Figure 5: Rudder Trim Components
General
Figure 5: Rudder Trim Components on page 7
The rudder trim control is electrically signalled. An electric actuator installed in the
tail area drives a trim screwjack via a rotary shaft and universal joints.
The actuator is manually controlled via the FACs (Ref. ATA 22) from the control
panel located on the center pedestal, at a constant speed.
RUD TRIM control switch

This is a 3-position rotary switch spring-loaded to the neutral (center) position.
The direction of rudder trim travel depends on the direction of the switch rotation.
RESET pushbutton switch

This pushbutton switch permits to automatically reset the rudder trim to zero.
10CC
RUDDERTRIM
ACTUATOR
After a RESET selection through push action on the pushbutton switch, this switch
returns to its initial position.
RUD TRIM indicator

A digital indicator (1/10 resolution) shows the rudder trim travel together with the
direction (L or R).
The FACs also control the trim actuator in AP mode.
The maximum admissible rudder trim limits indicated on the control panel
when the aircraft is stabilized in heading with the AP engaged are RH 1 DEG
and LH 2.3 DEG.
9CC
ROTARY SWITCH
Jun04/THTA

Level 3 B1 B2
27-20-7
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Rudder Trim Actuator

Figure 6: Rudder Trim Schematics on page 9
1. The actuator has two 3-phase asynchronous motors installed on the same
shaft (but they are electrically independent and controlled by independent plugin electronic assemblies).
The motors are permanently coupled to a reduction gear which drives the output shafts via a torque limiter.
2. Non-locking rotary stops limit the actuator stroke.
3. The main output shaft is internally duplicated by a second shaft which permits
a duplicate recopy (this duplication prevents the loss of the four transducers if
there is a single rupture).
4. The output shaft drives four inductive transducer units:
the main output shaft drives the feedback transducer unit of one channel
and
the monitoring transducer unit of the other channel through a reduction gear
the internal output shaft drives the other two transducer units in the same
manner.
5. An externally-visible index on the last actuating gear of one of the transducer
units shows the zero position of the output shaft.
6. A tapered rigging pin is used to set the output shaft at mid angular travel (zero
trim position and zero reference for setting of transducers).
There is no damage if a motor is energized with the pin in position.
7. The actuator is sealed and has a desiccant patch, the color of which is externally visible.
8. Electronic assembly:
a monitoring output makes the test of the electronic circuitry possible
a monitoring power supply permits the automatic test of the electronic assembly at each FAC.
Maintenance
The component below is a line-replaceable unit (LRU):
electronic assembly
Jun04/THTA

Level 3 B1 B2
27-20-8
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Figure 6: Rudder Trim Schematics
Jun04/THTA

Level 3 B1 B2
27-20-9
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Artificial Feel and Rudder Travel Limiting - Actuation

Rudder Artificial Feel
Figure 7: Artificial Feel and Trim Unit on page 11
An artificial feel and trim unit is installed downstream of the cable quadrant.
It consists of a trim screwjack (Ref. 27-22) and a constant-resisting load springrod that the trim screwjack holds in the neutral position.
The artificial feel and trim unit also comprises a system which overrides the autopilot.
This system is engaged when the AP mode is selected.
The function of the spring rod is:
to provide an artificial feel load proportional to the rudder deflection,
to provide an accurate centering of the surface to neutral in the absence of a
control input,
to hold the upstream control at neutral when the yaw damper servoactuator
supplies signals to the servocontrol.
The centering spring force is added to the artificial feel force that the artificial
feel and trim unit supplies (Ref. 27-21).
Jun04/THTA

Level 3 B1 B2
27-20-10
Tr aining M anua l
A32 0 Fa mi ly
F light C ontro ls
27 - 20 R udder
Fi gu re 7 : A rtific ial Fe el a nd T rim U nit
Load feel
INPUT
Oc t03/T HTA
27 - 20 - 11
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Rudder Travel Limiting
Normal control circuit
The rudder-travel limiting system limits the control inputs to the servocontrols to
change the rudder travel in relation to the airspeed (Vc).
Figure 10: TLU Motor Control on page 14
The limitation is such that the maximum deflection of the rudder remains lower
than the deflection which would induce limit loads on the structure, throughout the
flight envelope.
The system is made of a travel limitation unit which is under the control of the
Flight Augmentation Computers (FACs) (Ref. ch. 22).
A simplified emergency control system (open loop) brings back automatically the
stops to the "low-speed" position when the two FACs are failed and slats are extended.
General
Figure 8: Travel Limitation Unit on page 13
The mechanical design of the TLU is such that a single mechanical failure (rupture
or disconnection) cannot cause the loss of the travel limitation function.
The TLU has two brushless electric motors separately controlled by an electronic
assembly.
Each motor drives two screws via a reduction gear and permits the symmetrical
linear displacement of two nuts used as adjustable stops. (The two nuts have opposite pitches).
A non-locking rotary stop limits the stroke of one of the screw/nut assemblies
which are irreversible.
There are two levers on each connection shaft; one is connected to the input rod
and the other is used as a punctual stop.
The movement of each screw is transmitted to a transducer unit (RVDT) via a reduction gear which permits to indicate the position of the variable stop.
Two rigging pins are used to set the two levers to the zero position (mid stroke).
Figure 9: Component Location on page 13
Jun04/THTA
The motor itself is a 3-phase asynchronous motor with no brushes:

the associated electronic set supplies the motor windings with variable voltage
and variable frequency which are function of the input signal (representative of
the position error),
the system permits to get torque/speed characteristics for the motor equivalent
to those obtained with a DC motor,
a relay isolates the motor windings from the electronic set output when its coil
is not energized by the enable signal.
Moreover, in this situation, the output signals are sent back to the monitoring circuits for comparison with fixed thresholds
the command signal that the computer dedicated to each electronic set sends
is a DC current which varies between plus or minus 8 mA into a 500-ohm resistor (for the computer, the motor is equivalent to a standard servovalve),
another relay upstream of the actuator and controlled by the computer supplies
the 28VDC power.
To prevent icing, there is a heating system which includes two coils and their regulating thermostats.
Emergency control circuit

Figure 10: TLU Motor Control on page 14
When the two FACs can no longer achieve normal control (for example if the two
electronic power sets of the TLU are failed), an emergency control brings back the
stops to the low speed configuration (maximum possible deflection of the rudder)
when slats are extended.
For this, the motor is used as a 2-phase asynchronous motor energized by 26 V
400 Hz power.
This control mode is achieved when the coil of a specific relay is energized for a
period of 30 s approx (this time is greatly sufficient to bring back the stops to the
low speed configuration).

Level 3 B1 B2
27-20-12
Training Manual
A320 Family
Figure 8: Travel Limitation Unit
Jun04/THTA
Flight Controls
27-20 Rudder

Level 3 B1 B2
27-20-13
Tr aining M anua l
A32 0 Fa mi ly
F light C ontro ls
27 - 20 R udder
Fi gu re 1 0: T L U M otor C ontro l
Normal supply
Backup function:
Oc t03/T HTA
Fault in contr. circuit or both FAC's faulty and Slats

out = LOW SPEED CONFIG (Emerg relay energized)
27 - 20 - 14
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Figure 11: Travel Limiter Unit (TLU) Function
Jun04/THTA

Level 3 B1 B2
27-20-15
Training Manual
A320 Family
Rudder Hydraulic Actuation
Flight Controls
27-20 Rudder
Figure 12: Rudder Servo Control Locations
General
Three fixed-body servocontrols with mechanical input are used to hydraulically actuate the rudder.
Each servocontrol is powered by a different hydraulic system.
The three servocontrols are interchangeable.
Component Location
Figure 12: Rudder Servo Control Locations on page 16
1025GM SERVO CTL-RUDDER, G 325 325BL 27-24-51
2025GM SERVO CTL-RUDDER, B 325 325DL 27-24-51
3025GM SERVO CTL-RUDDER, Y 325 325CL 27-24-51
Jun04/THTA

Level 3 B1 B2
27-20-16
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Rudder Servocontrol Component Description
Maintenance, rigging facilities, periodic tests
Figure 14: Rudder Servocontrol pressurized on page 19
The maintenance is "On condition".
Operation
The items given below are Line-Replaceable Unit:

Filter
Actuator eye-end.
The moving piston rod of the servocontrol is slaved to the mechanical input signal
via the input lever (10). This lever is hinged in the middle on the rotary input lever
(11). It is connected at one end to the input rod and at the other end to the feedback rod (12).
To this end, the adjustment of the servocontrol is obtained through the adjustment
of the spring rod length.
The rotary lever (11) actuates the control valve (8) and the stops (1) limit its travel.
In the event of overpressure in one of the chambers, the chamber overpressure is
applied against one of the two pistons (2) and/or (3).
It sets the damping and pressure-relief valve (5) to the bypass position.
Then the chambers are isolated from the control valve and connected via the
damping hole (6).
To replace the servocontrol, it is necessary to have simultaneously the surface

and the servocontrol in the neutral position.
Test
A single operational periodic test is performed on the three hydraulic systems
(through the use of leakage measurement valves).
Its purpose is to make sure that there is no valve jamming and no mechanical disconnection.
The high pressure is connected to the return via the heating orifice (9).
This ensures permanent heating leakage.
The vent hole (13) serves to vent over or under pressure of air occurring in the internal chamber of the cylinder assy.
Operation on the ground with the servocontrol depressurized

When the servocontrol is depressurized, the spring (4) sets the damping and pressure-relief valve to the bypass position.
If the rudder is subjected to external forces, the pressure increases in one of the
two chambers. This causes the movement of the servocontrol piston.
The fluid goes from one chamber to the other via the damping orifice and provides
a ground gust-damping function for gust speeds up to 80 Kts.
Two anti-cavitation valves permit the suction of the necessary volume of hydraulic
fluid to compensate for the thermal retraction on ground, in the damping mode.
Jun04/THTA

Level 3 B1 B2
27-20-17
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Figure 13: Rudder Servocontrol Operation Modes
No jamming detection system
Jun04/THTA

Level 3 B1 B2
27-20-18
Training Manual
A320 Family
Flight Controls
27-20 Rudder
Figure 14: Rudder Servocontrol pressurized
13
6
12
8
1
1. FIXED STOP
2. PISTON
3. PISTON
4. SPRING
5. DAMPING AND PRESSURE RELIEF VALVE
6. DAMPING HOLE
7. ANTI CAVITATION VALVE
8. CONTROL VALVE
9. HEATING ORIFICE
10. INPUT LEVER
11. ROTARY INPUT LEVER
12. FEEDBACK ROD
13. VENT HOLE
Jun04/THTA
11
10

Level 3 B1 B2
27-20-19
Training Manual
A320 Family
Yaw Damper Actuation
Flight Controls
27-20 Rudder
Figure 15: Yaw Damper Location
General
Figure 15: Yaw Damper Location on page 20
Two electrohydraulic yaw damper servo-actuators under the control of the FACs
(Ref. 22-61) are installed between the artificial feel and trim unit and the travel limitation unit (TLU). They drive the aft control via a differential linkage.
The yaw damper servo-actuator orders are added to those of the pilots up to the
maximum travel that the TLU permits.
One of the two servo-actuators is active, the other remains in standby (bypass
mode).
In the event of a double hydraulic failure, a centering spring rod sets the two yaw
damper servo-actuators to the neutral position.
Component Location
3CC1 SERVO ACTR-YAW DAMPER, 1 325 325BL 27-26-51
3CC2 SERVO ACTR-YAW DAMPER, 2 325 325BR 27-26-51
Jun04/THTA

Level 3 B1 B2
27-20-20
Training Manual
A320 Family
Flight Controls
27 -20 Rudder
Figure 16: Yaw Damper Actuator In Active Mode
Both Solenoids energized and hydr Pressure
Yaw Damper Servo-Actuator

General
The two electrohydraulic servo-actuators are interchangeable.
1. SOLENOID VALVE
2. SERVO VALVE
3. SELECTOR VALVE
4. FEEDBACK TRANSDUCER
5. PRESSURE SWITCH
Each servo-actuator includes:

one piston with a transducer unit (LVDT) isolated from the hydraulic fluid
one valve group which includes mainly:
one servovalve (2)
two solenoid valves (1)
two mode selector valves (3)
one pressure switch (5)
The design is such that a single failure cannot prevent the selection of the bypass
mode.
CMD
Normal operation with the actuator pressurized

The servo-actuator pressurization directly involves the supply of the servovalve
(2) by the HP system.
Yaw damper in the active mode
MONG
Figure 16: Yaw Damper Actuator In Active Mode on page 21

The two solenoid valves (1) must be energized to set the two selector valves (3)
to the active mode; i.e to connect the two piston chambers to the servovalve outputs.
Then, the servo-actuator is put in the active mode and the pressure switch (5) is
not activated.
The feedback transducer (LVDT) (4) provides the servoloop feedback.
Oct03/THTA

27 -20 -21
Training Manual
A320 Family
Flight Controls
27 -20 Rudder
Figure 17: Yaw Damper Actuator In Bypass Mode
Yaw damper in the bypass mode (standby configuration)

The two solenoid valves (1) are de-energized and the associated selector valves
(3) are set to the bypass mode under the action of their spring.
At least 1 solenoid deenergized or no hydraulic pressure
This permits the interconnection of the two piston chambers. In this case, the pressure switch (5) is not activated.
Operation in case of a simple electrical failure

Figure 17: Yaw Damper Actuator In Bypass Mode on page 22
One solenoid valve is de-energized and the operation is identical to that of yaw
damper in bypass mode.
1. SOLENOID VALVE
2. SERVO VALVE
3. SELECTOR VALVE
4. FEEDBACK TRANSDUCER
5. PRESSURE SWITCH
But the pressure switch is activated because the two selector valves are not in the
same position.

With no hydraulic pressure, the two selector valves (3) are set to the bypass mode
under the action of their springs, thus the two chambers of the piston are interconnected.
In this case, the pressure switch (5) is not activated.
Maintenance and rigging facilities

The items below are Line Replaceable Units:
filter
servovalve
solenoid valves
pressure switch
No rigging operation is necessary to replace the yaw damper.
Diff of the selector valve pos = activation of the pressure switch

(Command and monitoring channel must have the same output)
Oct03/THTA

27 -20 -22
Training Manual
A320 Family
Airbus Industrie
Service Information Letter
APPLICABLE TO: A320/A321
SUBJECT: INHIBITION OF THE RUDDER TRAVEL LIMITATION UNIT BACKUP FUNCTION DURING MAINTENANCE.
1. Reason:
During Rudder Travel Limitation Unit (RTLU) repairs in the vendor (ARTUS)
workshops, several cases of fatigue damage of RTLU stroke mechanical stops
have been reported.
Investigation results have revealed that the too frequent activation of the RTLU
back-up (emergency) function is the cause of above mentioned findings.
This function is activated when both FACs (Flight Augmentation Computer)
are faulty (not able to ensure the normal control) and that SLATS are extended.
It is reminded that when the RTLU back-up function is activated, the two electrical motors of the RTLU are supplied by 26V 400Hz power and operate simultaneously in open loop to bring the RTLU adjustable stops to a configuration
enabling the +/- 30 DEG maximum possible deflection of the rudder. (Low
Speed)
At this time the stroke mechanical stops are reached and the rotation of the
RTLU driving internal mechanism is no longer possible although motors are
still energized.
It has to be pointed out that, during the aircraft operation as per FCOM procedure, the activation of the RTLU back-up function is extremely remote with
the existing system definition.
On ground when SLATS are retracted, RTLU adjustable stops are normally set
to the low speed configuration limiting the rudder deflection to +/- 25 DEG and
RTLU stroke mechanical stops are never reached.
However, if SLATS are extended for any reason, and both FACs are selected
OFF (push buttons released) while the electrical power is available on aircraft
with all C/Bs closed or both FACs are simultaneously under power-up testing
(after aircraft electrical circuits energisation with both FAC push buttons depressed or with electrical power available on aircraft after depressing at the
same time both FAC push buttons previously released), with all C/Bs closed,
then the RTLU back-up function is activated and the stroke mechanical stops
are reached.
For information, when the power-up test is simultaneously in progress on
both FACs (approx. minimum duration for this test accomplishment = 10 sec-
Jun04/THTA
Flight Controls
27-20 Rudder
onds), the hard logic associated to the RTLU back-up function considers a
dual FAC fault (validity of the FACs being under confirmation / FAULT legend
shown on push buttons).
2. Recommendation:
In order to prevent any RTLU back-up function activation on ground and to
avoid further reoccurrences of RTLU stroke mechanical stop damage, it is recommended in case SLATS have to be extended during maintenance to inhibit
this function before the SLATS extension by opening C/Bs 14CC1 (AUTO
FLT/FAC1 - 49VU210) and 14CC2 (AUTO FLT/FAC2 - 121VU212) located on
the RTLU electrical motors 26V 400Hz power supply (refer to ASM 22-68-00).
This inhibition has to be kept as long as SLATS are extended during the maintenance period.
It is advised to attach a warning notice to opened C/Bs in order that maintenance people do not forget to close the two C/Bs once SLATS are back in the
retracted position.
Furthermore, complying with the FCOM CHAP. 3.03.24 standard operating
procedures AFTER LANDING which requests that the FLAP lever is set to the
position 0 after landing, prevents any RTLU back-up function activation during aircraft stops.
AMM chapters 27-50-00 P 9.201 and 27-80-00 P 9.201 describing respectively
FLAPS extension/retraction and SLATS extension/retractionon ground has
been amended for the AMM MAY 01/94 revision to include the above mentioned recommendation.

Level 3 B1 B2
27-20-23
Training Manual
A320 Family
Jun04/THTA

Flight Controls
27-20 Rudder
Level 3 B1 B2
27-20-24
Training Manual
A320 Family
27-30 Elevator
Flight Controls
27-30 Elevator
Elevator-Servocontrol Simultaneous-Pressurization Logic
Elevator Control
General
Figure 1: Elevator System Schematic on page 3
two elevators hinged on the trimmable horizontal stabilizer (THS) ensure the
pitch control (Ref. 27-40).
The elevators are controlled by:
the Elevator and Aileron Computers in the normal mode
the Spoiler and Elevator Computers in case of ELAC failure.
Normally one actuator is in active mode, while the other is in damping mode.
In case of total computer failure, the actuators will be in centering mode as long
as hydraulic power is available.
The control orders are computed from signals that the two electrically-coupled
side stick controllers send.
The artificial feel system operates independently of the flight conditions.
Two electrohydraulic servocontrols hydraulically actuate each elevator.
The position of the elevators is shown on the lower display unit of the ECAM system via the Flight Control Data Concentrator (FCDC).
the four servocontrols can be simultaneously active (the two servo controls which
are normally in damping mode become active in addition to the two normally active
ones) in the cases below:
elevator demand amplitude greater than a threshold function of Vc,
in flare law or landing direct law if the deflection demand is greater than 30 /s
in case of undetermined mode detection (not in active, not in damping).
The three possible configurations are:
when the ELAC2 has priority
ELAC 2 commands the active mode to the other servocontrol which is controlled by the ELAC 1,
ELAC 2 commands the active mode to the other servocontrol which is controlled by the SEC 1,
when the ELAC1 has priority
ELAC 1 commands the active mode to the other servocontrol which is controlled by the SEC 2,
When the four servocontrols become active, the surface deflection rate can reach
50/s.
When SEC 2 has priority
SEC 2 commands the active mode to the other servocontrol which is controlled
by the SEC 1.
On ground, with hydraulic systems not pressurized, the elevators may or may not
droop down to the servocontrol stop depending on the scatter of bearing and seal
friction.
Elevator Oscillation Detection
Interface with the Autopilot System (22-70)
If this system is activated the elevator deflection is limited to few tenths of a degree
around zero and both servocontrols are simultaneously pressurized (on one surface only) when speed is above 170 kts. Full authority is progressively restored
from 170 kts to 150 kts. If the protection is activated it remains latched until next
ELAC long autotest (ELAC low hydraulic reset).
In the AP mode, the ELACs receive the FMGC orders and transfer them to the servocontrols.
The pilots can cancel the automatic mode through the override of a disengagement system, installed on each side stick controller.
The ELACs include a function to monitor specific oscillations of elevator surfaces

in order to protect the aircraft structure.
The disengagement system includes a spring device and a solenoid energized by

the FMGCs.
Jun04/THTA

Level 3 B1 B2
27-30-1
Training Manual
A320 Family
Flight Controls
27-30 Elevator
Pitch Control
Ground law
The C* law is the fundamental mode of manual pitch control.
The side stick outputs directly control the surface position.
The law generates a load factor demand from the position of the side stick and the
inertial feedbacks. Protection against excessive load factor, Mach or speed or angle of attack pitch attitude are also provided.
Elevator kinematics on ground:
Pitch control law
* If Vc > 70 kts, the deflection is + 15, - 20.
Three phases are considered:

flight,
flare,
ground.
ELACs "on" , 2 or 3 ADIRUs "on" and SECs "off".

* If Vc < 70 kts, the deflection is + 15, - 30.
ELACs "on" , ADIRUs "off" and SECs "off".
* Fixed Vc = 80 kts, the deflection is + 15, - 20.
SECs "on" and ELACs "off", the deflection is + 15, - 30.
These phases are determined by the computers and consolidated by the information below:
radioaltimeter altitude,
R and L L/G compressed signals from the LGCIUs,
Pitch attitude from the ADIRS,
wheel speed and spoiler activation from the SECs.
Protections
Flight law
The ALPHA PROT value is associated to a null order of the side stick.
The C* law is activated. It combines the elevator control and the THS controls (AUTOTRIM function).
The ALPHA MAX value is associated to a full nose-up order of the side stick.
It generates a load factor demand as a function of the position of the side sticks
and inertial feedbacks. The Load factor limitation is restricted to :
clean configuration: - 1 g, + 2.5 g, (CONF 0 - CONF 1)
flaps extended: 0, + 2g. (CONF 1+F, 2, 3, F)
Alpha (A0A) protection

In the normal law, when an angle-of-attack threshold is reached (ALPHA PROT),
the C* law is replaced by an alpha protection law.
In this case, an angle-of-attack value, proportional to the side stick position, is calculated.
This protection is de-activated by a pitch-down side stick order.
High-speed protection
If a Vc or Mach threshold is reached, a positive load factor demand is added to the
C* law.
This positive load factor demand is proportional to the difference between the actual Vc or Mach and the related threshold.
The maximum surface deflection controlled by the computers are:

Elevator deflection: +15, -30 deg
THS deflection: +3.5, -11 deg.
This value is limited and decreases the pilot's authority in nose down direction.
This protection is active from takeoff to landing.
Flare law
This law generates a longitudinal attitude value as a function of the side stick demand, Nz feedbacks and pitch rate. The gains are function of the speed (Vc) and
center of gravity.
The purpose of this law is to restore the behaviour of a conventional aircraft down
to the ground.
Jun04/THTA

Level 3 B1 B2
27-30-2
Training Manual
A320 Family
Flight Controls
27-30 Elevator
Figure 1: Elevator System Schematic

SYSTEM DISPLAY
SIDE STICK PRIORITY
SIDE STICK PRIORITY
CAPT
F/O
GBY
SPD BRK
AIL
B
AIL
B
ELAC 1
PITCH TRIM
UP
FMGC (ATA 22)
RUD
GBY
BG
CFDIU
FCDC 1
FCDC 2
23H56
60300
FAC (ATA 22)
FAC (ATA 22)
FMGC (ATA 22)
SFCC
SFCC
ACCELEROMETER
SEC 1
SEC 2
SEC 3
ADIRS
G
B
Y
ACCELEROMETER
PRESSURE
SWITCHES
ELAC 1
SV
EV
EV
EV
XDCR UNIT
ELEV LH
E2
S1
S2
SV
SV
EV
EV
EV
EV
RH ELEVATOR
O/G: 15 DN
30 UP (>70 kts 20 UP

PRESS TRANSMITTER
XDCR UNIT
ELEV RH
LH ELEVATOR
E1
SV
ADIRS
ELAC 2
G
B
Y
EV
Oct03/THTA
YB
FAC (ATA 22)

DMU
TAT - 5C
SAT - 30C
PRESSURE
SWITCHES
E2
E1
S2
S1
2 EV deenergized = active
- Active mode
- Damping mode
- Centering mode
27 -30 -3
Training Manual
A320 Family
Flight Controls
27-30 Elevator
Elevator and Hydraulic Actuation
Accelerometer
Vertical acceleration values are needed for pitch control laws computation.
Four specific accelerometers are fitted in the fuselage for this purpose.
General
The accelerometer is servo-accelerometer type.
Two electrohydraulic servocontrols hydraulically actuate each elevator.
Each of them receives + 28VDC and delivers on four separate outputs an analog
signal representative of the vertical acceleration referenced to the aircraft body.
Component Location
Each output is connected to a COM or MON unit of an ELAC or SEC. Each computer unit receives the values of the load factor measured by 2 accelerometers
and the IRS.
Elevator Servocontrol Description
Monitoring of the difference between the 2 accelerometers received and elimination of the erroneous accelerometers through comparison of the load factor value
from the IRS.
In normal operation, the measured load factor value which is used in the pitch normal law is the half-sum of the two accelerometer signals..
Figure 2: Elevator Component Location on page 5
General
Each elevator is equipped with two interchangeable fixed-body electrically-controlled servo controls.
Each servo control is connected to two ELACs and to two SECs.
vibrations could occur in the following configuration:
vibrations along the cabin and in the cockpit and

elevator control with SECs active and ELACs not active,
No trouble shooting is necessary (elevator oscillations are wider in SEC mode

than ELAC mode).
Each elevator is actuated by a servo control in the active mode, while the other is
in the damping mode.
the active computer achieves the closed loop control of one servo control and
commands the damping mode on the adjacent servo control.
Figure 3: Elevator Control on page 5
In the normal configuration, the inboard servo control is in the active mode.
FWD Cargo compartment
Jun04/THTA

Level 3 B1 B2
27-30-4
Training Manual
A320 Family
Figure 2: Elevator Component Location
Jun04/THTA
Flight Controls
27-30 Elevator
Figure 3: Elevator Control

damping
ACTIVE
ACTIVE
damping
ACTIVE
damping
damping
ACTIVE
Level 3 B1 B2
27-30-5
Training Manual
A320 Family
Flight Controls
27-30 Elevator
Operation
Servocontrol in the centering mode.
General
With the solenoid valves and servovalve de-energized the servovalve control
valve is centered to the neutral position by its mechanical input.
Each servo control has three operating modes:

the active mode which permits the actuation of the elevator depending on electrical orders,
the damping mode which prevents the appearance of flutter in the event of multiple failures (mainly dual hydraulic or electrical failures, disconnection of one
servocontrol associated to the hydraulic or electrical failure of the other servo
control),
the centering mode which permits to bring back and hold the elevator in the 0
position in the event of a loss of the electrical control of the two servo controls
of a surface.
The mechanical input is always positioned by the linkage (13) so as to give a control order opposed to the preceding electrical control order.
Thus the servocontrol goes back and stays in the zero position.
Operation after a total electrical failure.

In this case, the solenoid valves and the servovalves are de-energized and the
servocontrol operates in the centering mode.
Figure 4: Servovalve Characteristics
Normal operation with the servocontrol pressurized.

The pressurization of the servocontrol involves the opening of the pressure-line
closing valve (2) and of the return-line closing valve (3).
Thus, the servovalve (4) is supplied from the HP system and the return system of
the servocontrol is connected to the LP system.
Servocontrol in the active mode.

Figure 5: Elevator Servocontrol in Active or Centering Mode on page 7
In this case, the two solenoid valves (1) are de-energized and let out the HP flow
which sets the mode selector valve (5) in the active mode.
Thus, the two actuator chambers are connected to the servovalve control line and
the servovalve passes in the active mode.
The mode selector-valve transducer (11) supplies an electrical signal which identifies this change of state.
One of the two feedback transducers (10) gives the servoloop feedback. The other
is in standby and used in case of failure.
If three feedback transducers are installed, the third is not used.
The elevator position transducer-unit is used for the monitoring.
EV
The servovalve transducer (12) is also used for the monitoring.
Jun04/THTA

Level 3 B1 B2
27-30-6
Training Manual
A320 Family
Flight Controls
27-30 Elevator
Figure 5: Elevator Servocontrol in Active or Centering Mode
Jun04/THTA

Level 3 B1 B2
27-30-7
Training Manual
A320 Family
Servocontrol in the damping mode.
Flight Controls
27-30 Elevator
Figure 6: Elevator Servocontrol in Damping Mode
Figure 6: Elevator Servocontrol in Damping Mode on page 8

One solenoid valve at least is energized and the mode selector is displaced in the
damping mode under the action of its spring.
This causes the interconnection of the two actuator chambers through the damping orifice (6).
The mode selector-valve transducer identifies this change of state.
The check valve (7) and the fluid reserve (9) hold the volume of fluid in the actuator
chambers:
if the temperature of the hydraulic fluid changes,
if there is a leakage.
The return relief valve (8) increases the pressure in the return line and permits to
fill the reserve of fluid.
DAMPING MODE
SOLENOID VALVE(S)
ENERGIZED
Operation after a simple electrical failure.

In this case, the solenoid valve is energized and the servocontrol operates in the
damping mode (Ref. para. (2) (b)).
Operation after a hydraulic failure.

The closing valves (2) and (3) close and isolate the servocontrol from the aircraft
hydraulic system.
If there is a rupture of the aircraft return line, the return relief- valve holds the fluid
volume in the fluid reserve. The mode selector- valve is set to the damping mode
under the action of its spring.
Thus, the servocontrol operates in the damping mode.
Jun04/THTA

Level 3 B1 B2
27-30-8
Training Manual
A320 Family
Flight Controls
27-30 Elevator
Figure 7: Elevator Servocontrol
Figure 7: Elevator Servocontrol on page 9

The items given below are Line Replaceable Units:
Filter
Mode selector-valve transducer
Solenoid valves
Servovalve
Actuator eye-end.
To replace the servocontrol, it is necessary to have simultaneously the surface
and the servocontrol in the neutral position.
This is done through the adjustment of the spring rod length.
Particular points
During flight, vibrations may occur with the current elevator neutral setting combined with backlash at the elevator servo control attachments. To avoid this situation, the elevator zero position is shifted 0.5 deg nose-up, trailing edge upwards.
Special case
After hydraulic depressurization, a difference in droop speed and travel between
the two elevators is possible.
Jun04/THTA

Level 3 B1 B2
27-30-9
Training Manual
A320 Family
Elevator servocontrol damping test
Flight Controls
27-30 Elevator
Figure 8: Elevator Damping Test
This test is initiated from the MCDU: indications given by the MCDU provide guidance to conduct the test.
The test is driven by the FCDC and is performed by the SEC1 and SEC2.
The SECs control the deflections of the surfaces by pressurizing each servocontrol simultaneously then alternatively.
If the test is possible
The test result is displayed on the MCDU in the form L ELEV TEST OK or R ELEV
TEST OK.
TEST REPORT.
If the test is not possible
The test result is displayed on the MCDU in the form ELEV TEST NOT POSSIBLE.
Jun04/THTA

Level 3 B1 B2
27-30-10
Training Manual
A320 Family
Jun04/THTA

Flight Controls
27-30 Elevator
Level 3 B1 B2
27-30-11
Training Manual
A320 Family
Jun04/THTA

Flight Controls
27-30 Elevator
Level 3 B1 B2
27-30-12
Training Manual
A320 Family
Flight Controls
THS Control
Autotrim
Trimmable Horizontal Stabilizer (THS)

General
Figure 1: Trimmable Horizontal Stabilizer Schematic on page 3
A trimmable horizontal stabilizer (THS) hinged on the rear part of the fuselage ensures the pitch trim control.
The two elevators are hinged on the THS.
An actuator with a fail-safe ball screwjack drives the THS, its structural attachments are also fail-safe.
THS maximum travel is from 4 deg A/C nose down to 13.5 deg A/C nose up
Three electric motors ensure the normal control of the actuator. They are under
the control of the two ELACs and the two SECs.The maximum travel of the THS
is limited by the computers to 4 A/C nose down and 11 A/C nose up.
The actuator achieves the autotrim function of the manual or auto-flight modes
and automatically places the THS at the center of the green band at touchdown.
The standby control is mechanical. The pilots can override the electrical control
via the mechanical control system, through the application of a sufficient force to
the control wheels. Mechanical control is used on ground or as a backup mode if
electrical control of THS is lost.
The elevator orders are progressively transferred to the THS through a low-speed
integrator to decrease the drag. This is the AUTOTRIM function. The THS movement is inhibited:
under 50 ft in manual mode (100 ft in AP mode),
when the high-speed and Mach protection is active,
in case of manual action on the hand wheel,
when the load factor is lower than 0.5 g,
in case of abnormal condition law.
The THS movement is limited in up direction:
when the alpha protection is active,
when the load factor is higher than 1.25g,
when the bank angle is above 33 deg,
in case of low speed protection (alternate law).
Detection of a Manual Action on the Pitch-Trim Control Wheel

If the pilot acts on the pitch-trim control wheel he forces the position commanded
to the THS. (Electrical control is overriden by the mechanical control).
The electrical control has again priority as soon as the pilot releases the control
wheel.
An override mechanism in the THS actuator is used for that purpose.
THS Ground-Setting Logic
The override mechanism reverts to the electrical control after release of the mechanical control.
5s after landing the ELAC 1 set the THS in the 0 position.

The priority logic for the ground setting function is as follows:
E1 ------> E2 ------> S2 ------> S1.
Jun04/THTA

Level 3 B1 B2
27-40-1
Training Manual
A320 Family
Flight Controls
System Description
The THS of the aircraft is operated by the THS actuator to get the longitudinal
pitch-trim control of the aircraft.
The THS actuator controls the deflection of the THS mechanically by a servosystem. The servosystem has an input signal which is an electrical position sequence,
transmitted by the Elevator Aileron Computer (ELAC) and the Spoiler Elevator
Computer (SEC). The input signal is transmitted to the PTA which is part of the
THS actuator and moves the gear trains of the control loop.
A mechanical input link is connected to the gear trains of the control loop through
an override mechanism. This permits the pilot to override the ELAC and SEC signals with the control wheel in the cockpit.
If there is a loss of the hydraulic power or control signal, the THS actuator makes
sure that the THS is fully immobilized.
The two hydraulic systems supply fluid independently to the hydraulic motors.
Output force from the hydraulic motors is transmitted to the screw shaft through a
power differential gear followed by a reducing gear. Therefore it is possible to operate on one circuit at half of the maximum speed.
Normal speed with two hydraulic systems available is 2 / sec.
Half speed THS actuator deflection in single-system operation is 1 / sec.
Electrical control rate limitation:
0.3 / sec when flap position < 0.5 deg
0.7 / sec when flap position > 0.5 deg
The double control loop gear sends the input and the reset signals to the valve
blocks.
A comparison system makes sure that the THS actuator is immobilized if one control valve or one of the control gear loops locks.
In the normal operation mode, the SEC and the ELAC automatically or electrically
signal the pitch trim. The computers transmit the signals to one of the three electric
motors of the PTA. The electric motor moves the double control gear loop.
Jun04/THTA

Level 3 B1 B2
27-40-2
Training Manual
A320 Family
Flight Controls
Figure 1: Trimmable Horizontal Stabilizer Schematic

SYSTEM DISPLAY
SIDE STICK PRIORITY
SIDE STICK PRIORITY
CAPT
F/O
GBY
SPD BRK
AIL
B
AIL
B
ELAC 1
PITCH TRIM G Y
0.2 UP
FMGC (ATA 22)
CFDIU
FCDC 1
YB
FAC (ATA 22)

DMU
FCDC 2
TAT - 5C
SAT - 30C
60300
23H56
FAC (ATA 22)
FAC (ATA 22)
FMGC (ATA 22)
SFCC
SFCC
ACCELEROMETER
PRESSURE
SWITCHES
RUD
GBY
BG
SEC 1
SEC 2
G
B
Y
SEC 3
ADIRS
ACCELEROMETER
PRESSURE
SWITCHES
ELAC 1
ADIRS
ELAC 2
G
G
B
Y
PRESS TRANSMITTER
B
Y
PTA
(Pitch Trim
Actuators)
RVDT'S
STOP WASHERS
RVDT'S
E2
E1
3
DIFF.
GEARBOX
S2
Y
THS
STOP WASHERS
S1
ELEVATOR
CABLE TENSION
COMPENSATOR
Jun04/THTA

Level 3 B1 B2
27-40-3
Training Manual
A320 Family
THS Mechanical Control
Flight Controls
Figure 2: Tension Regulator
General
Figure 3: THS Mechanical Control on page 5
An actuator operates the trimmable horizontal stabilizer.
The mechanical control includes two rotating control wheels installed on the center pedestal.
They drive a chain and cable loop up to the mechanical input of the actuator.
Stop and Rigging Facilities

A non-adjustable rotation stop installed in the center pedestal limits the travel of
the control wheel.
Another mechanical rotation stop is installed in the THS actuator, at the input
shaft.
The end-of-stroke stops of the actuator ball screwjack provide the structural stops
of the THS.
Rigging pin holes are provided to facilitate the rigging.
Cable Tension Regulator

Figure 2: Tension Regulator on page 4
One cable tension regulator maintains a constant tension on the cables. Normal
cable tension is 20 +8 -4 daN (45 +18 -9 lbf).
Jun04/THTA

Level 3 B1 B2
27-40-4
Training Manual
A320 Family
Flight Controls
Figure 3: THS Mechanical Control
TRIMMABLE
HORIZONTAL
STABILIZER
CONTROL WHEEL
THS ACTUATOR
INDICATOR
PITCH TRIM
STOP AND GEARSET
UNIT PITCH TRIM
TURNBUCKLES
CABLE TENSION COMPENSATOR
Jun04/THTA

Level 3 B1 B2
27-40-5
Training Manual
A320 Family
THS Hydraulic Actuation
General
The Trimmable Horizontal Stabilizer (THS) actuator moves the control surface of
the THS. The THS actuator is an electro-hydraulic unit that changes the mechanical or the electrical pitch-trim commands into mechanical movements.
The THS actuator has two hydraulic motors and a Pitch-Trim Actuator (PTA). The
PTA controls the hydraulic actuation. Two hydraulic systems, the Yellow and the
Green hydraulic system supply the hydraulic motors. The Yellow and Green hydraulic systems have independent fluid supplies.
The access door 312AR gives access to the THS actuator.
a rigging pin located at the mechanical input to put the stabilizer at the zero degree position,
a mechanical indicator to show no-back wear,
a mechanically latched indicator shows if the control loop gears or the spool
valves are jammed,
two mounting devices are on each side of the gear box; this permits an easier
removal,
an oil level sight glass to see the level of the oil in the gear box.
Oil servcing is performed with the THS at 0 position. The oil level can be checked
at the sight glass.
Fail-Safe Ball Screw-Jack
Figure 4: Pitch Trim Actuator on page 7
Fail Safe System
Pitch Trim Actuator Description

The THS actuator moves the THS. The THS actuator is an electro-hydraulic unit.
Its component parts are:
two hydraulic motors,
one pitch trim actuator,
one fail-safe ball screwjack,
one mechanical input shaft,
two pressure-off brakes,
two position transducer packs,
one gear box,
two hydraulic valve blocks.

The THS actuator has the subsequent items to make maintenance easier.
These items include:
inspection windows which permit a visual inspection of the power gear teeth,
a cranking shaft which is used to manually crank the power differential output
shaft.
This then permits the release of the pressure-off brakes with a special tool, also to
test the pressure-off brakes with both brakes engaged,
an oil drain port with a magnetic plug,
the fill and drain adaptors to replace oil,
an oil breather to keep the interior of the gear box at atmospheric pressure,
Jun04/THTA
Flight Controls
A fail-safe tie bar goes through the center of the screw shaft and prevents axial
separation of the screw shaft. The fail-safe ball screw-jack has two load paths. The
primary load path transmits the load and the secondary path stays free of any
load. If the primary load path is axially separated, the secondary path takes the
load and prevents damage to the ball screw-jack. Therefore the two ends continue
to turn if the screw shaft is fractured.
Ball Screw-Jack
The ball screw-jack is made up of the ball screw and the fail-safe ball nut. The failsafe ball nut has three transport guides, a threaded fail-safe unit wiper and ice
chipper. The mechanical input shaft limits the range of travel of the screw-jack.
The structural components include:
The attachments to the horizontal stabilizer,
The attachments to the THS actuator and to the structure.
The ball screw and the ball nut.
The THS actuator is connected to the horizontal stabilizer through the dual concentric axles, the attachment plates and the fail safe plates. These are installed to
the trunnions of the ball nut.
A primary ring gimbal attaches the THS actuator to the structure. The primary ring
gimbal is installed on the two linking axles of the no-back housing spigots.
The structural components are of a two-path configuration. On the secondary load
path there is usually no load.

Level 3 B1 B2
27-40-6
Training Manual
A320 Family
Flight Controls
Figure 4: Pitch Trim Actuator
Manual drive input
Oil level check at 0 stab position

Oct03/THTA

27 -40 -7
Training Manual
A320 Family
Hydraulic Motors
Two hydraulic motors are installed on the THS actuator. Each hydraulic motor is
a fixed displacement type. The hydraulic fluid enters the pressure port and causes
the rotating group to turn. The rotating group has nine pistons. These pistons
move in their bores in the cylinder barrel when the cylinder turns. Turning of the
cylinder barrel gives the necessary torque. The torque is transmitted through a
splined drive shaft to the gear box of the THS actuator.
Two drain tubes are installed below the flanges of the hydraulic motors. These
drain tubes drain the leakage of the hydraulic motors.
No-Back System
The THS actuator has a no-back system that has a no-back brake which is of a
ratchet and pawl type. The no-back brake holds the ball screw in its last position.
It prevents movement of the ball screw under aerodynamic loads. A no-back wear
detection device in the form of an indicator (no-back wear indicator) is installed on
the lower side of the gear box. The indicator has a cam roller which faces the top
edge of the claw-stop. This finds the gap which agrees with the wear limit to be
detected.
If a high wear does occur, a compressive external load causes the top claw-stop
to move up to a higher position. This causes the top claw-stop to touch the cam
roller of the indicator. This then makes the red finger of the indicator "pop" out and
give a visual wear alarm.
If the red pop-out is released, examine the position of the roller on the detection device.
1. If the roller is in position TRIPPED BY VIBRATION, reset the red pop-out:
Push the roller with a tool, for example a small screwdriver, in the reset position.
2. If the roller is in position TRIPPED BECAUSE OF NO BACK WEAR, replace
the THS-Actuator.
Figure 5: Components on THS Actuator on page 9
Control Valve Blocks

The THS actuator has two control valve blocks. The two valve blocks control the
operation of the THS actuator. Each valve block has:
a high pressure (HP) filter,
an inlet and outlet port,
two input control shafts,
Jun04/THTA
Flight Controls
a control valve,
a shut-off valve,
a POB control valve,
a control device for the shut-off valve.
The control valve blocks supply pressure to the hydraulic motors and to the brake
release piston. The control valve blocks can be installed on the left hand (LH) or
on the right hand (RH) side of the THS actuator.
Gearbox
The gearbox is in a split housing. The two housing parts are made of a light metal
alloy. The two housing parts are referred to as the upper casing and the lower casing. The upper casing holds the screw and no-back housing assembly. It also supports the two hydraulic motors, the mechanical input lever and the control position
transducer.
The lower casing supports:
the PTA,
the monitor position transducer,
the two pressure-off brakes,
two hydraulic block valves,
a mechanical latched indicator,
the magnetic drain plug.
In the gearbox is the oil which is necessary to lubricate the internal components.
The level of the oil can be checked visually through an oil level sight glass. The oil
level sight glass is on the upper casing.
Pressure-Off Brakes
Each hydraulic motor shaft has a POB. Each POB is located at the output shaft of
their related hydraulic motor. The POB is a dry brake with a hydraulic release
which is used to lock the shaft of the motor. The shaft of the motor is locked if a
failure occurs in the hydraulic system or in a hydraulic motor. It thus lets the second motor fully control the ball screw through the power differential.
If a failure occurs, a mechanical indicator located below the valve block comes out.
This indicator is installed on older aircraft and is removed if SB 27-1094 was performed.
Figure 5: Components on THS Actuator on page 9

Level 3 B1 B2
27-40-8
Training Manual
A320 Family
Flight Controls
Figure 5: Components on THS Actuator
Jun04/THTA

Level 3 B1 B2
27-40-9
Training Manual
A320 Family
Pitch Trim Actuator
The pitch trim actuator (PTA) has:
3. Three brushless motors, each with an electro-magnetic clutch. In the normal
mode, one clutch will be applied (energized) and the others de-clutched (deenergized). The output of the three motors is connected to move the input shaft
through a reduction gear.
4. Three electronic sets, one to control each motor. The electronic sets also control the signal from the ELAC/SEC computers.
5. An override mechanism with three microswitches. It is installed downstream of
the reduction gearbox. The override mechanism is connected mechanically to
the input shaft.
Position Transducer
The THS actuator has two inductive position transducer packages. They are the
command position transducer and the monitor position transducer.
The command position transducer is used to find the position of the override
mechanism output/input control sequence to the control system of the THS actuator.
The monitor position transducer is used to find the position of the ball screw.
Flight Controls
an epicyclic control differential,

a control gear train, which has an eccentric device
a control valve detent,
a control valve command shaft.
The hydraulic fluid is so supplied to both hydraulic motors referred to the control
valve opening.
The epicyclic control differential output moves the control valve.
With the control valves open, the hydraulic fluid flows to the hydraulic motors.Both
hydraulic motors operate at the same time and move the ball screw through:
the power differential,
the power gear train.
As the PTA output continues to rotate, it keeps the control valve open and so the
hydraulic motors operate to move the ball screw.
When the PTA output gets to the position specified by the signal given on the servomotor, the control differential input is stopped.
The feedback gears moves the control differential output which decreases the
opening of the control valve.
The control valve closes and the hydraulic flow to the motors stop. The ball screwjack then stops at the specified position.
Normal Operation
Figure 6: THS Actuator Schematic on page 11
The Green and Yellow hydraulic systems send hydraulic power through the valve
blocks to the POB of the hydraulic motors. When the POB receive the hydraulic
power, they release the shafts of the hydraulic motors. The two hydraulic motors
are ready for operation.
The electrical pitch trim signal of the PTA operates the servomotor No. 1. This servomotor operates both control valves in the open configuration while the other two
servomotors are in stand-by. The servomotor No. 1 operates through a path that
has:
a PTA reduction gear,
a mechanical override mechanism.
Interval stops attached to the mechanical input keep the travel of the ball screwjack shaft to a limit. The ball screw has claw-type stops attached at each end. The
stops prevent any mechanical overrun if the internal stops do not operate.
Mechanical Control Operation

The input shaft which is connected to the cable control moves the mechanical servoloop mechanism through an override mechanism. The override mechanism installed in the pitch trim actuator makes sure that the mechanical control cancels
the electrical control.
Then two separate gear paths which are connected by an idler are moved.
Each of the separate gear paths have:
a primary detent,
Jun04/THTA

Level 3 B1 B2
27-40-10
Training Manual
A320 Family
Figure 6: THS Actuator Schematic
Flight Controls
SEE THS OPERATION in the VACBI

EFCS
COMMAND
POS
RVDTs
ACTUAL
POS
RVDTs
Jun04/THTA

Level 3 B1 B2
27-40-11
Training Manual
A320 Family
Following descriptions refer to Figure 6: THS Actuator Schematic on
Flight Controls
Operation with a Blocked Control Valve
page 11
Operation with the PTA in the Off Mode

If a manual command signal is applied with the handwheel to drive the THS actuator because the PTA is inoperative, the override mechanism stays off. The input
signal is transmitted directly to the control valves of the valve block.
Operation of the Override Mechanism

If an electrical pitch trim command controls the PTA servomotor, the manual command signal applied through the mechanical input causes the override mechanism to break out. This mechanically disconnects the PTA output from the
command loop of the THS actuator. Both control valves are then driven through
the manual command signal of the THS actuator.
The overriding procedure is possible when the THS actuator is controlled in a fixed
position (the handwheel stands still).
The overriding procedure is also possible when the THS actuator moves on a demand of a variable electrical command signal (the handwheel turns).
Ground Operation from the Electric Pumps

During operation with low available flow conditions, the pressure maintaining
valve keeps the pressure-off brakes released.
Operation in Failure Conditions

Operation with Loss of the Hydraulic Power
The THS actuator is usually supplied with power from two independent hydraulic
systems. When one hydraulic supply to the THS actuator does not operate, the
related POB is activated.
When a control valve is blocked, the jamming protection device operates to stop
hydraulic power. The control valve opening in the defective circuit lets the hydraulic motor continue to operate. This causes the ball screw to continue to operate
and move the feed-back gear after the serviceable control valve reaches its neutral position. This makes the primary detent in the defective control loop break out.
The primary detent tries to operate the serviceable control valve to open.
As soon as the serviceable control valve is operated, it activates the comparator
(COMP) which is connected to both control valves. The piston of the COMP operates both shut-off valves. The shut-off valves isolate the hydraulic power supply
from the THS actuator on both circuits. This makes the motor stop which is usually
supplied by the defective valve. Thus the POB is activated and stops the ball
screw. At the same time, a mechanical indicator comes out and shows that there
is a defect in the system. To set the mechanical indicator again, the hydraulic pressure must be released and the defect repaired.
In the event that a control valve blocks in a position that is not in the limits of the
protection device:
the two hydraulic motors can operate in the opposite direction at a low speed,
the THS actuator does not move,
the jamming detection is sensitive and makes sure that a permanent flow rate
of fluid is supplied to prevent overheating.
Operation with Disconnected Ball Screw

If the ball screw is disconnected, the no-back brake holds it in its last signalled position.
the THS actuator does not move,
the jamming detection is sensitive and makes sure that a permanent flow rate
of fluid is supplied to prevent overheating.
The POB stops and holds the hydraulic motor shaft. If this occurs, the THS actuator is operated by the other hydraulic system at half speed, but the necessary
maximum performance is still achieved.
If a full loss of hydraulic power occurs, the POB and the no-back brake operate.
They keep the ball screw-jack in the last specified position against aerodynamic
pressure.
Jun04/THTA

Level 3 B1 B2
27-40-12
Training Manual
A320 Family
Ground Test
Flight Controls
Figure 7: THS Manual Drive Location
Different checks can be done when the Yellow and Green hydraulic systems are
depressurized. The subsequent tests/checks are:
The operational/test of the valve-jamming protection system.
The functional test of the pressure off brake.
The functional test of the no-back brake assembly.
To check the integrity of the ball screw shaft and the tie bar.
The visual inspection of the power gears in position with a borescope.
The visual inspection of the oil level in the gear box through an oil level sightglass.
Technical Data of THS Actuator

Mechanical
THS actuator travel with a total THS angular movement17.5 degrees
Operation travel
513.75 mm (20.23 in.)
Stop-to-stop travel
531.75 mm (20.94 in.)
Used travel of the electrical inputs 2105 rev
Used travel of the mechanical inputs 6.13 rev
Limit load
Tensile
12.700 daN (28.550 lbf.)
Compressive
19.000 daN (46.086 lbf.)
Weight (when filled with fluid)
47.9 kg (105.4 lb.)
Hydraulic
Maximum flow for each circuit

27 l/min
Maximum internal leakage
1 to 1.5 l/min
Maximum external leakage
Nil
Operation pressure of pressure-off brake 100 bar (1450 psi)
Jun04/THTA

Level 3 B1 B2
27-40-13
Training Manual
A320 Family
THS Position Indicating

On the center pedestal, adjacent to each pitch-trim control wheel, the THS position
is indicated by an index on a scale painted green over the normal takeoff range.
Flight Controls
The THS position is repeated via the FCDC (Ref. 27-95) on the lower ECAM display unit, together with the hydraulic systems still available for the actuator.
Figure 9: F/CTL System Display
On A319 : (3 deg. aircraft NOSE DN to 3.5 deg. aircraft NOSE UP).

On A320 : (2.5 deg. aircraft NOSE DN to 2.5 deg. aircraft NOSE UP).
SYSTEM DISPLAY
On A321 : (3.5 deg. aircraft NOSE DN to 4.5 deg. aircraft NOSE UP).
Figure 8: Pitch Trim Control Wheel
PITCH TRIM Wheel
Both pitch trim wheels provide mechanical control of the THS
and have priority over electrical control.
- Crew action on pitch trim wheel does not disconnect the
ELAC's (micro switches actuated by the override
mechanism ensure that the computers remain
synchronized with the manually selected position.).
- Trim position is indicated in degrees on a scale adjacent
to each trim wheel.
- A CG scale is also provided to give the relation between
CG location and pitch trim setting.
- Normal range is marked by a green band.
- The THS mechanical control must be used when pitch
direct law is in use.
Following touch down, pitch trim is automatically reset to 0
as the pitch attitude becomes less than 2,5 provided the
green and yellow systems are pressurized.
Pitch Trim Position Indication

Indication is green. Becomes amber in case of green and
yellow low pressure.
PITCH TRIM indication is white. Becomes amber in case of
pitch trim jam.
There is also a special reference mark painted on the THS and on the adjacent
fuselage structure.
Jun04/THTA

Level 3 B1 B2
27-40-14
Training Manual
A320 Family
27-50 Flaps
Flight Controls
27-50 Flaps
Electrical Supply
BUS BAR
General
A/C SYS
AC
DC
SFCC 1 Slats
System Configuration
COMPUTERS
The aircraft has four flaps (two on each trailing edge of the wing) and ten slats (five
on each leading edge of the wing) (Ref. 27-80-00) to increase lift during take-off
and landing.
FLAPS
SLATS
AC
ESS
DC
ESS
HOT
SFCC 1 Flaps
SFCC 2 Slats
DC2
SFCC 2 Flaps
DC2
(see Figure 2: Flap System A319 / A320 on page 3)

On A321 the inboard flap and the outboard flap each have tabs attached to their
trailing edges.
The tabs are attached to the rear spar of the inboard and the outboard flaps by
hinges. They are operated by control rods connected to the hinge 1A mechanism
and to the track 2, 3 and 4 roller carriages. A fairing covers each track and hinge.
(see Figure 3: Flap System A321 on page 3)
The outboard flap is connected to the flap track carriage at the track 3 and the
track 4 positions by a failsafe bolt assembly. The inboard flap is connected to the
track 2 carriage by a failsafe bolt assembly and to the pendulum assembly on the
track 1 carriage by the flap trunnion. The carriages move along the tracks which
are part of the flap-track beam assemblies.
An interconnecting strut connects the inboard and the outboard flaps. Proximity
sensors on the interconnecting strut send signals to stop the flap movement, if the
strut moves more than the specified limit.
Two Slat/Flap Control Computers (SFCC1 and SFCC2) monitor and control the
flaps. An Instrumentation Position Pick-Off Unit (IPPU) is installed on the Power
Control Unit (PCU). The IPPU sends signals to the Electronic Instrument System
(EIS), which shows the position of the flaps.
A Feedback Position Pick-Off Unit (FPPU) gives signals of the output shaft position of the PCU. Two Asymmetry Position Pick-Off Units (APPU) give signals of
the flap position or speed. The SFCC1 and the SFCC2 receive and monitor the
signals from the FPPU and the APPUs.
System Description
Electrical Control and Monitoring System
The slat and flap control lever controls the position of the flaps. The Command
Sensor Unit (CSU) identifies the position of the slat and flap control lever and
sends related signals to each SFCC. Each SFCC controls the valve block of a hydraulic motor, which is part of the flap PCU.
The FPPU, which is part of the flap PCU, and the two APPUs send related signals
to the SFCCs. If the SFCCs find a failure in the system, the Wing Tip Brakes
(WTB) operate to hold the transmission and the PCU is stopped.
Hydraulic Actuation and Power Transmission

A hydro-mechanical PCU supplies mechanical power to the power transmission
system. The PCU has two separate hydraulic motors and two Pressure-Off Brakes
(POB). Each hydraulic motor has an electrically controlled valve block, which receives signals from a SFCC.
Torque shafts and gearboxes in the fuselage and the wings transmit the mechanical power from the flap PCU to the actuators, which move the flaps. Each flap has
two actuators. Actuator 1 is installed on track beam 1 and the actuators 2, 3 and
4 are installed on the rear spar. Torque limiters in the actuators prevent the mechanical overload of the structure.
Controls and Indication

(see Figure 1: Controls and Indication on page 2)
Jun04/THTA

Level 3 B1 B2
27-50-1
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 1: Controls and Indication

S, F Indication
FLAPS Lever
The FLAPS lever selects simultaneous operation of slats and
flaps.
Before selection of any position, the lever must be pulled out
of detent. Moreover, balks are provided at position 1 and 3 to
avoid excessive flap / slat travel demand by a pilot action.
NOTE: It is not possible to select an intermediate lever position.
E/W DISPLAY
Flaps/slat lever position
autom retr
of Flaps if
V>210 kts
*
Position
Slats
Flaps
A319
Flaps
A320
Flaps
A321
18
10
10
10
1+F
V<210kts
Indication
on ECAM
FLAP Indication
"FLAP" indication appears when the slats or the flaps are not
fully retracted.
- White when selected position is achieved.
- Blue when flaps or slats are in transit.
- Amber in case of:
Both relevant hydraulic system loss (except on ground
with engines stopped).
Wing tip brakes application.
Slats and flaps fault.
Slats Flaps Position:
White points:
Selectable position. Not displayed in clean configuration.
22
15
15
14
22
20
20
21
FULL
27
40
35
25
FULL
40
27
* Take-off in FLAPS 1: V2500
1 + F (18/10) is selected.
If FLAPS 0 is not selected after take-off , the flaps automatically
retract at 210kts.
Normally green, displayed amber in case of:

- Both relevant hydraulic systems loss, except on ground
with both engines stopped.
- Wing tip brakes application.
- Slats or flaps fault.
Green triangles:
Actual position, displayed amber in case of:
- Both relevant hydraulic system loss (except on ground
- Slats and flaps fault.
Blue triangles:
Selected position. (Blue triangles may disappear before the
selected position is reached).
FULL
Flap lever position

0, 1 + F, 1, 2, 3, or FULL indication is displayed.
- Green when selected position is achieved. 0 not displayed
when clean configuration is achieved.
- Blue during transit.
S (F) LOCKED indication appears amber associated with
ECAM caution when wing tip brakes are applied or when non
alignment between 2 flaps is detected,
A-L OCK indication pulses blue when the slat alpha/speed
lock is active.
Oct03/THTA

27 -50 -2
Training Manual
A320 Family
Figure 2: Flap System A319 / A320
Jun04/THTA
Flight Controls
27-50 Flaps
Figure 3: Flap System A321

Level 3 B1 B2
27-50-3
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Extension and Retraction of the Flaps
Asymmetry and Power Transmission Monitoring
Figure 4: Slat Flap System Schematic on page 5
The SFCC1 and the SFCC2 continuously compare position data from the APPUs
and the FPPU to monitor the system. They use this data to find asymmetry, runaway, overspeed and uncommanded movement failure conditions.
The operation of the flaps is hydro-mechanical. The PCU operates the mechanical
transmission system which moves the flaps to the set position.
The CSU changes the mechanical signals from the slat and flap control lever into
electrical signals. These are sent to the SFCC1 and the SFCC2. They compare
the position signal with that from the FPPU. When there is a difference between
the signals, the SFCC sends a discrete signal to its related valve block of the flap
PCU.
Each valve block lets hydraulic fluid flow to and from its hydraulic motor, in relation
to the signal from the SFCC. It thus controls the direction in which the hydraulic
motor turns (for extension and retraction of the flaps) and its speed (low or high
speed).
When one SFCC monitors a failure condition:

the other SFCC receives a WTB-arm signal
the related PCU motor stops and its POB operates
the system operates at half speed.
If the other SFCC also sends a WTB-arm signal:
the applicable WTBs operate
the other PCU motor stops
the system locks and gives a warning to the flight crew.
The torque from the hydraulic motors is transmitted to the differential gearbox,
which connects the two motors. The mechanical transmission system then transmits the torque to the actuators which move the flaps.
System Ground Operation Inhibit
The SFCC 2 gets a signal when the Yellow hydraulic system is pressurized and
the FWD or AFT cargo doors are operated.
The two hydraulic motors in the PCU give hydraulic actuation. Each hydraulic motor gets power from a different hydraulic system, the Green hydraulic system or
the Yellow.
Each hydraulic motor has a valve block and POB. The valve blocks control the direction of rotation and the speed of the output shaft of the PCU. The POB holds
the output shaft of the hydraulic motor:
against torque from the airloads
when there is a failure in its related hydraulic system
to lock the transmission at the same time as the WTB.
The flap system will operate at half speed if there is a failure of:
one electrical supply
one hydraulic system
one SFCC, or the failure of one of two electrical components
one engine.
Jun04/THTA
The System Ground Operation Inhibit prevents flap system 2 operation during cargo door operation.
Position Indicating
The upper display unit of the ECAM system shows the position of the flaps. The
IPPU, which is installed on the PCU, supplies flap position data to the flight data
recorder and the Flight Warning Computer (FWC).
(see Figure 1: Controls and Indication on page 2)
A visual check of the position of the flaps can be done through the windows in the
fuselage that are adjacent to the flaps. The windows to be used are identified by
a brown triangle on the sidewall panel above them.

Level 3 B1 B2
27-50-4
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 4: Slat Flap System Schematic
COMMAND
SENSOR
UNIT (CSU)
ECAM
FWC 1
SFCC 1
IPPU
FPPU
FWC 2
SFCC 2
1 2
SFCC
ASSYMETRY
POSITION
PICK UP
UNIT
WING TIP BRAKE

1 2
SFCC
POB
M
TO SYS 1
- SLAT WTB
- FLAP WTB
POB
VALVE BLOCK
VALVE BLOCK
1 2
SFCC
FROM SYS 1
- CSU
- APPU'S
- FPPU'S
- LGCIU 1
SLAT PCU
TO SYS 2
- SLAT WTB
- FLAP WTB
SFCC 1
SFCC 2
G
VALVE BLOCK
M
SFCC
1 2
DIFF
GEAR
BOX
POB
SFCC
1 2
SFCC 1
FWC 1
FLAP PCU
DIFF
GEAR
BOX
FPPU
IPPU
1 2
SFCC
FROM SYS 2
- CSU
- APPU'S
- FPPU'S
- LGCIU 2
1 2
SFCC
VALVE BLOCK
POB
M
SFCC
SFCC
1 2
1 2
SFCC 2
FWC 2
ECAM
SFCC 1
LGCIU 1
LGCIU 2
SFCC 2
Jun04/THTA

FLAP ATTACHMENT
SENSOR'S
Level 3 B1 B2
27-50-5
Training Manual
A320 Family
Flaps Electrical Control and Monitoring
Flight Controls
27-50 Flaps
Electrical Control
Figure 5: Flap PCU 1 Electrical Control on page 7
General
The electrical control and monitoring system of the flaps has:
a manually operated slat/flap control lever
a Command Sensor Unit (CSU) 51CV
two Slat and Flap Control Computers (SFCC1 and SFCC2) 21CV, 22CV
two electrically controlled valve blocks 23CV(24CV) installed on the flaps Power Control Unit (PCU) 6201CM
a Feedback Position Pick-Off Unit (FPPU) 27CV
two Asymmetry Position Pick-Off Units (APPU) 29CV(30CV)
two Wing Tip Brakes (WTB) 33CV(34CV)
two flap interconnecting struts, each with two flap-attachment failure detection
sensors 37CV, 39CV (38CV, 40CV).
The functions of the flaps electrical control and monitoring system are:
to control the valve blocks electrically
to control the WTBs electrically
to receive data from and send data to the related systems
to monitor the power transmission for correct operation
to monitor the control system and power transmission for component failure
to monitor the inputs from and outputs to the related systems.
The CSU is installed in the cockpit, immediately below the slat and flap control lever on the panel 114VU. The CSU changes the mechanical signals from the control lever into electrical signals to the SFCC1 and SFCC2.
The two SFCCs are installed in racks in the forward avionics compartment. The
SFCCs have power supplies with no relation between them. Each SFCC has the
same function and includes one flap channel and one slat channel. The flap channels each control one of the two valve blocks on the flaps PCU. Each valve block
has its own different hydraulic supply.
There are three solenoid valves at each valve block. For the low speed mode, the
SFCCs energize the retract/extend solenoid valves and the POB solenoid. For the
high speed mode, the SFCCs energize the extend solenoid valve and the POB solenoid. The POB solenoid permits the release of the POB of the hydraulic motor.
An FPPU, which is attached to the PCU, sends signals on the position of the flap
transmission to the two SFCCs. The PCU gearbox moves the FPPU.
The FPPU has two synchro transmitters, which are the same. One sends signals
to the SFCC1, the other one to the SFCC2.
The slat/flap control lever controls the position of the flaps. The CSU identifies the
position of the slat/flap control lever and sends related signals to each SFCC.
Each SFCC controls a valve block of a hydraulic motor, which is part of the flap
PCU.
The two SFCCs monitor the operation of the transmission system. The FPPU
(which is part of the flaps PCU) and the two APPUs send signals to the SFCCs.
They identify component failures of the transmission system and the control system. The Pressure-Off Brakes (POB) of the PCU and the WTBs stop and hold the
transmission system when a failure occurs.
Jun04/THTA

Level 3 B1 B2
27-50-6
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 5: Flap PCU 1 Electrical Control
>10 sec out of detent = Flap FAULT
Oct03/THTA

27 -50 -7
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Power Control Unit
Valve Block
Figure 6: Flap Power Control Unit on page 9
The flap PCU has two valve blocks which are electrically controlled. Each valve
block controls the flow of hydraulic fluid to its related hydraulic motor and POB.
Description
The flap PCU is a hydro-mechanical unit. The main body, which is a case, contains a differential gearbox.
The Line Replaceable Units (LRUs) of the PCU are as follows:
two hydraulic motors
two Pressure-Off Brakes (POB)
two valve blocks
six solenoid valves
two inlet filters
one Feedback Position Pick-off Unit (FPPU)
one Instrumentation Position Pick-off Unit (IPPU).
The valve blocks are interchangeable with those fitted to the slat PCU. Removal
of the valve blocks is possible without the removal of the PCU from the aircraft.
Hydraulic Motor
Each multi-piston hydraulic motor receives hydraulic pressure from a valve block.
The output shaft of the motor is connected to a POB. Hydraulic fluid lubricates the
motor. The cylinders of the motor are connected to two ports, referred to as the
extend and retract ports.
When the valve block supplies hydraulic fluid to the extend port, the motor moves
in the direction necessary to extend the flaps. When hydraulic pressure is supplied
to the retract port, the motor moves in the opposite direction and the flaps retract.
Pressure-Off Brake (POB)

A POB is attached to each hydraulic motor. It holds the output shaft of the hydraulic motor when:
the hydraulic motors do not operate
the related hydraulic system does not supply sufficient hydraulic power
the WTB stops the flap transmission system because of some system failures.
The POB has a multiple friction-disk pack. Splines connect the stators to the POB
casing and the rotors to the shaft in the center of the POB. Springs hold the friction
disks together. When hydraulic pressure is applied to the POB, the friction disks
are disengaged (against the pressure of the springs).
To remove the POB, you must remove the related hydraulic motor first.
Jun04/THTA
The Linear Variable Differential Transducer (LVDT) is installed on one end of the
valve block. The LVDT supplies a signal to the SFCC so that the SFCC can monitor the position of the control valve spool. Installed on the valve block opposite the
LVDT are two directional solenoid valves and one POB solenoid valve. The directional solenoid valves operate as the extend or the retract solenoid valves. The
POB solenoid valve operates as the brake solenoid valve.
The primary components of a valve block are:

a main control valve
an inlet filter
five restrictors
two check valves
a pressure port
a return port
an electrical connector.
Solenoid Valve
The solenoid valves of the PCU are the same and interchangeable with each other
and those on the WTB. Their removal is possible without the removal of the valve
blocks from the PCU.
Filter
The inlet filter is installed at the pressure port. Its removal is possible without the
removal of the valve block from the PCU.
Differential Gearbox
The differential gearbox contains a reduction and differential gear. The reduction
and differential gear transmits the movement from the hydraulic motors through
the PCU output bevel gear to the flap transmission system. The casing of the differential gearbox also contains the intermediate gear which transmits the movement to the IPPU and the FPPU. On the differential gearbox casing are primary
and secondary load points for the attachment of the PCU to the aircraft structure.

Level 3 B1 B2
27-50-8
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 6: Flap Power Control Unit
Jun04/THTA

Level 3 B1 B2
27-50-9
Training Manual
A320 Family
Hydraulic Actuation
Two of the three hydraulic systems supply fluid pressure through a priority valve
to the PCU:
the GREEN hydraulic system supplies valve block 23CV
the YELLOW hydraulic system supplies valve block 24CV
the priority valves are set when the pressure drops below 140 bar (2030 psi).
Each valve block controls the flow of hydraulic fluid to the related hydraulic motor
and its POB.
Each POB stops and holds the output shaft of the related hydraulic motor when:
the solenoids of the related valve block are de-energized because of a normal
PCU shutdown sequence
there is not enough pressure in the related hydraulic system
one of the failures given in occurs.
Flight Controls
27-50 Flaps
there is a system failure or if the startup sequence occurs near to the commanded
position.
Static Mode
In the static mode:
there is no electrical power at all three solenoid valves
the centering effect of the springs holds the control valve spool in the neutral
position
the lands on the valve spool seal the main pressure and return lines
the chambers at each end of the valve and the line to the POB are open to return. The return is through the solenoid valves.
A differential gearbox connects the output shafts of the hydraulic motors and
transmits their torque to the power transmission system. If a POB engages and
holds its motor, the remaining motor moves the transmission system at half speed
but at full torque.
Operation
The Slat/Flap Control Computers (SFCC 1 and SFCC 2) control the PCU solenoid
valves. The SFCC 1 controls and monitors (through the valve block) the operation
of the motor 1 and the SFCC 2 does the same for the motor 2.
The POB, extend and retract solenoid valves, when energized, permit pressure
fluid flow:
to the POB
to the chambers at each end of the control valve.
When the spool of the control valve moves away from the neutral position, the hydraulic system of the aircraft is connected to the related motor as follows:
the direction in which the valve spool moves controls the direction in which the
motor turns
the distance that the valve spool moves controls the speed at which the motor
turns.
During normal operation, the valve blocks and the motors operate at the same
time. They operate at the same time in the static mode, the normal startup sequence and the normal shutdown sequence. Other sequences operate when
Oct03/THTA

27 -50 -10
Training Manual
A320 Family
Normal Startup Sequence
Normal Shutdown Sequence
the SFCC energizes one of the directional (extend or retract) solenoid valves
the applicable end of the control valve gets fluid pressure
the valve spool moves in response to the increased fluid pressure at its applicable end
the LVDT sends a signal to the SFCC to indicate a movement of the valve
spool
the movement of the valve spool causes the POB solenoid valve to get fluid
pressure
when the valve spool reaches the "pressure on point", the SFCC energizes the
POB solenoid valve to release the POB
the hydraulic motor receives fluid flow and starts to turn the transmission
with the valve spool fully moved, the motor gets the maximum available fluid
flow and turns at full speed.
Flight Controls
27-50 Flaps
electrical power is removed from the drive-direction solenoid when the flaps
are 6.69 deg. (FPPU) away from the set position.
the opposite direction solenoid is energized at this time.
full hydraulic system pressure moves the spool towards the center position.
Restrictors control the speed of this movement of the spool.
the drive-direction solenoid is now energized again when the spool gets to the
Low Speed operation position. Spring pressure now moves the spool, at a
slower speed, towards the center position. A restriction of hydraulic fluid into
the pressure-line upstream of the solenoid valve now controls the speed of
movement of the spool.
the motor now operates at Low Speed" because of the decreased size of the
pressure and pressure-return connections.
electrical power is removed from the drive-direction solenoid and the POB solenoid valve when the flaps are 0.177 deg. (FPPU) away from the set position.
when the LVDT indicates that the valve spool is 1.5 mm from the center position the SFCC removes power from the opposite direction solenoid valve.
the valve spool moves to the center position and stops.
Pressure Maintaining Function

Emergency or stand-by hydraulic power has a limited flow capacity. At a time of
operation with emergency or stand-by hydraulic power, it is necessary to prevent
a sudden decrease in supply pressure.
A sudden decrease in supply pressure can occur because of too much demand
by the flap system. This could cause an application of the POB at any time.
The force and the rate of the spring, together with the port area/valve movement
property, give the function that maintains the pressure of the valve.
Less flow (1/2) =

low flap speed
As the supply pressure decreases, the valve closes slowly. This reduces the flow
rate to the motor and thus the work-load on the pump. This prevents the work-load
of the slat/flap system to cause a sudden decrease of the supply pressure.
Single System Operation

The loss of the hydraulic pressure to one of the two motors causes the POB to apply and hold the motor output shaft. This locks one half of the differential gearbox.
The serviceable motor then gives sufficient output torque at half speed, at the
gearbox output shaft.
Oct03/THTA

27 -50 -11
Training Manual
A320 Family
Monitoring
27-50 Flaps
To monitor the power transmission system, the SFCCs compare the CSU signals
with the position data. The SFCCs receive the position data from:
the two APPUs
the FPPU
the valve blocks
the flap-attachment failure detection sensors.
The two SFCCs monitor the flap system continuously for failures in:
the operation of the power transmission system
the Line Replaceable Units (LRU)
the input and output signals
the power supplies.
Failures in the flap system will not give, but may lead to class 1 level 3 warnings
which are generated by the Electronic Centralized Aircraft Monitoring (ECAM)
system.
The ECAM system shows class 1, level 1 and level 2 cautions to the flight crew
(Ref. 31-50-00). The SFCCs supply failure data to the ECAM system through:
the System Data Acquisition Concentrators (SDAC) (Ref. 31-55-00)
the Flight Warning Computers (FWC) (Ref. 31-53-00)
the Display Management Computers (DMC) (Ref. 31-62-00).
The ECAM gives a Maintenance Status Reminder for class 2 failures.
The SFCCs supply all the related data of failures to the Centralized Fault Display
System (CFDS).
Monitoring of the Power Transmission Systems

The SFCCs monitor the power transmission system for these failures:
asymmetry (a position difference between the two APPUs)
runaway (a position difference between the APPUs and the FPPU)
uncommanded movement (a movement in the wrong direction, or movement
away from the last set position)
overspeed (the faster movement of one or more PPUs)
flap disconnect
system jam
half speed
low hydraulic pressure
control valve position.
Jun04/THTA
Flight Controls
An APPU is installed at the end of the transmission system in each wing. The APPUs are the same as, and interchangeable with, the FPPU. One synchro transmitter in each APPU sends position data to the SFCC1. The other synchro transmitter
in each APPU sends position data to the SFCC2.
The control valve of each valve block has a Linear Variable Differential Transducer
(LVDT) (Ref. 27-54-00). The LVDT sends valve position data to its related SFCC.
The position of the valve is directly related to the hydraulic pressure available at
the valve block.
An interconnecting strut connects the inboard and the outboard flaps. It has two
flap-attachment failure detection sensors. The flap-attachment failure detection
sensors monitor the connected flaps for a position difference out of the specified
limits.
Each flap-attachment failure detection sensor sends a signal to one of the two
Landing Gear Control and Interface Units (LGCIU). Each LGCIU gets a signal
from one sensor on each wing and sends the data to its related SFCC. The SFCC
monitors the data and sends it to the other SFCC through the cross-computer link.
The SFCCs receive data from all four flap-attachment failure detection sensors.

Level 3 B1 B2
27-50-12
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 7: Flap System 1 Monitoring
Jun04/THTA

Level 3 B1 B2
27-50-13
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Feedback Position Pick-Off Unit (FPPU)
FPPU / APPU adjustment
Figure 8: FPPU and APPU location and adjustment on page 15
To adjust the FPPU electrically to zero, no electrical test equipment is necessary.
The FPPU has:

a splined input shaft
a spring-loaded locking plate
the reduction gears
a reduction gear housing
two synchro transmitters which work independently
a synchro cover
an electrical connector block
a cover plate.
For zero adjustment, there are three moving and three fixed indicators:
two fixed pointers on the reduction gear housing
one zero mark on the driving gear
one orange zero indicator
one fixed zero mark on the input shaft locking plate
To adjust the FPPU electrically to zero, no electrical test equipment is necessary.
The spring-loaded locking plate holds the splined input shaft from the removed
FPPU. When the FPPU is installed in the aircraft, the mount of the FPPU pushes
the locking plate away from the shaft splines. The input shaft moves the reduction
gears which are in the reduction gear housing. The reduction gears turn the two
synchro transmitters which are below the synchro cover.
The electrical connector block is installed on the reduction gear housing. The electrical connector block has two connectors, one for each synchro transmitter. The
connectors are identified as A and B. The cover plate is installed on the reduction
gear housing. There is a window in the cover plate to monitor adjustment of the
FPPU to zero.
For zero adjustment, there are three moving and three fixed indicators:
two fixed pointers on the reduction gear housing
one zero mark on the driving gear
one orange zero indicator
one fixed zero mark on the input shaft locking plate
one zero mark on the end of the input shaft.
Asymmetry Position Pick-Off Unit (APPU)

Figure 8: FPPU and APPU location and adjustment on page 15
The two APPUs are the same as and interchangeable with the FPPU
On A319 / A320
When the input shaft turns through 140 revolutions it gives 360 deg. synchro transmitter output. For full travel of the flaps, the angular output of each syncro transmitter is 251.97 deg.
On A321
When the input shaft turns through 140 revolutions it gives 360 deg. synchro transmitter output. For full travel of the flaps, the angular output of each syncro transmitter is 242.1 deg.
Jun04/THTA

Level 3 B1 B2
27-50-14
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 8: FPPU and APPU location and adjustment
FPPU, APPU, IPPU are identical
Safety collar:
0 lock is released at installation
Never push the collar with hands to unlock position
Oct03/THTA

27 -50 -15
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Flap Interconnecting Strut
Flap-Attachment Failure Detection Sensors
Figure 9: Flap Interconnecting Strut on page 17
The SFCCs monitor the flap-attachment failure detection sensors to find connection failure. If the SFCCs receive a flap disconnect signal:
the valve block solenoids on the PCU are de-energized
the POBs lock the two hydraulic motors
the SFCCs give a class 1 level 2 caution and the ECAM display unit shows a
failure message.
The flap interconnecting strut has these functions:

it lets the inner and the outer flaps move independently by a specified limit
it gives a different load path for the flap drive system if there is an attachment
failure
it sends data to the SFCC when the independent movement of the inner and
outer flaps is more than the specified limit
it absorbs energy if a flap drive disconnect occurs.
The flap interconnecting strut has:
a housing
two flap-attachment failure detection sensors
an actuating rod
a target
a ball piece
a sleeve.
System reset is only possible on the ground.

The ECAM display unit shows a failure message if:
the SFCC gets different data from the two sensors on the same wing or
one sensor gives incorrect data.
The housing contains the actuating rod, the sleeve and the ball piece. The target
is at the end of the actuating rod. The two sensors on the housing align with the
targets on the actuating rod, with the flaps in their normal postion.
The actuating rod has a total travel of 18 mm (0.7086 in.) in each direction from
the center position. The limit of independent movement between the flaps is 14.5
mm (0.5708 in.). The sensors send a target-far signal to the LGCIU if the target
moves more than 15 mm (0.5905 in.) from the center position.
Jun04/THTA

Level 3 B1 B2
27-50-16
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 9: Flap Interconnecting Strut
- Strut movement: 2x14.5 mm = 29mm

- 14.5mm --LGCIU -- SFCC -- Flap movement
stops (No WTB activation)
Oct03/THTA

27 -50 -17
Training Manual
A320 Family
Wing Tip Brake and WTB Control
Flight Controls
27-50 Flaps
A special hydraulic system supplies each hydraulic manifold. The solenoid valves
control the supply of fluid pressure to the pistons.
Figure 10: Flap Wing Tip Brake on page 19

The WTB is an electro-hydraulic pressure-on brake. It is installed near the end of
the transmission system in each wing. The WTBs stop and hold the transmission
if the SFCCs find some given types of failures. Each WTB has two solenoid
valves. Each solenoid valve controls one part of a WTB. The hydraulic supply to
each WTB is as follows:
the Blue and Yellow systems supply the left WTB
the Blue and Green systems supply the right WTB.
The two battery buses (701PP for system 1 and 702PP for system 2) supply power
to the WTB solenoids through the SFCCs. This makes sure that power is available
to the WTB if there is an engine power failure. Each busbar supplies one solenoid
on each WTB. When the solenoids are energized, the system latches the circuit
to keep the solenoid valves open. When the WTBs operate, the transmission
locks. The circuit can only be set back (reset) on the ground through the Centralized Fault Display System (CFDS).
The two SFCCs control the LH and the RH WTB. Each SFCC controls one solenoid on each WTB.
When the solenoids are energized, the fluid pressure moves the piston to release
the spring force and puts the brake on. When the solenoids are de-energized, the
fluid pressure returns through the solenoid valves and lets the brake off.
Leakage of fluid past the piston seals returns through a drilled hole. If hydraulic
pressure is not available to one piston, the remaining piston gives sufficient force
to act against the spring to let the brake off.
Operation of the Wing Tip Brake

The WTBs lock the transmission system if a failure occurs.
1. If one or the other lane of the flap channel finds a failure:
the lane arms its own WTB circuits
the other channel receives a WTB-arm discrete signal.
2. If one or the other lane in the second flap channel also finds the failure:
the lane arms its own WTB circuits
the first channel receives a WTB-arm discrete signal.
When the SFCCs receive a WTB-arm signal they energize the related WTB solenoid valves. The WTBs lock the transmission system.
If one SFCC does not operate, the other SFCC receives a WTB-arm signal automatically. If the other SFCC finds a failure, one solenoid valve on each WTB gets
electrical power.
3. Reset
The WTB is an electro-hydraulic, pressure-on disc-brake. The WTB has:

a central housing
a friction disc pack
a through torque shaft
two hydraulic manifolds
two annular pistons
two solenoid valves
two electrical connectors.
The WTB can only be reset on the ground through the CFDS.
The central housing contains the friction disc pack which has an alternate stator
and rotor discs. The central housing holds the stator discs, external splines on the
torque shaft drive the rotor discs. The internal splines at each end of the torque
shaft engage with the flap transmission system. At each end of the central housing
is a hydraulic manifold which contains an annular piston. The torque shaft passes
through the center of the two pistons. A solenoid valve and an electrical connector
are installed on each manifold.
Jun04/THTA

Level 3 B1 B2
27-50-18
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 10: Flap Wing Tip Brake
Reset has to be done in SFCC 1 and SFCC 2
Pressure on brake
Brake activation: 1. Asymmetry

2. Symmetrical Runaway
3. Overspeed
4. Uncommanded Movement
Oct03/THTA

27 -50 -19
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Power Supply
Figure 11: Slat / Flap Power Supply on page 21
The electrical power supplies for the flap control and monitoring system are:
the essential bus 401PP
the normal bus 204PP
the battery buses 701PP and 702PP.
The essential bus 401PP supplies:
the SFCC1 flap channel
the related PCU solenoids
the synchro and LVDT excitation voltages.
The battery bus 701PP supplies the WTB solenoids related to the SFCC1.
The normal bus 204PP supplies:
the SFCC2 flap channel
If the WTBs are operated, the battery buses keep the solenoids energized during
a SFCC power failure.
Jun04/THTA

Level 3 B1 B2
27-50-20
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 11: Slat / Flap Power Supply
DC Norm Bus
Ess. Bus
Hot Bus:
WTB Sol (Reset
OG only)
Oct03/THTA

27 -50 -21
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Interfaces
Figure 12: SFCC Interfaces on page 23
The SFCCs send and receive discrete and analog electrical signals to and from
the components of the flap system. Each SFCC has an ARINC 429 interface,
which connects it to the other systems.
Jun04/THTA

Level 3 B1 B2
27-50-22
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 12: SFCC Interfaces
Jun04/THTA

Level 3 B1 B2
27-50-23
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Flaps Hydraulic Actuation and Power Transmission
Drive levers on the actuator output shafts move the flaps through flap link arms.
Bolts attach the flap link arms to the flap bottom surface.
General
To prevent extension or retraction overtravel each drive lever has mechanical

stops. Engagement of the stops does not occur at a time of normal operation.
A hydromechanical Power Control Unit (PCU) in the fuselage supplies the mechanical power to the flap transmission system. The PCU has two hydraulic motors. Each motor has a Pressure-Off Brake (POB) and a valve block, which is
electrically controlled.
Wing Tip Brakes (WTB) give asymmetry and runaway protection (Ref. 27-51-00).
The offset gearbox of the track 4 actuator drives an Asymmetry Position Pick-off
Unit (APPU)
Torque shafts and gearboxes transmit the mechanical power from the PCU to the
offset gearboxes of the actuators. The offset gearboxes then transmit the power
through their torque limiters to the rotary actuators, which move the flap transmission system.
Carriages, which roll freely on staight tracks, hold each flap. Track installation is
on beams below the wing. Vertical-load rollers and side-load rollers keep the carriages on the tracks. Each carriage has a containment device to hold it on the track
if a failure occurs.
The torque limiters control the transmission of torque from the offset gearboxes to
keep the torque in the specified limits. The torque limiters prevent the mechanical
overload of the rotary actuators.
The carriages, tracks and beams at tracks 2, 3 and 4 are made almost the same.
Attached to the fuselage is track 1, which uses a different configuration as that at
tracks 2, 3 or 4. Attached to the flap bottom surface at tracks 2, 3 and 4 are brackets. Connected to the brackets is a linkage which operates the hinged part of the
track fairing during flap extension and retraction.
Power Transmission
In each wing, the transmission system includes:
torque shafts
a right angle gearbox at the wing root. This changes the drive alignment
through 90 degrees for input to the track 1 actuator
a line gearbox. This moves the drive path forward onto the rear face of the false
rear spar
a 19 degree bevel gearbox. This puts the drive into line with the rear spar
four actuators. Each actuator consists of an offset gearbox, a torque limiter and
a plug-in rotary actuator
a Wing Tip Brake (WTB)
an Asymmetry Position Pick-Off Unit (APPU).
At the end of each track are mechanical stops. The stops prevent retraction overtravel and makes sure that the flap do not disengage at the end of flap extension.
Engagement of the stops does not occur at a time of normal operation.
On A321:
Hinge mechanisms connect the trailing edge of the tab surface to the primary surface of the flap. Five hinge mechanisms hold the outboard flap tab to the outboard
flap and three hinge mechanisms hold the inboard flap tab to the inboard flap. The
tabs and flaps move in relation to each other during extension and retraction.
The torque shafts transmit power from the PCU to the gearboxes and actuators.
Universal joints connect the torque shafts and steady bearings support them.
Each input gearbox has a torque limiter which operates in both directions. Each
torque limiter has a lock-out torque value set as necessary for its location. The
torque limiters protect the wing structure and the actuators from a torque overload
which could occur by a flap mechanism failure. A mechanical indicator on each actuator latches if a lock-out occurs. You can set the indicator again when the aircraft
is on the ground.
Jun04/THTA

Level 3 B1 B2
27-50-24
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 13: Flaps Power Transmission
A319 / A320
Jun04/THTA
A321

Level 3 B1 B2
27-50-25
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Right Angle Gearbox 6203CM(6253CM)
Line Gearbox 6209CM(6259CM)
A right-angle gearbox is installed in each wing. Their gear ratio is 1:1. Bolts attach
each right-angle gearbox to the structure.
The line gearbox has a ratio of 1:1. Bearings, seals and the procedures for lubrication and inspection are almost the same as those used on the right angle gearbox.
The input and output shafts have splined ends for connection to the torque shafts
of the transmission system. The input and output shafts have reversed lip seals
which make sure that unwanted material does not get into the gearbox. The gearbox is filled with grease. There are inspection plugs through which you can examine the lubricant.
Jun04/THTA

Level 3 B1 B2
27-50-26
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Bevel Gearbox 6217CM(6267CM)
Torque Shafts and Steady Bearings
The bevel gearbox has a ratio of 1:1. Bearings, seals and the procedures for lubrication and inspection are almost the same as those used on the right angle gearbox.
Each torque shaft is a splined/bolted assembly which has, as applicable:

universal joints
flexible joints
a plunging joint.
Universal joints have two forkends connected with a cruciform bearing and can
have splined connections or flanged connections. Flanged connections are bolted
to flanges on the mating torque shaft and the splined connections connect with
mating splines. Splined connections can be one of two types, the movable type
('M'), or the fixed type ('F'). Movable joints are free to move along the splines.
Fixed joints have a pin installed to stop any movement. The pins are held in position with a spring clip.
Universal joints let the torque shafts have large angular changes of alignment as
they turn.
The flexible joint is an articulating spline-joint assembly that has a male splined
coupling and a female splined coupling. The couplings are connected together
with a swaged retainer to make a movable joint. The flexible joints let the torque
shafts have small angular changes of alignment as they turn.
The plunging joint has a universal joint which moves on splines inside a short
drive shaft. The plunging joint gives a flexible joint:
on the output side of the flap 1 actuator
on the input side of the line gearbox.
Each torque shaft assembly has at least one movable end connection. The movable end connection has an indicator groove. This goes out of view when the
splines at the connection are correctly engaged.
Steady bearings, which hold the torque shafts, are attached to the structure with
bolts. Two types of steady bearing are installed:
a self-aligning ball bearing only
a self-aligning ball bearing and univeral joint assembly.
Jun04/THTA

Level 3 B1 B2
27-50-27
Training Manual
A320 Family
Flap Actuators
Flight Controls
27-50 Flaps
Figure 14: Flap Actuator (Typical)
Track 1 is shown as an example. 2, 3 and 4 are similar in design and operation.

The actuator is an assembly that has:
an offset gearbox
a rotary actuator.
Offset Gearbox - Track 1

The offset gearbox casing contains:
a through shaft
the torque limiter
reduction gearing
the rotary actuator.
The power goes from the through shaft through the torque limiter to spur gears.
The spur gears move the input shaft of the rotary actuator.
Jun04/THTA

Level 3 B1 B2
27-50-28
Training Manual
A320 Family
Torque Limiter - Track 1
Flight Controls
27-50 Flaps
Figure 15: Torque Limiter
The torque limiter has:

a ball ramp device
a friction disk pack spline-mounted to release too much torque through the
gearbox casing into the aircraft structure
a spring disk pack that is set to a limit of a minimum of 120 % of the maximum
torque for operation
an indicator with a spring clip which usually stays in the retracted position.
The torque limiter is made to stop the transmission of too much torque into the output. It also makes sure that the indication of torque peaks, which momentarily engage and release the torque limiter, does not occur.
Operation
The power input from the torque shaft turns the through shaft of the torque limiter.
The power transmits to the reduction gears, then the rotary actuator, through the
input gear. If the torque necessary at the input to the rotary actuator is more than
the bevel-gear shaft supplies (so the input gear causes resistance):
the balls move up the ramp in the ball and ramp coupling
the input gear moves axially against the spring disks "A"
the movement of the input gear compresses the friction disks against the
earthed plates in the friction disk pack
the compression of the friction disk pack causes the input gear to "lock-out"
the pressure on the spring disks "A" pushes the spring cup against the spring
disks "B"
the spring cup pushes the plunger
the indicator extends to show that a lock-out torque occured.
The indication of the lock-out torque occurs only:
when hydraulic-power-given torque is released through the gearbox casing
into the aircraft structure because of too much load downstream.
The system can be set again by operation in the opposite direction. The indicator
stays extended until it is cancelled manually.
Jun04/THTA

Level 3 B1 B2
27-50-29
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Rotary Actuator - Track 1

Bolts attach the rotary actuator to the offset gearbox casing. The gearbox output
shaft turns the rotary actuator. A first-stage gear train transmits input torque from
the offset gearbox to the power stage of the actuator. The power stage includes
nine planet gears held by rings. This gives an equal share of the load between the
driven output carrier drive, and the earth annulus gear. The differential gear ratio
between the planet gears, the earth annulus gear and the output ring gears gives
a high torque/low speed output.
Jun04/THTA

Level 3 B1 B2
27-50-30
Training Manual
A320 Family
Flap Carriages
Flight Controls
27-50 Flaps
Figure 16: Flap Carriages
Carriage - Track 1
The carriage at track 1 is machined from aluminium alloy forging. Four verticalload and two side-load rollers hold the carriage on its track. The rollers are lubricated through grease points on the carriage.
Carriage - Track 2, 3 and 4

The carriages at tracks 2, 3 and 4 are machined from aluminium alloy forgings. All
three carriages are almost the same. Six vertical-load and four side-load rollers
hold each carriage on its track. The rollers are lubricated through grease points on
the carriage. A fail-safe hook keeps the flap on the track if there is a structural failure of the carriage.
Bolts attach the carriages to the flaps. The bolts have eccentrics which let you adjust the flaps.
Flap and Track Fairing Operating Mechanism
Attached to the flap bottom surface, immediately outboard of each track position,
is a flap link arm. Bolted to the drive lever, on its related actuator, is the forward
end of each link arm. At tracks 1 and 4 are links arms made of machined aluminium. At tracks 2 and 3 are link arms made of machined titanium. The link arms
transmit the movement from the rotary actuators to the flap surface.
Attached to the flap bottom surface, at tracks 2, 3 and 4, is an arm which operates
the track fairing. Attached to the operating arm is a linkage which operates the
moveable track fairing during flap extension and retraction.
Jun04/THTA

Level 3 B1 B2
27-50-31
Training Manual
A320 Family
Flap and Track Fairing Operating Mechanism
Flight Controls
27-50 Flaps
Figure 17: A319 / A320 Flap Operating Mechanism
Figure 17: A319 / A320 Flap Operating Mechanism on page 32

Attached to the flap bottom surface, immediately outboard of each track position,
is a flap link arm. Bolted to the drive lever, on its related actuator, is the forward
end of each link arm. At tracks 1 and 4 are link arms made of machined aluminium.
At tracks 2 and 3 are link arms made of machined titanium. The link arms transmit
the movement from the rotary actuators to the flap surface.
A321 Inboard and Outboard Fairing Operating Mechanism
Figure 18: A321 Flap Fairing Operating Mechanism on page 33
Attached to the flap bottom surface, at tracks 2, 3 and 4, is an arm which operates
the track fairing. Attached to the operating arm is a linkage which operates the
moveable track fairing during flap extension and retraction.
Fairings attached to the flap and tab bottom surfaces cover the hinges at the 1A,
1B, 3A, 3B and 3C positions.
A321 Inboard and Outboard Tab Operating Mechanism
Figure 19: A321 Flap Track and Tab Operating Mechanism on page 33
The inboard tab is attached to the rear spar of the flap at hinge 1A, hinge 1B and
at flap Track 2.
The outboard tab is attached to the rear spar of the flap at the tracks 3 and 4 and
at the hinges 3A, 3B and 3C.
When the flaps move, the tabs are operated by a linkage connected from:
the shroud box assembly to the hinge 1A tab attachment bracket
the roller carriages of the tracks 2, 3 and 4 to the tab attachment brackets.
Jun04/THTA

Level 3 B1 B2
27-50-32
Training Manual
A320 Family
Figure 18: A321 Flap Fairing Operating Mechanism
Jun04/THTA
Flight Controls
27-50 Flaps
Figure 19: A321 Flap Track and Tab Operating Mechanism

Level 3 B1 B2
27-50-33
Training Manual
A320 Family
Flaps Position Indicating
Flight Controls
27-50 Flaps
Power Supply
General
The upper display unit of the Electronic Centralized Aircraft Monitoring (ECAM)
system shows the flap position. The display unit shows the flap position together
with the slat position and the direction of their movement.
The Instrumentation Position Pick-Off Unit (IPPU) 3CN monitors the movement of
the mechanical transmission system. It thus monitors the operation and position
of the flaps.
The 431XP ESS BUS and the 231XP Bus 2 supply 26V AC:
431XP ESS BUS supplies circuit breaker 1CN
231XP BUS 2 supplies circuit breaker 2CN
1CN supplies 26V AC to IPPU connector A
2CN supplies 26V AC to IPPU connector B.
If the alpha-lock/speed baulk-function operates, the caution A-LOCK (cyan) flashes below the wing indication.
System Description
If the slats/flaps do not move freely, the FLAP indication changes from cyan to amber.
Figure 21: Flaps Position Indication on page 36
Instrumentation Position Pickoff-Unit (IPPU)
The IPPU is attached to the flap Power Control Unit (PCU). An intermediate gear
transmits the movement from the output shaft of the differential gearbox to the IPPU. The IPPU sends the flap position data to the Flight Warning Computers
(FWC1, FWC2) (Ref. 31-53-00). The FWCs send the data to the Electronic Instrument System (EIS). The EIS shows the position of the flaps on the upper display
unit of the ECAM system.
The upper display unit uses the shape of a wing to show the slat and flap positions.
A grey symbol shows the fixed center section of the wing. Green indications show
the correct position of the slats and flaps. When the slats and flaps are fully retracted, the green symbols are shown on the two sides of the center section of the
wing.
White points show the position of the slats and flaps on the display. The white
points are not shown when the slats and flaps are fully retracted (clean configuration). The indications S and F, which are usually green, show the slat and flap part
of the display. The indications are not shown when the aircraft is in the clean configuration.
The upper display unit also shows:
the position of the slat and flap control lever
the direction of the slat and flap surface movement
the limit of the selected movement
the position of the slat and flap surfaces during movement
when the slat alpha-lock/speed baulk-function is in operation
when the flap auto-command function is engaged.
The IPPU has:

a splined input shaft
a spring-loaded locking plate
reduction gears
a reduction gear housing
two synchro transmitters which operate independently
a synchro cover
an electrical connector assembly
a cover plate.
When the IPPU is removed, the spring-loaded locking plate holds the splined input
shaft from the removed IPPU. When the IPPU is installed, the mount of the IPPU
pushes the locking plate away from the shaft splines. The input shaft moves the
reduction gears which are in the reduction gear housing. The reduction gears turn
the two synchro transmitters which are below the synchro cover.
The electrical connector assembly is installed on the reduction gear housing. The
electrical connector assembly has two connectors, one for each synchro transmitter. The connectors are identified as A and B. The cover plate is installed over an
opening in the reduction gear housing. There is a window in the cover plate to
monitor adjustment of the IPPU to zero.
The IPPU is the same as the Feedback Position Pick-Off Unit (FPPU).
Figure 1: Controls and Indication on page 2
Jun04/THTA

Level 3 B1 B2
27-50-34
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 20: Flap Position Indication
PCU Feedbacksignal
and Monitoring
CSU
IPPU
Oct03/THTA

27 -50 -35
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Figure 21: Flaps Position Indication
Jun04/THTA

Level 3 B1 B2
27-50-36
Training Manual
A320 Family
Flight Controls
27-50 Flaps
CFDS - Related System Monitoring

Detected Faults
Assymmetry
Runaway
Overspeed
Uncommanded Movement
CSU Misadjust
Flap Disconnect
Jam
Half Speed
Low Pressure
PCU Valve Block
2 revolutions of the shaft = 0.4 Flap movement
Jun04/THTA

Level 3 B1 B2
27-50-37
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Normal speed
Oct03/THTA

27 -50 -38
Training Manual
A320 Family
Flight Controls
27-50 Flaps
3 different possibilities
SLAT
Oct03/THTA
FLAP

27 -50 -39
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Danger directly from

RETR to EXT and vv
Oct03/THTA

27 -50 -40
Training Manual
A320 Family
Jun04/THTA

Flight Controls
27-50 Flaps
Level 3 B1 B2
27-50-41
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Speed < 8RPM = Torque limiter activation (Reset:

operate the syst in opposite direction)
Oct03/THTA

27 -50 -42
Training Manual
A320 Family
Flight Controls
27-50 Flaps
<119 RPM with both systems in ops
Oct03/THTA

27 -50 -43
Training Manual
A320 Family
Syst. stops due

of low press
Oct03/THTA
Flight Controls
27-50 Flaps
Syst low speed

27 -50 -44
Training Manual
A320 Family
Flight Controls
27-50 Flaps
Norm condition > 6mm contr valve movement
Oct03/THTA

27 -50 -45
Training Manual
A320 Family
Jun04/THTA

Flight Controls
27-50 Flaps
Level 3 B1 B2
27-50-46
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
27-60 Spoiler
Jun04/THTA

Level 3 B1 B2
27-60-1
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
General
Five spoilers numbered 1 thru 5 inboard to outboard are provided on the rear upper surface of each wing.
The spoilers are used for:
Roll function
Speedbrake function
Ground spoilers function
Each spoiler is electrically controled and Hydraulically actuated by an electrohydraulic servocontrol.
They are two type of servocontrol with different overhaull :
The inboard type for spoilers 1,2 and 3.
The outboard type for spoilers 4 and 5.
Three Spoiler Elevator Computer (SEC) elaborate the surface deflection order.
The spoilers 1 and 2 are associated with SEC 3.
The spoilers 3 and 4 are associated with SEC 1.
The spoiler 5 is associated with SEC 2.
Each SEC is organized around two channel:
Command channel
Monitor channel
The Command channel receives analog sensor data, Arinc data and discrete signals in order to generate the flight commands used to drive the correspondant servo control. The Monitor channel receives independently the sensor information
required to compute the control law.
Each SEC is also connected to two Flight Concentrator Data Computer (FCDC).
The FCDC serves as an interface between the SEC's and :
Display System and Warning (EIS Ref 31-60,FWC Ref 31-53),
Maintenance System (CFDS Ref 31-30),
Recording System (FDIU,DFDR,QAR Ref 31-33).
The position of all spoilers and other surface are indicated on the lower ECAM Display Unit (Ref 31-64) via the FCDC.
Jun04/THTA

Level 3 B1 B2
27-60-2
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Figure 1: Spoiler System Schematic

SYSTEM DISPLAY
GBY
SPD BRK
AIL
B
AIL
B
ELAC 1
PITCH TRIM
UP
ROLL ORDERS
RUD
GBY
CFDIU
FMGC
FCDC 1
FCDC 2
DMU
THRUST
LEVER
POSITION
(POT)
TAT - 5 C
SAT - 30 C
60300
23H56
EIU
RADIO ALT (FROM ELAC)

ADIRS
SFCC
ACCELEROMETER
PRESSURE
SWITCHES
SEC 1
SEC 2
GROUND SPOILER
PRESELECTION
SEC 3
G
B
Y
SPEED BRAKE ORDER
LGCIU
1+2
WHEEL
SPEED
1-4
SPEED BRAKE
SB#1= O/G 6
Flt contr check
SPEED BRAKE

GROUND SPOILER SURFACES
S2
Oct03/THTA
S1
S1
S3
GROUND SPOILER SURFACES
S3

S3
S3
S1
S1
S2
27 -60 -3
Training Manual
A320 Family
System Description
Flight Controls
27-60 Spoiler
In flight, when the aircraft speed is more than 315 knots or Mach 0.75 with the autopilot engaged, the speedbrake retraction rate decreases (approximately 25 seconds are necessary to retract the speedbrakes from FULL to IN).
Roll function
Each surface is actuated by one servo control supplied from either the green, yellow or blue hydraulic system which is controlled from SEC 1, 2 or 3.
Surfaces are automatically retracted to zero position when a fault is detected by
the corresponding computer or when not electrically controlled.
ln case of loss of hydraulic supply the surface remains at the existing deflection or
less if pushed down by aerodynamic forces.
When a spoiler surface on one wing fails, the symmetric one on the other wing is
inhibited.The spoilers 2 thru 5 assist the ailerons in roll control.
The Roll axis is controlled and monitored by the three SEC's associated with ailerons.
The SEC's elaborate the surface deflection orders:
In manual control mode, mainly from the side stick
In autopilot mode from FMGES (Ref 22-10).
The deflection rate is limited to 5 /sec.

In order to do the test of the spoiler 1 on the ground, a 6 extension of the spoiler
1 is possible with the speedbrake control lever.
A319: Maximum speed brakes deflection:
25 for spoilers 3 and 4.
12,5 for spoiler 2 in configuration 3.
17,5 for spoiler 2 in configuration 0, 1, and 2.
A320: Maximum speed brakes deflection in manual flight:
20 for spoiler 2.
A320: Maximum speed brakes deflection with AP engaged:
12,5 for spoiler 2.
Full authority of surfaces is :

35 deg (On A321 ( 7 deg limitation for spoiler 3).
The max speed brakes deflection, AP engaged, is achieved with half speed
brakes lever deflection.
The spoilers 2, 3, 4 and 5 use the same deflection; from configuration 0 to configuration 3, a threshold is included to minimize the drag.
A321: Maximum speed brakes deflection:

25 for spoilers 2, 3 and 4.
Speedbrake function
The speedbrake control order is inhibited:

if the monitoring of the speedbrake control transducer unit has detected a failure
if the alpha protection is active,
A319 / A320 in FLAPS FULL configuration, A321 in Flaps 3 and FULL
Thrust Levers above MCT position
in case of loss of one elevator control (due to pitch flutter detection),
in case of single elevator configuration,
in case of loss of the Blue and Green hydraulic pressures.
The speedbrake function is ensured by the spoilers 2, 3 and 4 and the associated
SECs.
The speedbrake deflection order is dependent upon the speedbrake control lever
position.
Extension of the spoilers 2 is half the extension of the spoilers 3 and 4.
The speedbrake order is combined with roll orders.
For surfaces 2, 3 and 4 (which perform roll and speed brake functions) the roll
function has priority: When the sum of a roll order and a simultaneous speed brake
order on one surface is greater than the maximum deflection achievable in flight,
the symmetrical one is retracted until the difference between the two surfaces is
equal to the roll order.
If speed brakes are extended, they are automatically retracted and kept retracted
until inhibition condition disappears and lever reset (speed brake can be extended
again at least 10 sec after lever reset).
When one surface has failed on one wing, the symmetric one on the other wing is
inhibited.
Oct03/THTA

27 -60 -4
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Figure 2: Speedbrake Function
Speedbrake range
GND Spoiler ARM pos
Deflection see 27-60-4
Oct03/THTA

27 -60 -5
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Ground Spoiler Function
Partial lift dumping
General
The ground spoilers extend partially (10) when reverse is selected (on at least
one engine other thrust lever at or near idle) and one main landing gear strut is
compressed.
Ground spoilers are armed when the speed brake control lever is pulled up into
the armed position. When a ground spoiler surface on one wing fails, the symmetric one on the other wing is inhibited.
The ground spoiler function is ensured by all the spoilers.
This partial extension by decrease the lift, eases the compression of the second
main landing gear strut, and consequently leads to the normal spoiler extension.
The surface deflection is 50 deg with an extension rate of 20 deg/s (in autopilot or
manual mode).
Activation of the ground spoiler function

Figure 5: Ground Spoiler Logic on page 9
The activation of the ground spoiler function is dependent upon:
the function preselection, or one throttle lever at reverse
the two engines at low rate
wheel speed information (of both main gears)
the main landing gear wheel rotation more than 72kts
Condition on wheel speed is inhibited after GND/FLT transition.
The condition is rearmed if wheel rotation stops.
Consequently after an A/C bounce (A/C airborne):
the spoilers remain extended with thrust lever at idle
the spoilers retract if thrust is increased above idle (GA), and extend again after
the next touch down.
elevator pre command at the extension of the ground spoilers (autopilot and
Manual) only valid for A319 and A321
the both main landing gears compressed while the altitude less than 6ft
The preselection is made with the speedbrake control lever. The lever position
must be lower than - 2 deg.
This preselection can also be made through the selection of reverse thrust on both
throttle control levers, or only one throttle control lever with the other control lever
in position less than 20 deg.
The "two throttle levers at low rate" information is given when the position of the
two throttle control levers is less than 20 deg.
Jun04/THTA

Level 3 B1 B2
27-60-6
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Figure 3: Ground Spoiler Function
Jun04/THTA

Level 3 B1 B2
27-60-7
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Figure 4: Spoiler 1 Extension
USED FOR FLIGHT

CONTROL CHECK ONLY
Jun04/THTA

Level 3 B1 B2
27-60-8
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Figure 5: Ground Spoiler Logic

GND SPOILER HANDLE ARMED
Normal Situation for Gnd

Spoiler at Landing
AND
THRUST LEVERS IDLE

OR
ONE THRUST LEVER IN REV

AND
Gnd Spoiler at
aborted T/O
AND
OTHER THRUST LEVER IDLE OR IN REV
SPOILERS
EXTENSION
WHEEL SPEED > 75KT (BOTH MLG)

OR
FLT TO GND
TRANSITION
LATCHED 3s
RA < 6 FT
BOTH MLG COMPRESSED
AT LEAST ONE THRUST LEVER IN REV
OTHER THRUST LEVER IDLE
ONE MLG COMPRESSED
AUTOMAINTAIN
AND
SEC
PARTIAL
SPOILER
EXTENSION
( 10 )
TRANSDUCER UNITS
CAM
TRAVEL OF LEVER
EXTENSION OF
SPEED BRAKES
TO SEC 1 / 2 / 3
GROUND
SPOILER
SELECTION
Oct03/THTA
GROUND SPOILERS
ARMED
SPOILERS
RETRACTED

27 -60 -9
Training Manual
A320 Family
Speedbrake Control Transducer Unit
The speedbrake control is achieved through a specific unit located on the aft left
part of the center pedestal.
Figure 6: Speedbrake Control Transducer Unit
SPEED BRAKE Lever
The lever controls:
- The position of the speed brake surfaces.
- Manual preselection of the ground spoilers.
To select speed brake surface to a required position,
the lever has to be pushed down and selected to the
required position.
A "hard point" is provided at " 1/2 " SPEED BRAKE
position.
To arm the ground spoilers, the lever must be pulled up
when in RET position.
When the lever is armed, or reverse thrust is selected,
all spoilers will automatically extend at landing or in
case of rejected take-off .
Jun04/THTA
Flight Controls
27-60 Spoiler
The input lever drives one end of a fail safe axis which has a friction brake at the
other end to provide an artificial feel and to freeze the lever position when it is out
of the zero selection.
A duplicate system is used to drive two sets of 3 plastic track potentiometers with
a gear ratio of 3.
The mechanical design is such that a single mechanical failure is not able to cause
simultaneous loss of the two potentiometer drives or to disconnect input lever and
to forbid in the same time the brake to freeze the position.
The COM unit of each SEC computer is connected to one potentiometer of
one set, the MON unit being connected to a potentiometer of the other set.
Electrical characteristics of the potentiometers are the same as for potentiometers
fitted in the side stick control unit.
Potentiometers are rigged to mid stroke position for selector lever in zero position.
Figure 7: Transducer Unit Interface

Level 3 B1 B2
27-60-10
Training Manual
A320 Family
Spoiler Hydraulic Actuation
27-60 Spoiler

General
The hydraulic actuation is achieved by one electrohydraulic servocontrol with
asymmetrical chambers, for each spoiler.The five fixed body servocontrols (one
per spoiler) are interchangeable.
Flight Controls
The items below are line Replaceable Units (LRUs):

filter
servovalve.
The length of the actuator piston rod is adjustable to allow to obtain the spoiler
neutral position when the piston rod is fully retracted.
Figure 9: Spoiler Servocontrol
Jun04/THTA

Level 3 B1 B2
27-60-11
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Operation
Operation in case of high pressure decrease
Figure 10: Servocontrol Operation on page 14
When the HP decreases but remains sufficient to keep the bypass valve in the active mode, the piston retracts under external forces. These forces are higher than
those delivered by the large chamber pressure. They cause the servovalve spool
valve to open in the direction which connects the large chamber to the pressure
line.

In this case, the high pressure is applied to the bypass valve (3) and to the plunger
(7) which hold the closing valve (6). Thus the two actuator chambers are connected to the servovalve control lines.
The feedback transducer (11) provides the servoloop feedback.
The servovalve has a biased zero. When the input signal is equivalent to the electrical zero, its spool valve is open at 25 % of its max. stroke and connects the supply line of the small chamber to the high pressure.
When the spoiler is at neutral, it is held against the servocontrol stop by nulling the
current of the servovalve.
The servovalve then feeds the high pressure to the small chamber and applies the
piston rod to its internal retraction stop.
Operation after an electrical failure

In this case the servovalve input signal is nulled. This biases the servovalve in order to make the piston rod retract.
Then the check valve (2) allows to servovalve retraction at low speed as the fluid
transits through the servovalve leakages.
Operation on the ground with the servocontrol depressurized

In the event of a thermal overpressure in the small chamber, the pressure increasing valve (8) pushes the plunger (7) which causes the valve (6) to open, and thus
the small chamber is unlocked.
Maintenance Mode
In order to enable ground maintenance operations, the small chamber can also be
unlocked manually by means of the maintenance unlocking crank-lever (10).
This lever also holds the maintenance pressure-inhibiting valve (9), thus the control chamber of the bypass valve is connected to the return line.
This action avoids spoiler movement even if the servocontrol is then pressurized.
see Figure 11: Servocontrol Maintenance Device on page 15
When the pressure drops:

the relief valve (2) moves under the action of its spring. This isolates the servovalve from the high pressure
the plunger (7) frees the closing valve (6). This prevents the extension of the
piston rod
the bypass valve (3) moves rearward under the action of its spring.
This isolates the piston chambers from the servovalve control lines then the two
piston chambers are interconnected in the retraction direction via the closing valve
(6).
The servocontrol can be retracted by external forces.
The calibration valve (4) and the anti-cavitation valve (5) prevent any low pressure
in the small chamber by slowing, down, the transit of the fluid surplus of the large
chamber in the return line.
Jun04/THTA

Level 3 B1 B2
27-60-12
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Active Mode
In active mode the servo control actuator is hydraulically supplied.
According to the command signal to the servo valve the spoiler surface will extend
or retract.
Biased Mode
The servo-control actuator is pressurized.
Due to an electrical failure the command signal is lost.
The blased servo valve pressurizes the retraction chamber. The spoiler actuator
stays pressurized and the spoiler remains retracted.
Locked Mode
In locked mode, the hydraulic pressure is lost. The closing valve closes the retraction chamber. The surface can only be moved towards the retracted pposition,
pushed by aerodynamic forces.
Manual Mode
The servo control actuator must be depressurized.
Then the maintenance unlocking lever can be turned.
The spoiler surface can be raised manually for inspection purposes.
Jun04/THTA

Level 3 B1 B2
27-60-13
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Figure 10: Servocontrol Operation
Oct03/THTA

27 -60 -14
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Figure 11: Servocontrol Maintenance Device
Jun04/THTA

Level 3 B1 B2
27-60-15
Training Manual
A320 Family
Flight Controls
27-60 Spoiler
Indication
SYSTEM DISPLAY
Hydraulic System Indication GBY
Normally green. Becomes amber in case of hydraulic system
low pressure.
Spoilers / Speed Brake Indication
Green
Spoiler deflected more than 2,5.
Green
Spoiler retracted.
Amber
Spoiler fault deflected.
Amber
Spoiler fault retracted.
ELAC / SEC Indication

Normally green. Becomes amber in case of ELAC / SEC
failure or in case of failure of both FCDC.
Box normally white. Becomes amber associated with ELAC
SEC indication. Moreover amber XX is displayed if
associated surface is unserviceable.
Jun04/THTA

Level 3 B1 B2
27-60-16
Training Manual
A320 Family
27-80 Slats
27-80 Slats
Slat Alpha Lock/Speed Baulk on A319 / A320

The Air Data/Inertial Reference Units (ADIRU) supply corrected angle-of-attack
(alpha) and computed air speed (CAS) data to the SFCC. The SFCC use the data
to prevent slat retraction at high alpha and/or low CAS. Slat retraction is not possible if:
the alpha is more than 8.5 deg.
the CAS is less than 148 knots.
Lift Augmenting (Slats)

General
The function resets if alpha decreases below 7.6 deg. or CAS increases over 154
knots.
Figure 1: Slat System Layout on page 2

The aircraft has five slats on the leading edge of each wing. Together with the
flaps (Ref. 27-50-00) they are used to increase lift. The slats are installed on tracks
which are attached to the leading edge of each wing.
The slats are attached, at the forward end, to circular-arc tracks. The tracks operate in guide rollers. Two tracks support each of the four slats outboard of the engine pylon. Four tracks support the track inboard of the engine pylon. Two of the
tracks inboard, and each of the tracks outboard of the engine pylon, have curved
rack gears fitted.
Each curved rack gear engages with a pinion. Plug-in rotary actuators move the
pinions. Power to the plug-in rotary actuators comes from the transmission. An
electrically controlled hydro-mechanical Power Control Unit (PCU) gives power to
move the transmission.
Two Slat/Flap Control Computers (SFCC1 and SFCC2) monitor and control the
slats. An Instrumentation Position Pick-Off Unit (IPPU) is installed on the Power
Control Unit (PCU). It sends signals to the Electronic Instrument System (EIS),
which identifies the position of the slats.
A Feedback Position Pick-Off Unit (FPPU) gives signals of the output shaft position of the PCU. Two Asymmetry Position Pick-Off Units (APPU) give signals of
the slat position or speed. The SFCC1 and the SFCC2 receive and monitor the
signals from the FPPU and the APPUs.
System Description
Alpha lock/speed baulk is not possible if:

the slat retraction is set before alpha is more than 8.5 deg. or CAS less than
148 knots
the aircraft is on the ground with CAS below 60 knots.
When the function is active, the ECAM shows the message A-Lock (cyan, pulsing)
below the slat position indication (Ref. 27-85-00).
Slat Alpha Lock/Speed Baulk on A321

The Air Data/Inertial Reference Units (ADIRU) supply corrected angle-of-attack
(alpha) and computed air speed (CAS) data to the SFCC. The SFCC use the data
to prevent slat retraction at high alpha and/or low CAS. Slat retraction is not possible if:
the alpha is more than 8.0 deg.
the CAS is less than 165 knots.
The function resets if alpha decreases below 7.1 deg. or CAS increases over 171
knots.
Alpha lock/speed baulk is not possible if:
the slat retraction is set before alpha is more than 8.0 deg. or CAS less than
165 knots
the aircraft is on the ground with CAS below 60 knots.
When the function is active, the ECAM shows the message A-Lock (cyan, pulsing)
below the slat position indication (Ref. 27-85-00).
Electrical Control and Monitoring

The electrical control and monitoring system of the slats is similar to the flap system. Therefore only specific differences to the flap system are discussed in this
chapter 27-80.
Jun04/THTA
Flight Controls

Two of the three hydraulic systems supply fluid pressure through a priority valve
to the PCU:
the BLUE hydraulic system supplies valve block 25CV

Level 3 B1 B2
27-80-1
Training Manual
A320 Family
the GREEN hydraulic system supplies valve block 26CV

the priority valves are set when the pressure drops below 140 bar (2030 psi).
Flight Controls
27-80 Slats
Figure 1: Slat System Layout
Each hydraulic motor has its own valve block and POB. The valve blocks control
the direction of rotation and the speed of the output shaft of the PCU.
The two hydraulic motors move the transmission system through a differential
gearbox. This causes the slat control surfaces to move to the set position.
The POB holds the output shaft of the hydraulic motor:
against torque from the airloads
when there is a failure in its related hydraulic system
to lock the transmission at the same time as the WTB.
Each POB stops and holds the output shaft of the related hydraulic motor when:
the solenoids of the related valve block are de-energized because of a normal
PCU shutdown sequence
there is not enough pressure in the related hydraulic system
loss of one electrical supply
loss of one hydraulic system
failure of one SFCC, or failure of one of two electrical components
failure of one engine.
assymetry, runaway, oevrspeed or uncommanded movements is detected
A differential gearbox connects the output shafts of the hydraulic motors and
transmits their torque to the power transmission system. If a POB engages and
holds its motor, the remaining motor moves the transmission system at half speed
but at full torque.
Each wing has 10 ROTARY

ACTUATORS
equipped with Torque Limiters and
Indicators
Jun04/THTA

Level 3 B1 B2
27-80-2
Training Manual
A320 Family
Figure 2: Slat System Schematic
Flight Controls
27-80 Slats
Position Indicating
The upper display unit of the ECAM system shows the position of the slats. Installed on the PCU is an IPPU which supplies flap position data. The IPPU also
gives data to the flight data recorder and the Flight Warning System (FWC).
See 27-50 Figure 1: Controls and Indication on page 2
A visual check of the position of the slats can be done through the windows in the
fuselage that are adjacent to the slats. The windows to be used are identified by
a brown triangle on the sidewall panel above them.
Power Supply
Figure 3: Slat Power Supply on page 5
The electrical power supplies for the slat control and monitoring system are:
the essential bus 401PP
the normal bus 202PP
the battery buses 701PP and 702PP.
The essential bus 401PP supplies:
the SFCC1 slat channel
The normal bus 202PP supplies:
the SFCC2 slat channel
If the WTBs are operated, the battery buses keep the solenoids energized during
a SFCC power failure.
Jun04/THTA

Level 3 B1 B2
27-80-3
Training Manual
A320 Family
Jun04/THTA

Flight Controls
27-80 Slats
Level 3 B1 B2
27-80-4
Training Manual
A320 Family
Flight Controls
27-80 Slats
Figure 3: Slat Power Supply
Jun04/THTA

Level 3 B1 B2
27-80-5
Training Manual
A320 Family
Flight Controls
27-80 Slats
Slats Hydraulic Actuation and Power Transmission
Attachment of the actuators is to housings. Bolts attach the housings to the structure at tracks 2, 3 and 5 thru 12.
General
Each actuator moves its related track through a pinion. The actuator output shaft
moves the pinion which engages with a gear rack. Bolts attach the gear rack to the
track. The tracks operate in vertical-load rollers and side-load rollers. The tracks
retract through holes in the front spar into sealed containers. The sealed containers make a projection into the fuel tanks.
A hydromechanical Power Control Unit (PCU) in the aircraft fuselage supplies mechanical power to the slat transmission system. The PCU has two hydraulic motors. Each motor has a Pressure-Off Brake (POB) and a valve block, which is
electrically controlled.
Torque shafts and gearboxes in the fuselage and the wings transmit the mechanical power from the slat PCU to the actuators, which move the slats. There are two
actuators for each slat. The actuators are installed on the aircraft structure.
Tracks 1 and 4 are made almost the same as the moved tracks but without the
gear rack. They are to prevent that slat 1 falls away if there is a slat attachment
failure.
Torque limiters in the transmission system and in the actuators make sure that the
load applied to the structure is not too high.
Wing tip brakes give asymmetry and runaway protection.
Component Location
Power Transmission
(Ref. Fig. 001)
The slat transmission system includes:
torque shafts in the fuselage and wings
a 19 degree bevel gearbox which changes the direction in which the drive is
aligned
a T-gearbox which changes the direction in which the drive is aligned through
90 degrees. This gives an output to each wing
two 63.5 degree bevel gearboxes at each wing root. These gearboxes move
the drive from below wing level to the wing leading edge
ten rotary actuators (two per slat) in each wing.
The torque shafts transmit power from the PCU to the gearboxes and actuators.
Universal joints connect the torque shafts and steady bearings support them.
Each input gearbox has a torque limiter which operates in the two directions (extend/retract). Each torque limiter has a lock-out torque value set as necessary for
its location. The torque limiters protect the wing structure and the actuators from
a torque overload which could occur by a slat transmission failure. A mechanical
indicator on each actuator latches if a lock-out occurs. You can set the indicator
again when the aircraft is on the ground.
Jun04/THTA

Level 3 B1 B2
27-80-6
Training Manual
A320 Family
Flight Controls
27-80 Slats
Figure 4: Slat Power Transmission
Jun04/THTA

Level 3 B1 B2
27-80-7
Training Manual
A320 Family
Flight Controls
27-80 Slats
Figure 5: PCU
Power Control Unit (6001CM)

The slat PCU is similar to the flap PCU. Access is through the main lnading gear
doors or through a accesspanel located at the belly fairing.
Jun04/THTA

Level 3 B1 B2
27-80-8
Training Manual
A320 Family
Bevel Gearbox, 19 degree (6003CM)
Flight Controls
27-80 Slats
Figure 6: Bevel Gearbox
The bevel gearbox has a ratio of 1:1. The input and output shafts have reversed
lip seals which make sure that unwanted material does not get into the gearbox.
The gearbox is filled with grease. There are inspection plugs through which you
can examine the lubricant.
Jun04/THTA

Level 3 B1 B2
27-80-9
Training Manual
A320 Family
Flight Controls
27-80 Slats
Tee Gearbox (6005CM)
Bevel Gearbox, 63.5 degree
The T-gearbox has a ratio of 1:1. Bearings, seals and the procedures for lubrication and inspection are almost the same as those used on the 19 degree bevel
gearbox.
The four 63.5 degree bevel gearboxes have a 1:1 ratio and are the same. Bearings, seals and the procedure for lubrication and inspection are almost the same
as those used on the 19 degree bevel gearbox.
Jun04/THTA

Level 3 B1 B2
27-80-10
Training Manual
A320 Family
Torque Shafts and Steady Bearings
The torque shafts are made of stainless steel. They have end fittings, which are
welded. The end fittings have a flange for a bolted joint or splines for a sliding end
connection. Bolts attach universal joints and splined movable joints to the flanges
where necessary. The universal joints permit large angular changes of alignment
and the splined movable joints allow small angular changes of alignment.
Each shaft has at least one sliding end connection. The external part of the sliding
end connection has an indicator groove. It shows when the engagement of the external and internal parts is below a minimum.
Steady bearings, which support the torque shafts, are attached to the structure
with bolts.
Actuator
There are two types of actuator in each wing. Those on tracks 2 and 3 are larger
in diameter and include more gearing than the other actuators. The assembly and
operation is almost the same for all actuators.
Each actuator includes:
a cylindrical casing
a through shaft
a bidirectional torque limiter with latching indicator
a sun gear
a power output stage. (This includes a compound differential planetary arrangement of six planets, supported by rings)
an output shaft which engages the track drive pinion.
The large diameter actuator has a first-stage reduction gear between the sun gear
and the power output stage. The differential ratio across the power output stage
provides the high torque/low speed operation of the actuators.
Grease fills the actuators for life-time lubrication. It is not possible to lubricate at
regular times. Collected moisture drains through bleed holes in the casing. Pivoted cover plates over the bleed holes make sure that unwanted material does not
get into the actuator. The cover plates turn to permit the removal of grease from
the bleed holes. This helps the collected moisture to drain.
Jun04/THTA
27-80 Slats
a friction disc pack spline-mounted to release too much torque through the
gearbox casing into the aircraft structure
a spring pack that is set to a limit of a minimum of 120% of the maximum torque
for operation
an indicator which a spring clip usually keeps in the retracted position.
The torque limiter stops the transmission of too much torque into the output. It also
makes sure that the indication of torque peaks, which momentarily engage and release the torque limiter, does not occur.
Operation
Power input to the actuator through-shaft moves the sun gear through the torque
limiter.
In the small diameter actuator, the sun gear transmits power directly to the power
output stage. The power is then transmitted to the output shaft.
Figure 7: Slat Actuator on page 12
The torque limiter has:

a ball ramp device with input and output members
Flight Controls
In the large diameter actuator, the sun gear moves the power output stage through
the first-stage reduction gear.
When the torque necessary at the actuator output shaft is more than the load value of the torque limiter spring:
the output member of the ball ramp moves slowly, which causes the balls to
move up the ramp
the output member moves axially against spring 'A' into the clearance in the
friction disc pack
as input torque increases, brake friction in the friction disc pack sends too
much input torque through the gearbox casing into the aircraft structure. This
limits the output torque
more increase in input torque causes more axial movement of the output member against spring 'B'
as spring 'B' compresses, the brake friction in the friction disc pack makes sure
that the input shaft does not turn
the indicator extends to show that lock-out torque has occurred.
The indication of the lock-out torque occurs only:
when hydraulic-power-given torque is released through the gearbox casing
into the aircraft structure because of too much load downstream.
The system can be set again by operation in the opposite direction. The indicator
stays extended until it is cancelled manually.

Level 3 B1 B2
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Training Manual
A320 Family
Flight Controls
27-80 Slats
Figure 7: Slat Actuator
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family
Slat Tracks
The circular-arc tracks are machined from steel and move in grease-lubricated
vertical-load and side-load rollers.
Attached to the forward face of the front spar are two ribs, one inboard and one
outboard of the track. Attached to the ribs are the rollers.
The tracks retract through holes in the front spar into sealed containers. The
sealed containers make a projection into the fuel tanks.
At each end of each moved track is a fixed stop. On retraction, the forward stops
prevent damage to the track containers, slat and leading edge structure. The stops
on the rear of the track prevent that the slat falls from the wing when the transmis-
Jun04/THTA
Flight Controls
27-80 Slats
sion system is disconnected. Engagement of the stops does not occur during normal operation.
The tracks are of inverted-U section. Tracks 2, 3 and 5 thru 12 have a steel gear
rack bolted in the track channel. The gear rack engages with a pinion. Bearings
between the track ribs support the pinion. The actuator output shaft moves the pinion.
When tracks 1 and 4 are made, they can have spacers installed in the inverted-U
channel. This is to get the correct tolerance. The number of spacers can be between zero and four.
Figure 8: Slat Tracks

Level 3 B1 B2
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A320 Family
Jun04/THTA

Flight Controls
27-80 Slats
Level 3 B1 B2
27-80-14
Training Manual
A320 Family
27-90 EFCS
Flight Controls
27-90 EFCS
Particular Points
FCDC System (Flight Control Data Concentrator)
In the event of multiples failures affecting certain LRUs of a same type, the FCDC
will, in certain cases, give only one message; (e.g left and right throttles failed: one
message only however, if accelerometers 1 and 2 failed: two messages).
General
The surface position is given by the computer which controls the surface except
for the ailerons, the position is given by the computer in standby
The Flight Control Data Concentrator (FCDC) is a part of the Electrical Flight Control System (EFCS).
The indication SPOILER OUT is given for a deflection higher than 2.5 deg.
It is a centralized subsystem that provides access to EFCS status and failure information.
Test generated by the FCDC are: Damping tests.
Some periodic tests are performed by the FCDC
The function of the FCDC is based on the validation and concentration of in-flight
and on-ground status and failure data.
The result of this operation will be stored in the FCDC failure memory or sent back
to the EFCS or transmitted to associated A/C subsystems.
Power Supply
The FCDC 1 is supplied from DC essential bus bar 8PP and the FCDC 2 is supplied from DC normal bus bar 2PP.
Interface
Figure 1: FCDC Interface on page 2
Operation
Data Concentration (FCDC functions)
Based on data received from ELACs, SECs and various other sources, the FCDC
generates and transmits the following digital information to the ECAM system:
the position and availability of flight control surfaces
failure signals.
The FCDC commands also the illumination of the lights indicating the priority between side sticks. But the side sticks priority logic is implemented inside the ELAC
and SEC.
Maintenance Functions
The above information is also transmitted to the Centralized Fault Display Unit.
Jun04/THTA

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Flight Controls
27-90 EFCS
Figure 1: FCDC Interface
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A320 Family
Test
Flight Controls
27-90 EFCS
Figure 2: Self Test
General
The FCDC is equipped with integrated test functions which provide a high degree
of failure detection, identification and isolation. Confirmed failures are stored in a
particular zone of non-volatile memory for later display in a maintenance mode.
Self Test
Upon power-on, the FCDC is initialized and starts its internal self test-functions
(BITE).
These are:
partial BITE if power supply interrupt is less than 3 seconds A/C on ground or
if power supply interrupt is more than 3 seconds A/C in flight
complete BITE if power supply interrupt is more than 3 seconds A/C on
ground.
Jun04/THTA

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Flight Controls
27-90 EFCS
Maintenance and Safety Tests/Bite

General
Maintenance
The EFCS maintenance system is built around the two FCDCs. See Figure 3 on
page 5.
The FCDCs
collect the failures detected by the ELACs and the SECs
consolidate the received data
elaborate and generate the maintenance messages to the CFDIU.
Periodic Tests
There are two periodic tests launched by the CFDIU via the MCDU
aileron servocontrol damping test
elevator servocontrol damping test
Automatic Tests
These tests are built in order to detect hidden failures on standby channels and
failures which cannot be detected by continuous monitoring.
Interface
For the Centralized Fault Display System (CFDS) the FCDCs are type-1 systems
i.e. their inputs/outputs are connected with the Centralized Fault Display Interface
Unit (CFDIU) by ARINC 429 buses.
Data concerning:
maintenance messages,
tests,
control surface positions are transmitted through the ARINC 429 buses.
Jun04/THTA

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27-90-4
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 3: BITE Access
Jun04/THTA

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Training Manual
A320 Family
Operation
Flight Controls
27-90 EFCS
LRU Identification
This page indicates the part numbers of the flight control computers
Maintenance
The LRU failures detected in flight by the ELACs and the SECs are memorized by
the FCDCs in non-volatile memories and are permanently transmitted to the
CFDIU under label 356.
Ground Scan
On the ground, using the Multipurpose Control and Display Unit (MCDU), the display in the cockpit of maintenance messages in clear language is effected according to two types:
display specific to the CFDS for line maintenance (rapid troubleshooting)
display specific to flight controls for deeper maintenance.
Thus this function can confirm a troubleshooting.
F/CTL Menu
This information is stored with each failure message.
This function is used on the ground to display the failures which are present at the
time of the request.

The TROUBLE SHOOTING DATA allows to display complementary fault information and data concerning the system status before and after the failure occurrence.
The TROUBLE SHOOTING DATA can be called from the "LAST LEG REPORT",
"PREVIOUS LEG REPORT" and "GROUND REPORT".
This menu is mainly provided for main-base maintenance of flight controls.

The 4 sub-menus below are displayed:
EFCS 1
EFCS 2
SFCC 1
SFCC 2
Memory
The function MEMORY is used to read internal memories; it provides BITE data
for shop use or information for equipment sellers.
The EFCS maintenance messages are processed in the EFCS 1 or 2 sub-menus.
Last Leg Report

Only the failures of the last flight, affecting flight controls are displayed.
These messages include:
the date,
the aircraft identification,
the flight number,
the time,
the failed LRU with its ATA reference.

Only the failures of the last 64 flights, affecting flight controls are displayed.
The display is identical with that of CFDS menu (Ref. Para. (1) (b)).
Jun04/THTA

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A320 Family
Flight Controls
27 -90 EFCS
Figure 4: CFDS Page Architecture (for EFCS)
EFCS 1 = FCDC 1
EFCS 2 = FCDC 2
Only for A320

with LAF system
Oct03/THTA

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Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 5: EFCS Menu
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Training Manual
A320 Family
Test
Flight Controls
27-90 EFCS
The test result is displayed on the MCDU in the form R AIL TEST OK or L AIL
TEST OK.
This function is presented on the MCDU by the FCDCs. It has two purposes:
initiate tests related to flight controls,
display the test results on the MCDU.
TEST REPORT.
Two tests are available:

elevator servocontrol damping test
aileron servocontrol damping test
The test result is displayed on the MCDU in the form AIL TEST NOT POSSIBLE.
Elevator servocontrol damping test

This test is initiated from the MCDU: indications given by the MCDU provide guidance to conduct the test.
The test is driven by the FCDC and is performed by the SEC1 and SEC2.
The SECs control the deflections of the surfaces by pressurizing each servocontrol simultaneously then alternatively.
The test result is displayed on the MCDU in the form L ELEV TEST OK or R ELEV
TEST OK.
TEST REPORT.
The test result is displayed on the MCDU in the form ELEV TEST NOT POSSIBLE.
Conditions required by the FCDC to initialize the test

For all tests
Aircraft on ground and not moving condition:
at least one ELAC and two SECs send ground condition
LGCIU "NOSE GEAR STATUS" wired signal is at compressed state
"ENGINE PRESSURE STATUS" is at low state
at least two SECs give "WHEEL SPEED less than 6 KTS" information
no SEC sends "WHEEL SPEED more than 66 KTS" information
3 hydraulic system pressure on:
at least 3 computers (ELAC or SEC) send "B, G, Y HIGH PRESSURE" information.
For aileron damping test
SEC1 & SEC2 P/BSW "OFF"
both ELACs OK
For elevator damping test
ELAC1 & ELAC2 P/BSW "OFF"
SEC1 & SEC2 OK
Aileron servocontrol damping test

(Ref. Fig. 06)
The test is conducted in the same manner as the elevator servocontrol test.
The test is driven by the FCDC and performed by the two ELACs.
Measurements identical with that on elevators are performed.
Jun04/THTA

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A320 Family
Flight Controls
27-90 EFCS
Figure 6: FCDC Tests
Jun04/THTA

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27-90-10
Training Manual
A320 Family
Conditions required by ELAC to initialize test
27-90 EFCS
In addition the ground setting of the THS is normally ensured by the ELAC1 in order to check the availability of the ELAC1 THS control loop.
both ELACs available

3 hydraulic pressure available
ground condition
both side sticks at neutral
wheel speed less than 6 KTS
3 ADIRS switched off
both FCDCs available
Aileron Changeover Test

This test is made only by the ELACs.
It is launched one time per flight in order to check that each ELAC is able to drive
the aileron servocontrol mode (active or damped).
The test is enabled when:
the aircraft is on ground and not moving
3 hydraulic pressures are available
the elevators are at neutral and it is stopped as soon as one of these conditions
disappears. If case of unsuccessful test a warning "AIL SERVO FAULT" and a
maintenance message are displayed.
Conditions required by the SEC to initialize the test
Flight Controls
ground condition
ADR OFF
wheel speed < 6kts
both FCDCs available
When a test is not possible on hexa code is display on the MCDU in order to
help the operator.
When the FCDC is in MENUE mode. the FCDC FAULT warning is displayed on
the upper ECAM.
Automatic Tests
Elevator Test
Mechanical disconnection monitoring
This monitoring is ensured the by ELAC1 in order to check that its associated elevator servocontrols are not disconnected from the elevator.
If there is a disconnection, the failure is detected during the check list and the
warning "ELEV SERVO FAULT" and a maintenance message are displayed.
These tests are built in order to detect failures which are not seen by the permanent monitoring.
(b)Elevator changeover test
Generally these tests are allowed when the aircraft is on ground and not moving.
Each ELAC checks its capability to drive the mode of the elevator servocontrol.
Any failure will induce the loss of pitch control in the affected ELAC and the loss
of elevator control in the associated SEC (if the SEC is affected by the failure).
This failure will give the warning "ELAC PITCH FAULT" or "ELEV SERVO FAULT"
and a maintenance message.
THS Test
This test is performed by the ELACs and SECs in the following conditions:
the aircraft is on ground and not moving.
3 hydraulic systems pressurized
pitch attitude lower than 5 deg.
Spoiler Servovalve Relay Test
The AIM of this test is to check the capability of each computer to control either
the THS electrical motor power supply switching or the THS enable signal.
In case of unsuccessful test a warning "ELAC PITCH FAULT" (when an ELAC is
affected) or a CLASS2 message (when a SEC is affected) and a specific maintenance message are displayed.
Jun04/THTA
The conditions to launch this test are the same as for the aileron test.
The monitoring of the relay is made by the reading of the normally-closed contact
status:
when hydraulic pressure is high, the relays are closed
when hydraulic pressure is low, the relays are open.
If a discrepancy is detected, the affected SEC disconnects. This failure will give
"SEC FAULT" warning.

Level 3 B1 B2
27-90-11
Training Manual
A320 Family
Flight Controls
27 -90 EFCS
Figure 7:
SFCC-1
Normally two SFCC menu pages are transmitted to the CFDS by the selected
SFCC.
But, in case of:
PIN PROGRAMMING DISAGREEMENT
If there is a Pin Programming disagreement installation, the SFCC transmits a "
PIN PROG DISAGREE " message.
In this case, no further pages shall be provided.
SLAT CHANNEL NOT AVAILBLE
If slat channel is selected but not available the SFCC transmits a "SLAT NOT
AVAILABLE" message in all options.
SLT System Status

The display features the faults (class 1 or 2) affecting the system at the time of interrogation.
POB
Oct03/THTA

27 -90 -12
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 8: CFDS Specific Page Presentation
Jun04/THTA

Level 3 B1 B2
27-90-13
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Slat Test Reset

SFCC Test Failure Report (Memory Read Out)
Failure data from the automatic integrity test (PWR UP TEST) or from the maintenance test (SFCC-TEST) is stored in the SFCC TEST FAILURE REPORT.
If there is no failure, therefore no report, the "NO FAULTS" message is displayed.
To read the failure message, the corresponding failure report has to be selected.
On selection of one PWR UP TEST report, the failure message is displayed.
"L1: OUTPUT DISCRETES" denotes failure messages about LANE 1.
"L2: OUTPUT DISCRETES" denotes failure messages about LANE 2.
WTB-Reset
When the START WTB RESET key is pressed, the associated WTB solenoid
valves are reset and the result is displayed.
Jun04/THTA

Level 3 B1 B2
27-90-14
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 9:
Jun04/THTA

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A320 Family
Flight Controls
27-90 EFCS
SLT System Data

PPU
The slat PPU data is refreshed every 5 seconds with updated data.
"272.3" represents the decimal value of the synchro angles.
"C1A" represents the hexadecimal value of the same data.
ARINC 429 Input Status

Whatever the selection SLAT ARINC INPUT STATUS or FLAP ARINC INPUT
STATUS the display has the same presentation. Except for FLAP an additional
STATUS message is displayed concerning ARINC 429 inputs from
LGCIU: ("LGCIU OK").
Discrete Inputs
The status of the slat discrete inputs is displayed on the MCDU.
"$" represents function set (1) or function reset (0).
"%" represents logic 1 or logic 0 as determined by input circuit.
"AOG" means Aircraft On Ground.
"SGOI" means System Ground Operation Inhibit.
The following data are available only in the flap channel.
"XX...XX" replaces FLAP RELIEF ENABLED or FLAP RELIEF DISABLED or
FLAP RELIEF CODING FAIL
"YY...YY" replaces MAX FLAP 25 DEG or MAX FLAP CODING FAIL
X-Link Input
Each channel receives and validates the following information:
LABEL 23 Attachment data
LABEL 60 Diagnosis data
LABEL 61 Unused
LABEL 62 System Status Word data
LABEL 63 FPPU Synchro Angle data
LABEL 64 LH APPU Synchro Angle data
LABEL 65 RH APPU Synchro Angle data
LABEL 67 WTB/POB data word
Jun04/THTA

Level 3 B1 B2
27-90-16
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 10:
Jun04/THTA

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27-90-17
Training Manual
A320 Family
Flight Controls
27-90 EFCS
SFCC-1
The "TROUBLE SHOOTING DATA" item provides additional data about the failures (all classes) recorded during the last and previous legs.
The failure selected on the previous page is displayed with its snapshot data at the
occurence of this failure.
ON GROUND FAULTS
The MCDU displays the faults stored in the "on ground failure memory"(generally
limited to the 3 last faults recorded).
If no failures are stored, the MCDU displays the "NO FAULTS" message.
Jun04/THTA

Level 3 B1 B2
27-90-18
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 11:
Jun04/THTA

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A320 Family
Flight Controls
27-90 EFCS
SFCC Bite Test - Main Modes
SFCC - Automatic Integrity Test
The Built in Test Equipment of the SFCC performs several tests to detect and isolate any failure or failed component.
The SFCC has no power up test.
The Built In Test Equipment (BITE) operates in 3 main modes:

Automatic Integrity Test mode.
MCDU Test mode (SFCC SELF Test).
Permanent Monitoring mode.
Figure 12: SFCC Bite Test - Main Modes
The Automatic Integrity Test is the only test which is automatically performed once
a day, 60 seconds after the SFCC is powered, the NC is on ground and a new date
is received from the CFDS.
If no date is received from the CFDS and the NC is on ground the Automatic Integrity Test will be performed 60 seconds after each power interrupt which is longer than 10 milliseconds.
The Automatic Integrity Test takes approximatively 2 seconds. The Automatic Integrity Test tests all the internal SFCC circuits.
Figure 13: SFCC - Automatic Integrity Test
Jun04/THTA

Level 3 B1 B2
27-90-20
Training Manual
A320 Family
Automatic Integrity Test NOT OK
The Automatic Integrity Test is not OK, here is an example of what is displayed on
the UPPER ECAM. You have to dialog with the SFCC through the CFDS in order
to get more information.
Flight Controls
27-90 EFCS
The reading of the SFCC BITE contents, through the CFDS, on the LAST LEG
REPORT page gives the faulty message. Additional failure data from the automatic integrity test is stored in the SFCC FAILURE REPORT.
Figure 14: Automatic Integrity Test NOT OK
Jun04/THTA

Level 3 B1 B2
27-90-21
Training Manual
A320 Family
Flight Controls
27-90 EFCS
SFCC - Self Test (Initiated by MCDU)
Example of Failed SFCC Self Test
The MCDU TEST, also called SELF TEST, is performed from the MCDU-SFCC
menu when the AC is on ground.
To confirm a class 1 failure a test has been performed on the MCDU.
It tests all the internal SFCC circuits and the SFCC peripheral LRUs.
These LRUs are the FPPUs, APPUs and Wing Tip Brake solenoids.
Here is failure data given by the SFCC BITE.

Figure 16: Example of Failed SFCC Self Test
Figure 15: SFCC - Self Test (Initiated by MCDU)
Jun04/THTA

Level 3 B1 B2
27-90-22
Training Manual
A320 Family
SFCC - Permanent Monitoring
Flight Controls
27-90 EFCS
Figure 17: SFCC - Permanent Monitoring
During the Permanent Monitoring au the components and functions are monitored.
The two SFCCs continually monitor the flaps and slats for failures in:
the operation of the power transmission system
(asymmetry, runaway, overspeed, flap disconnect, system Jam
the Line Replaceable Unit
(SFCC, Command Sensor Unit, the WTBs, the APPUs, the FPPUs, on the
PCUs: the valveblocks, the hydraulic motors, the flap proximity sensors ).
the input and output signals
(the ARINC inputs, the installation code, the operation mode coding
the power supplies
(the SFCC DC supply, the WTB DC supply and synchro exitation power).
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family
Display and Message after a Flap Asymmetry
The pilots reports FICTL FLAPS LOCKED. Here is an example of what is displayed on the upper ECAM.
Jun04/THTA
Flight Controls
27-90 EFCS
Here is the message given by the SFCC BITE in the LAST LEG REPORT FLAP
of the SFCC 1 menu.
The sub-menu SYSTEM-DATA can give information about the PPUs, the ARINC
Inputs, the discrete Inputs and X-link input monitoring. The information given by
the sub-menu SYSTEM-DATA is updated every 5 seconds.

Level 3 B1 B2
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Flight Controls
27-90 EFCS
Figure 18: SFCC Test - Failure Messages List (1 of 3)
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Flight Controls
27-90 EFCS
Figure 19: SFCC Test - Failure Messages List (2 of 3
Jun04/THTA

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Flight Controls
27-90 EFCS
Figure 20: SFCC Test - Failure Messages List (3 of 3)
Jun04/THTA

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Training Manual
A320 Family
Flight Controls
27-90 EFCS
Panels, Controls and Indications
Sidestick Deflection
FAC P/Bs
The maximum range for sidestick deflection is displayed in

white on ground after first engine start. The indication
disappears after lift-off .
OFF

computer.
FAULT
Sidestick Order Indication
The combined CAPT / FO sidestick order is displayed in white
on ground after first engine start. The indication disappears
after lift-off.

SEC P/Bs
OFF

computer.
PFD indications
FAULT
ELAC P/Bs
A
B
E
C
D
Jun04/THTA

OFF
FAULT

computer.
ECAM caution activation:
When a failure is detected.
During ELAC power up test (8 sec
duration). Power up test occurs at
electrical power application or after
electrical transient.
- Extinguishes when OFF is selected, or at
the end of the power up test, if completed
satisfactory.
Level 3 B1 B2
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Training Manual
A320 Family
Sidestick Priority Lights

Red arrow light:
Illuminates
- In front of the Pilot who's sidestick authority
is lost, indicating priority has been taken
over by opposite sidestick.
Extinguishes
- If the opposite take-over P/B is released
within 40 sec.
- If the latched priority situation has been
canceled.
Sidestick
27-90 EFCS
Sidestick
The sidesticks, one on each lateral console, are used for
manual pitch and roll control. They are springloaded to neutral.
When the AP is engaged, both sticks are locked in the neutral
position. If a force above a given threshold is applied, the AP
disconnects and manual control is restored:
- Pitch
5 kg
- Roll
3.5 kg
Priority logic:
When only one sidestick is operated, the command is send to
the EFCS.
When both sidesticks are operated at a time, the inputs are
algebraically added and the result is sent to the EFC S. The
addition of both inputs is limited to single stick maximum
deflection.
Both green CAPT and F/O SIDE STICK PRIORITY lights flash
and a DU AL INPUT" voice message is given every 5 seconds
as long as both pilots operate their sidestick simultaneously .
Green CAPT, green F/O light:

Flashes
- When both sidesticks are deflected
simultaneously but no side has taken
priority.
Illuminates
- In front of the pilot who has taken over
control priority if the opposite sidestick is
not in the neutral position, indicating a
potential and unwanted control demand.
Extinguishes
- If the opposite side stick is returned to the
neutral position.
Take-Over P/B
Pressing either take-over P/B will:
- Disengage the AP if engaged.
- Deactivate the opposite stick and secure entire control
priority as long as the P/B is kept pressed. If pressed for
more than 40 sec, the system will latch, thus allowing the
P/B to be released without loosing priority .
NOTE: - An aural "PRIORITY LEFT" or "PRIORITY RIGHT"

message will sound each time priority is taken over.
- If on ground take-off mode engages with one stick
deactivated, the TAKE
triggered.
E Glareshield Panel, LH side
Flight Controls
E Glareshield Panel, RH side
If both sidestick take-over P/Bs are pressed, the last Pilot to

press will get the priority.
A deactivated sidestick can be reactivated at any time by
momentarily pressing the take-over P/B on either stick.
Push-T o-T alk Button
Springloaded to neutral position,
Jun04/THTA

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Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 21: Rudder Trim Selector/Speedbrake Lever

Rudder Trim Position Indicator
Displays the rudder trim direction (L or R ) and value (0 to 20 ).
A
RUD TRIM Selector
Controls the rudder trim actuator which moves the neutral
point of the artificial feel by equivalent of 1 / sec of rudder
travel.
NOTE: Rudder trim rotary selector is not active with A/P en
gaged.
A
B
Rudder Trim RESET P/B

When pushed, the rudder trim system is reset to zero,
achieved by the FAC which controls the rudder trim actuator .
SPEED BRAKE Lever
Jun04/THTA
The lever controls:

- The position of the speed brake surfaces.
- Manual preselection of the ground spoilers.
To select speed brake surface to a required position,
the lever has to be pushed down and selected to the
required position.
A "hard point" is provided at " 1/2 " SPEED BRAKE
position.
To arm the ground spoilers, the lever must be pulled up
when in RET position.
When the lever is armed, or reverse thrust is selected,
all spoilers will automatically extend at landing or in
case of rejected take-off .

Level 3 B1 B2
27-90-30
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 22: Stabilizer Trim Wheel
A
A
PITCH TRIM Wheel

Both pitch trim wheels provide mechanical control of the THS
and have priority over electrical control.
- Crew action on pitch trim wheel does not disconnect the
ELAC's (micro switches actuated by the override
mechanism ensure that the computers remain
synchronized with the manually selected position.).
- Trim position is indicated in degrees on a scale adjacent
to each trim wheel.
- A CG scale is also provided to give the relation between
CG location and pitch trim setting.
- Normal range is marked by a green band.
- The THS mechanical control must be used when pitch
direct law is in use.
Following touch down, pitch trim is automatically reset to 0
as the pitch attitude becomes less than 2,5 provided the
green and yellow systems are pressurized.
Jun04/THTA

Level 3 B1 B2
27-90-31
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 23: ECAM Lower Display/Flight Control Page

Hydraulic System Indication GBY
SYSTEM DISPLAY
Normally green. Becomes amber in case of hydraulic system

low pressure.
Green
Green
Spoiler retracted.
Amber
Amber
Aileron Position Indication

White scale and green index. Becomes amber when both
(green and blue) hydraulic actuators are not available.
Neutral position in clean configuration.
Neutral position when flaps are extended
(5 aileron droop).
Aileron / Elevator Actuator Indication

G and B, Y and B are normally displayed in green.
Becomes amber when the corresponding actuator is not
available (hydraulic low pressure, jamming, computer fail,
etc.). Moreover it is partially boxed amber in case of
associated computer failure
Elevator Position Indication

White scale and green index. Becomes amber when both
(blue and green) hydraulic actuators are not available.
ELAC / SEC Indication

Pitch Trim Position Indication
Normally green. Becomes amber in case of ELAC / SEC

failure or in case of failure of both FCDC.
Box normally white. Becomes amber associated with ELAC
SEC indication. Moreover amber XX is displayed if
associated surface is unserviceable.
Indication is green. Becomes amber in case of green and

yellow low pressure.
PITCH TRIM indication is white. Becomes amber in case of
pitch trim jam.
Jun04/THTA

Level 3 B1 B2
27-90-32
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 24: ECAM Lower Display/Flight Control Page/Wheel Page

SYSTEM DISPLAY
SPD BRK Indication

Indication appears amber when N1 > 50%.
Rudder Indications
Rudder Position Indication:
Normally green. Rudder symbol and
scale become amber in case of blue,
green and yellow hydraulic low pressure.
Rudder Travel Limiter:
Indication of high speed position.
Rudder Trim Position:
Normally cyan. Becomes amber if rudder
trim reset is failed.
SYSTEM DISPLAY

Green
Jun04/THTA
Green
Spoiler retracted.
Amber
Amber

Level 3 B1 B2
27-90-33
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 25: Flap Slat Control Lever
FLAPS Lever
The FLAPS lever selects simultaneous operation of slats and
flaps.
Before selection of any position, the lever must be pulled out
of detent. Moreover, balks are provided at position 1 and 3 to
avoid excessive flap / slat travel demand by a pilot action.
NOTE: It is not possible to select an intermediate lever position.
Flaps/slat lever position

Position
Slats
Flaps
A319
Flaps
A320
Flaps
A321
Indication
on ECAM
18
10
10
10
1+F
22
15
15
14
22
20
20
21
FULL
27
40
35
25
FULL
* Take-off in FLAPS 1:
1 + F (18/10) is selected.
If FLAPS 0 is not selected after take-off , the flaps automatically
retract at 210kts.
Jun04/THTA

Level 3 B1 B2
27-90-34
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 26: ECAM Upper (E/W) Display/Flap and Slat Position

S, F Indication
Normally green, displayed amber in case of:
- Both relevant hydraulic systems loss, except on ground
with both engines stopped.
- Slats or flaps fault.
FLAP Indication
"FLAP" indication appears when the slats or the flaps are not
fully retracted.
- White when selected position is achieved.
- Blue when flaps or slats are in transit.
- Amber in case of:
Both relevant hydraulic system loss (except on ground
Wing tip brakes application.
Slats and flaps fault.
E/W DISPLAY
Slats Flaps Position:

White points:
Selectable position. Not displayed in clean configuration.
Flap lever position

0, 1 + F, 1, 2, 3, or FULL indication is displayed.
- Green when selected position is achieved. 0 not displayed
when clean configuration is achieved.
- Blue during transit.
Green triangles:
Actual position, displayed amber in case of:
- Both relevant hydraulic system loss (except on ground
- Slats and flaps fault.
S (F) LOCKED indication appears amber associated with

ECAM caution when wing tip brakes are applied or when non
alignment between 2 flaps is detected,
Blue triangles:
Selected position. (Blue triangles may disappear before the
selected position is reached).
A-L OCK indication pulses blue when the slat alpha/speed

lock is active.
Jun04/THTA

Level 3 B1 B2
27-90-35
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 27: EFCS Warnings and Cautions (Part 1 of 3)

Conditions
CONFIG
SLATS/FLAPS NOT IN T.O. CONFIG
RUDDER TRIM NOT IN T.O. RANGE.
SPD BRK NOT RETRACTED or
PITCH TRIM NOT IN T.O. RANGE
RUD TRIM NOT IN T.O. RANGE
A/C not in T.O. configuration when thrust levers are
set at T.O. or Flex T.O. or when pressing T.O.
CONFIG P/B.
AURAL
WARNING
MASTER
LIGHT
CRC
MASTER
WARNING
L + R ELEV F AULT
Loss of both elevators.
SD
PAGE
CALLED
F/CTL
ELAC 1 FAULT
Failure of 1 ELAC (pitch and roll channel) or
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
NIL
5, 6, 7, 8
PFD
message
FAULT on
ELAC P/B
NIL
Side stick transducer fault.
3, 4, 5, 7, 8
SEC 1 (2) (3) F AULT

Failure of one SEC.
FAULT on
SEC P/B
FCDC 1 + 2 F AULT
Failure of both FCDC.
NIL
4, 5, 7
FAULT on
ELAC P/B
and PFD
message
3, 4, 5, 7
IR DISAGREE
Disagree between two IR, with the third one failed.
NIL
ADR DISAGREE
Disagree between two ADR, with the third one failed.
SINGLE
CHIME
FAULT on
ELAC P/B
MASTER
CAUTION
GND SPLR FAULT

Loss of ground spoiler function in SEC 1+3 or 1+2 or
2+3 or 1+2+3.
NIL
3, 4, 5
SPD BRK DISAGREE

Position disagree between surfaces and lever position.
3 4
3,
4, 5
SPD BRK FAULT
SPD brake lever transducers to SEC 1 and 3 failed.
NIL
STABILIZER JAM
Jamming of stabilizer.
L (R) ELEV FAULT
Loss of both hydr. actuators on one elevator or activation
of elevator flutter protection in ELAC.
Jun04/THTA
F/CTL

4, 5
4, 5
Level 3 B1 B2
27-90-36
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 28: EFCS Warnings and Cautions (Part 2 of 3

Conditions
L (R) AIL F AULT
Loss of both hydr. actuators on one aileron.
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUTION
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
4, 5
SPLR FAULT
Loss of one or more spoilers.
3, 4, 5, 7
ELAC 1 PITCH FAULT

Failure of pitch channel in ELAC 1.
3, 4, 5, 7, 8
ELAC 2 PITCH FAULT

Failure of pitch channel in ELAC 2 or loss of one or both
ELAC rudder pedal transducers.
F/CTL
GND SPLR 1 + 2 (3 + 4)
Gnd spoiler channel failed in SEC 3 (1).
NIL
SPD BRK 2 (3 + 4) F AULT

SPD brake lever transducers to SEC 3 (1) failed.
NIL
3, 4, 5
NIL
3, 4, 5, 7, 8
ELEV SERVO FAULT

Loss of one hydr. actuator on one elevator.
3, 4, 5
AIL SERVO FAULT

Loss of one hydr. actuator on one aileron or loss of one
or both ELAC 1 rudder pedal transducers.
3, 4, 5, 7, 8
5MIN AFTER
2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
2
1500 ft
NIL
1ST ENG
STARTED
ELEC PWR
FAULT
FCDC 1 (2) FAULT
10
MEMO DISPLAY
- SPEED BRK message is displayed in green if speed brakes are extended. Message flashes amber whenever IDLE is not
indicated on E/WD in flight if one engine N1 is above 50%.
- GND SPLRS ARMED message is displayed in green if ground spoilers are armed.
Jun04/THTA

Level 3 B1 B2
27-90-37
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 29: EFCS Warnings and Cautions (Part 3 of 3)

Conditions
SIDESTICK PRIORITY
Failure in a sidestick priority circuit.
CONFIG: R (L) SIDESTICK F AULT
L or R sidestick is inoperative (take-over P/B pressed
for more than 40 sec) when thrust levers are set at
take-off or when pressing T .O. CONFIG P/B.
AURAL
WARNING
MASTER
LIGHT
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
NIL
NIL
NIL
NIL
3, 4, 5, 6, 7,
8, 9
CRC
MASTER
WARNING
NIL
RED *
ARROW
PRIORITY
LIGHT
5, 6, 7, 8,
10
NIL
NIL
ALTN LAW
EFCS alternate laws are active
DIRECT LAW
EFCS direct laws are active
USE MAN PITCH TRIM
Message displayed in amber on the FMAs (flashing for
9 sec then steady).
FMA
message
ELAC 1 (2) F AULT

Failure of 1 ELAC (pitch and roll channel) or
SINGLE
CHIME
4, 5, 7, 8
FAULT on
ELAC P/B
MASTER
CAUTION
3, 4, 5, 7, 8
Side stick transducer fault.

F/CTL
R (L) SIDESTICK F AULT

Transducers on pitch or roll axis are failed on one
sidestick.
NIL
SEC 1 (2) (3) F AULT

Failure of one SEC.
FAULT on
SEC P/B
ELAC 1 PITCH FAULT

Failure of pitch channel in ELAC 1.
3,, 4,, 5,, 7,, 8

NIL
ELAC 2 PITCH FAULT

Failure of pitch channel in ELAC 2 or loss of one or both
ELAC rudder pedal transducers.
NIL
NIL
MAN PITCH TRIM ONLY

Message displayed in red on the FMAs(flashing
FMAs (flashing for 9 sec
then steady) in case of failure of all ELACs and SECs.
FMA
message
NIL
4 5
4,
Jun04/THTA

5MIN AFTER
2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
* The red SIDESTICK PRIORITY light comes on as soon as the sidestick becomes inoperative.
10
Level 3 B1 B2
27-90-38
Training Manual
A320 Family
Flight Controls
27-90 EFCS
Figure 30: Flap and Slat Warnings and Cautions

Conditions
CONFIG SLATS (FLAPS) NOT IN T.O. CONFIG
Slats or flaps are not in take-off configuration when
thrust levers are set at T.O. or FLEX T.O. or when
depressing T.O. CONFIG P/B.
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
AURAL
WARNING
MASTER
LIGHT
CRC
MASTER
WARNING
5, 6, 7, 8,
10
SINGLE
CHIME
MASTER
CAUTION
4, 5, 8
SLATS (FLAPS) FAULT

Failure of both slat or flap channels.
SLAT (FLAPS) LOCKED
Slat or flaps wing tip brakes applied or non aliment
detected between 2 flaps.
NIL
SLAT SYS 1 (2) FAULT

Failure of slat channel in one SFCC.
NIL
FLAP SYS 1 (2) FAULT

Failure of flap channel in one SFCC.
NIL
SLAT (FLAP) TIP BRK F AULT

Failure of one wing tip brake on slat or flaps or failure of
one wing tip brake solenoid on slats or flaps.
NIL
3, 4, 5, 7, 8
Jun04/THTA

5MIN AFTER
2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
FLAPS ATTACH SENSOR

Failure of flap attachment failure detection sensor.
10
Level 3 B1 B2
27-90-39
Training Manual
A320 Family
Jun04/THTA

Flight Controls
27-90 EFCS
Level 3 B1 B2
27-90-40
Training Manual
A320 Family
Study Questions
Flight Controls
27-Study Questions
27-00 General
4. What do the SEC,s normally control?
1. Which computers belong to the EFCS?
5. What can SEC 2 control in case of a dual ELAC failure?
2. What does the ELAC 1 normally control?
6. Which surfaces are used for lift dumping?
3. What does the ELAC 2 normally control?
Oct03/THTA
7. Which surfaces are used for roll control?

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Flight Controls
8. How influences a dual EFCS failure the rudder and THS operation?
12.How can a deactivated sidestick be reactivated?
9. What does FAC 1 control?
13.How are the ailerons, elevators and rudders actuated?
10.Which purposes serves the take-over button on each sidestick?
14.Which surfaces are lost upon a green and yellow hydraulic system failure?
11.What happens if both side sticks are moved in the same or opposite direction?
15.Which flight controls have a mechanical (back-up) control system?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Flight Controls
27-01 Control Laws
27-10 Aileron
16.How do you interpret the term "fly by wire"?
19.Which computers normally control the roll axis ?
17.What are the active protections in flare mode under normal conditions?
20.Which conditions put an aileron servo control actuator in "damping mode"?
18.What are the active protections in direct law?
21.Are the ailerons mechanically interconnected?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Flight Controls
22.Which control surfaces are lost after a dual ELAC failure?
25.How many hydraulic systems power the rudder?
23.How and where are non-available ELAC,s and SEC,s indicated?
26.How many servocontrol actuators operate the rudder simultaneously?
27-20 Rudder
27.Which modes exist for a rudder servocontrol actuator?
24. Which sort of signals cause rudder pedals to move?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Flight Controls
28.Where is the rudder trim position indicated?
31.What happens in yaw control if FAC 1 fails?
29.How is the rudder travel limiter controlled after a dual FAC failure?
32. What results from an additional FAC 2 failure?
30.Can a FMGC control the yaw damper function?
27-30 Elevator
33.The elevator and the THS are normally controlled by ELAC 2. What happens
if ELAC 2 fails?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
34.What is the typical function of "C*LAW"?
Study Questions
Flight Controls
37.Suppose one solenoid valve is energized on an elevator servo control and hydraulic is available. What mode is the servo control in?
35.Are the elevators mechanically interconnected?

38.Name all "modes" for pitch normal law:
36.Suppose both solenoid valves on an elevator servo control are de-energized,

no command signal being received and pressure available. In what mode is the
actuator?
Oct03/THTA
39.How many different control laws are provided for pitch control?

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Flight Controls
27-40 THS
27-50 Flaps
40.How and where is a jammed THS actuator indicated and how can it be reset?
45.How are the slats and flaps controlled and operated after a SFCC 1 failure?
46.When is the PCU retract solenoid valve energized during flap extension?
41.How many electric motors are installed to control the hydraulic motors of THS?
47.Is automatic flap retraction possible on the ground?
42.What happens if an electric trim motor fails?

48.What happens after selection of an intermediate flap position? (out of detent)
43.Do auto pitch trim functions rotate the trim wheel?
44.How and where is THS position indication provided?

49.How and where are the slat / flap positions indicated?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
50.What is the difference between the flaps of an A320 and A321?
51.How is the pressure off brake controlled?
Study Questions
Flight Controls
54.Where are torque limiters installed and how are the indicators reset?
55.Describe how to reset a locked torque limiter.
56.Which computers provide the flap disconnect data for the SFCC,s?
52.How is low speed provided toward the end of each flap movement?
57.Which sensors allow the SFCC,s to monitor asymmetry?
53.Where are the flap wing tip brakes located?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
58.When and how are the WTB applied?
Study Questions
Flight Controls
62.Following a hydraulic system failure in flight what do the respective spoilers

do?
59.How is a runaway condition detected by the SFCC,s?

63.How can a spoiler be raised on ground?
60.How can a locked WTB be reset?

64.How is the maintenance unlocking lever "reset" to operating position?
27-60 Spoiler
61.Which spoiler serve as speed brakes?
Oct03/THTA
65.On ground, speed brakes extended. Which actions cause the immediate retraction of the speed brake?

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Flight Controls
66.Which surfaces are used for: - Lift dumping, - Roll control
69.In flight which conditions inhibit slat retraction from position "1" to "0"?
67.Explain the spoiler indication:
70.Where are the slat torque limiters located?
27-80 Slats
71.Can the slats operate alone? If yes, how?
68.Why are four tracks on slat 1?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Flight Controls
27-90 FCDC
72.What is the function of FCDC 1+ 2?
73.To which EFCS computers is the CFDIU connected?
74.The F/CTL menu on the CFDS offers EFCS 1+2. What is the difference?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Oct03/THTA

Study Questions
Flight Controls
Level 3 B1 B2
Training Manual
A320 Family
Fuel A319 / 320

28-00
28 Fuel A319 / 320
Jun04/THTA

Level 3 B1 B2
28-00-1
Training Manual
A320 Family
28-00 General
28-00 General
aircraft rotation at take-off.
All the fuel tanks and the surge tanks have water drain valves at their lowest point.
System Description
The fuel system:
keeps the fuel in the main fuel tanks and the center tank, which are open to
atmosphere through the vent surge tanks
controls and supplies the fuel in the correct quantities to the fuel tanks during
refuel operations
supplies the fuel to the engines
supplies the fuel to the Auxiliary Power Unit (APU)
supplies the fuel to decrease the temperature of the Integrated Drive Generators
gives indications in the cockpit of the usual system operation
gives indications in the cockpit of the failures that could cause an unusual condition.
Storage (28-10-00)
The storage system:
contains the fuel for the engines and the APU
helps to protect the fuel system against fire
gets the warm fuel from the IDGs and returns it to the wing tanks
keeps the air pressure in the fuel system near to the external air pressure.
Tanks (28-11-00)
The fuel is kept in three fuel tanks which are:
the LH wing tank
the RH wing tank
the center tank.
After a refuel operation to the maximum tank capacity, the fuel can expand 2% (20
deg.C (36 deg.F) temperature increase) without leakage at the refuel attitude and
during:
subsequent towing
aircraft movement on the ground
take-off.
Tank Venting System (28-12-00)

The tank venting system makes sure that the air pressure in the fuel tanks (and
the vent surge tanks) keeps near to the external air pressure. The system prevents
a large difference between these pressures, which can cause damage to the fuel
tank/aircraft structure. This is most important:
during the refuel or defuel operations
when the aircraft climbs or descends.
The vent surge tanks keep their related fuel tank open to the external air pressure.
That is:
the LH vent surge tank for the LH wing tank and the center tank
the RH vent surge tank for the RH wing tank.
If a blockage occurs to the flow of air through the vent surge tank, a burst disk
keeps the pressure to a specified limit.
The flame arrestors in the vent system intakes give protection against ground
fires. The fuel system is protected from the effects of lightning through:
the position of the vent intakes (which are outside lightning-strike zones 1 and
2 in the wing)
the thickness of the wing skins.
Center Tank External Ventilating System (28-13-00)
Each wing contains a vent surge tank. The vent surge tanks are installed outboard
of each wing tank.
The vent surge tanks temporarily hold the fuel so that leakage does not occur during:
Jun04/THTA
Fuel A319 / 320
The center-tank external ventilating-system makes sure that fuel and/or fuel gas
(that comes out of the center tank) does not go into the air conditioning system
(Ref. 21-00-00).
Intercell Transfer System (28-15-00)

The intercell transfer system controls the movement of fuel from the wing-tank outer cell to the wing-tank inner cell. Each wing tank has two intercell transfer valves

Level 3 B1 B2
28-00-2
Training Manual
A320 Family
Fuel A319 / 320

28-00 General
in the bottom of the RIB15. Each intercell transfer valve has a related actuator that
controls the position of the valve. The Fuel Level Sensing Control Units (FLSCUs)
(Ref. 28-46-00), give an open or shut signal to the actuators of the intercell transfer
valve. The FLSCUs will signal the actuators to open their related valve when the
low level sensors of the related wing tank inner cell become dry.
Fuel Recirculation for Cooling (Recirculation System)

Part of the fuel supply to each engine is used for the IDG cooling-system (Ref. 2421-00). During the oil cooling process this fuel becomes warm. The recirculation
system returns the warm fuel from the IDG cooling system to the wing tank. The
Full Authority Digital Engine Control (FADEC) system (Ref. 73-20-00) stops the recirculation system if:
the fuel temperature increases to a high level
the fuel flow rate to the engine is at a high level
the engines have a gravity fuel feed only
the fuel level in the wing tanks is low
the fuel goes into a vent surge tank.
Jun04/THTA

Level 3 B1 B2
28-00-3
Training Manual
A320 Family
Figure 1: System Overview
Oct03/THTA
Fuel A319 / 320

28-00 General
Level Sensors see 28-40 P10

28 -00 -4
Training Manual
A320 Family
Fuel A319 / 320

28-00 General
Oct03/THTA

28 -00 -4
Training Manual
A320 Family
Fuel A319 / 320

28-00 General
Jun04/THTA

Level 3 B1 B2
28-00-4
Training Manual
A320 Family
Oct03/THTA
Fuel A319 / 320

28-00 General
Level Sensors see 28-40 P10

28 -00 -4
Training Manual
A320 Family
Fuel A319 / 320

28-00 General
Oct03/THTA

28 -00 -4
Training Manual
A320 Family
Distribution (28-20-00)
28-00 General
Engine LP Fuel Shut Off (28-24-00)

The fuel flow to each engine goes through a related Low Pressure (LP) fuel valve.
When necessary the LP valve isolates its engine from the fuel. The operation of
the LP valve is controlled by:
the related ENG MASTER switch (Ref.76-12-00)
the related engine FIRE PUSH switch (Ref. 26-12-00).
The distribution system makes sure that the fuel:

is supplied to the two engines during all flight conditions
is supplied to the APU
can be isolated from an engine or the APU when necessary
is in the correct (and safe) configuration for flight
can be supplied to, and removed from, the aircraft.
Refuel/Defuel System (28-25-00)
Main Fuel Pump System (28-21-00)

There are two fuel pumps in each wing tank and two in the center tank. The fuel
pumps operate together to supply fuel to their related engine. Fuel is supplied to
the engines in the sequence:
center tank fuel
wing tank fuel.
If one or two of the fuel pumps has a failure, or is set to OFF, the other(s) continue(s) to supply fuel to its related engine. If the crossfeed system (Ref. 28-23-00)
is used, the fuel pumps can also supply fuel to the other engine.
The wing tank fuel pumps also take fuel from the related wing tank and pass it
through two jet pumps in the related wing tank outer cell. This flow of fuel causes
the jet pumps to remove the fuel from the surge tank and the bottom of the wing
tank outer cell. This fuel is then moved to one of the related intercell transfer
valves.
APU Fuel-Pump System (28-22-00)

The APU fuel pump is on the rear spar of the center wing section. The APU fuel
pump supplies the fuel to the APU (Ref. 49-30-00). The APU fuel pump uses the
fuel supplied from the LH wing tank.
Crossfeed System (28-23-00)

The valve of the crossfeed system is usually closed, and in this configuration it divides the main fuel pump system (Ref. 28-21-00) into two parts (one part for each
engine). When the crossfeed valve is open, the two fuel supplies are connected
together. Thus the two engines can be supplied with fuel from one of the wings or
from the two wings.
Jun04/THTA
Fuel A319 / 320
The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. It is
controlled from the refuel/defuel control panels 800VU and 801VU and the preselector 5QT or the cockpit preselector 10QT. The control panels and the preselector
5QT are in the RH lower belly-fairing. The preselector 10QT is in the cockpit, adjacent to the overhead panel 51VU. A single refuel/defuel coupling is in the leading
edge of the LH and the RH wing. This is the interface between the refuel/defuel
system and the external fuel supply.
Refuel
There are two different procedures to refuel the aircraft. These are:
the pressure refuel (automatic or manual)
the overwing refuel (gravity).
To fill the fuel tanks to their maximum capacity, the aircraft must be level. It is possible to refuel the aircraft when it is at 2 degrees, or less, from level (but it is not
possible to get the maximum capacity). The fuel supply to each fuel tank during
an automatic refuel is controlled by the Fuel Quantity Indicating Computer (FQIC)
(Ref. 28-42-00). The fuel supply to each fuel tank during a manual refuel is controlled on the refuel/defuel control panel 800VU.
Defuel
The main fuel pump system (Ref. 28-21-00) is used to defuel the aircraft. The
pumps remove the fuel from the related fuel tank and supply it to the refuel/defuel
coupling. The defuel/transfer valve and the crossfeed valve (Ref. 28-23-00) must
be open to defuel the aircraft.

Level 3 B1 B2
28-00-5
Training Manual
A320 Family
Fuel A319 / 320

28-00 General
APU LP Fuel Shut Off (28-29-00)

The APU LP fuel shut off valve controls the fuel supply from the fuel tank to the
APU. When necessary the valve isolates the APU from its fuel supply. The operation of the APU LP valve is controlled by:
the APU MASTER SW (Ref. 49-42-00)
the APU SHUT OFF switch (Ref. 49-62-00)
the APU FIRE switch (Ref. 26-13-00).
Jun04/THTA

Level 3 B1 B2
28-00-6
Training Manual
A320 Family
Control and Indication

The control of the fuel system is automatic, but the crew can manually control the
system when necessary.
Figure 2: Fuel Pump Switches
28-00 General
The cockpit overhead panel 25VU has the control switch APU MASTER SW.
When set to ON the APU LP valve (Ref. 28-29-00) is opened and the APU fuel
pump (Ref. 28-22-00) operates.
Control
The cockpit overhead panel 40VU has control switches for:

the main fuel pumps (Ref. 28-21-00)
the crossfeed valve (Ref. 28-23-00).
Fuel A319 / 320

ENG 1 FIRE
ENG 2 FIRE
APU FIRE.
When operated these switches put the related engine LP valve (Ref. 28-24-00)
and/or the APU LP valve (Ref. 28-29-00) to the closed position.
The cockpit center-pedestal panel 115VU has control switches for:
ENG 1 MASTER 1
ENG 2 MASTER 2.
These switches control the position of the related engine LP valve (Ref. 28-24-00).
In a fire the ENG FIRE switches close the related LP valve.
Jun04/THTA

Level 3 B1 B2
28-00-7
Training Manual
A320 Family
Fuel A319 / 320

28-00 General
Indicating
Figure 3: Fire Panel and Masterswitches
The Engine/Warning Display (EWD) (Ref. 31-66-00) and the System Display (SD)
(which together make the ECAM) give fuel system data to the crew. When specified failures occur:
a warning is given on the E/WD
the FUEL page shows on the SD.
The crew can use the ECAM control panel to look at the FUEL page.
Figure 5: ECAM System Display
The refuel/defuel control panel 800VU and the preselector 5QT are in the belly
fairing of the aircraft. They have the switches to control the refuel of the aircraft.
The defuel and fuel transfer are controlled by the switches on the panels 800VU
and 40VU.
The cockpit refuel panel 51VU and the cockpit preselector 10QT have switches to
control an automatic refuel. A refuel controlled from the belly fairing is cancelled
when a refuel is set in the cockpit.
Figure 4: Cockpit Preselector
Oct03/THTA

28 -00 -8
Training Manual
A320 Family
Indication (28-40-00)
The indicating system has:
the Fuel Quantity Indicating (FQI) system, which gives separate and total fuel
quantity indications
the Magnetic Level Indicators (MLI), a secondary system used to estimate the
fuel quantity when the aircraft is on the ground
the tank level sensing, which gives indications and warnings when the fuel is
at specified levels
the fuel temperature measurement, which gives continuous temperature indications and warnings when the fuel temperature is at specified levels.
Fuel Quantity Indicating System (28-42-00)

The Fuel Quantity Indicating Computer (FQIC) does the BITE test of the Fuel
Quantity Indicating System (FQIS) and of the Fuel Level Sensing System (FLSS)
(Ref. 28-46-00). The FQIS BITE test is done at aircraft power-up and is then done
continuously whilst the FQIC is energized. The FLSS BITE test is done at aircraft
power-up for the sensors that are fully in fuel and fully out of fuel. For the sensors
that cannot be tested, the FQIC does a test of these sensors when the fuel is next
at the correct level. The FLSS BITE test is only done when the aircraft is on the
ground. The BITE test results can be accessed through the Multipurpose Control
and Display Unit (MCDU) (Ref. 22-82-00), in the cockpit. The FQIC results are on
the FQIC STATUS page and the FLSS results are on the FLSS STATUS page.
The test results can only be accessed when the aircraft is on the ground.
If necessary, when the aircraft is on the ground, you can do a COMMAND FLSS
BITE on the MCDU. The FQIC will do a FLSS BITE test and the results will be
available on the FLSS STATUS page of the MCDU.
Quantity Indication (28-42-00)

The FQI system measures the total quantity of fuel in the range unusable to overflow. It gives indications for these fuel tanks:
the LH and RH wing tanks
the center tank.
The system has FQI probes that the FQIC monitors. The FQIC uses signal conditioning to calculate the quantity of fuel in each fuel tank. The FQIC gives fuel quantity data to the Engine/Warning Display (EWD) (Ref. 31-66-00) and the System
Display (SD) FUEL Page, which together make up the ECAM the multi-tank fuel
Jun04/THTA
Fuel A319 / 320

28-00 General
quantity indicator (6QT) the fuel quantity preselector (5QT) the cockpit preselector
(10QT).
The FQIC uses the fuel quantity data to control an automatic refuel operation to
below high level (Ref. 28-46-00).
The FQIC monitors a diode within the probes 22QT1(22QT2) and 33QT1(33QT2)
in the wing tanks. The FQIC uses signal conditioning to calculate the temperature
of the fuel adjacent to these diodes. The fuel temperature is displayed on the System Display (SD) FUEL Page.
Magnetic Level Indicators (28-43-00)

The MLIs are a secondary direct-reading system used to calculate the fuel quantity in the LH wing, RH wing and center tanks (when the A/C is on the ground). It
is not necessary to have electrical power to use the indicators. The combined MLI
indications, aircraft attitude and fuel relative density, are converted with tables
(Ref. 12-11-28) to give the amount of fuel in each tank.
Tank Level Sensing (28-46-00)

The tank level sensing system monitors the level of fuel in:
the LH(RH) surge tank
the LH(RH) wing tank
the center tank.
The tank level sensing system also monitors the temperature of the fuel in the
LH(RH) wing tank.
The system has level sensors that the FLSCUs continuously monitor. The FLSCUs uses signal conditioning to find if the sensor is wet or dry. The FLSCUs use
the fuel level data to:
control the operation of the intercell transfer system (28-15-00)
control the operation of the recirculation system (28-16-00)
control the operation of the main fuel pump system (28-21-00)
transmit fuel level warnings to the Engine/Warning Display(EWD) (31-66-00)
control high level shut-off for automatic and manual refuel (28-25-00).
The tank level sensing system has temperature sensors in the wing tanks. The
FLSCU uses signal conditioning to calculate the temperature of the fuel adjacent
to the sensor.
The FLSCU uses the temperature data from the wing tanks to control the operation of the recirculation system (28-16-00).

Level 3 B1 B2
28-00-9
Training Manual
A320 Family
Fuel A319 / 320

28-00 General
Hi-Level BITE (28-46-00)

When the TEST switch (on the Refuel/Defuel control panel 800VU) is set to the
HI. LVL position, a functional test of the hi-level circuits is done. If the circuits are
serviceable, the HI. LVL. indicators (blue) (on the Refuel/Defuel Control Panel
800VU) change condition. That is, the HI. LVL. indicators that were off, come on
and the HI. LVL. indicators that were on, go off. When the TEST switch is returned
to its central position, the HI. LVL. indicators return to their initial condition.
Jun04/THTA

Level 3 B1 B2
28-00-10
Training Manual
A320 Family
Fuel A319 / 320

28-00 General
Figure 6: Electrical Power Supply
Jun04/THTA

Level 3 B1 B2
28-00-11
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

28-00 General
Level 3 B1 B2
28-00-12
Training Manual
A320 Family
Fuel A319 / 320

28-10 Storage
28-10 Storage
Jun04/THTA

Level 3 B1 B2
28-10-1
Training Manual
A320 Family
Fuel A319 / 320

28-10 Storage
Tanks (28-11-00)
There is one fuel tank in each wing (divided into an inner and outer cell) and one
in the center wing box. The total usable fuel capacity is 23859 liters (6304 USgal).
The usable fuel capacity of each tank is shown in Fig.1. The total unusable fuel
capacity is 82.1 liters (21.7 USgal).
There are also two vent surge tanks. The vent surge tanks are located in each
wing outboard of the wing tank.
Each tank is a part of the aircraft structure. All the materials used to seal the tanks
are fully resistant to all the fuels and the fuel additives.
LH and RH Wing Tanks

The fuel tanks and the vent surge tanks are between the front and the rear spars
of the wing box, and the wing top and bottom skins. Ribs connect the front spar to
the rear spar and divide the wing into compartments. Some of these ribs are
sealed, and thus divide the wing box into the different tanks. The tanks are located
as follows:
the LH(RH) wing tank (inner cell) is between RIB1 and RIB15
the LH(RH) wing tank (outer cell) is between RIB15 and RIB22
the LH(RH) vent surge tank is between RIB22 and RIB26.
Access to the wing and vent surge tanks is through the access panels in the wing
bottom skin (Ref. 57-27-00).
Center Tank
The center tank is located between:
the RIB1 (LH) and the RIB1 (RH)
the front spar FR36 and the rear spar FR42
the center wing top and bottom skin.
Access to the center tank is through the access panels in the rear spar (Ref. 5710-00).
Jun04/THTA

Level 3 B1 B2
28-10-2
Training Manual
A320 Family
Fuel A319 / 320

28-10 Storage
Figure 1: Tank Layout and Capacity
Jun04/THTA

Level 3 B1 B2
28-10-3
Training Manual
A320 Family
Fuel A319 / 320

28-10 Storage
Water Drain Valves

Each tank has one or more water drain valves. These are used to:
drain the water from the fuel in the fuel tanks
drain all the remaining fuel from the tank (for maintenance).
The water drain valves are installed at the lowest part of each tank as follows:
outboard of RIB22 (vent surge tank drain)
outboard of RIB15 (wing-tank outer-cell drain)
inboard of RIB2 (wing-tank inner-cell drain)
inboard of RIB1 LH and RH (center tank drain).
Jun04/THTA

Level 3 B1 B2
28-10-4
Training Manual
A320 Family
Figure 2: Water Drain Valve
Inner / outer cell
Fuel A319 / 320

28-10 Storage
CTR tank and vent box
Valve can be replaced without tank draining
Jun04/THTA

Level 3 B1 B2
28-10-5
Training Manual
A320 Family
28-10 Storage
Tank Venting System
Clack Valves
Clack valves are at the bottom of the RIB2.
The clack valves in the RIB2 let the fuel enter the area between RIB1 and RIB2
but do not let fuel outboard of the RIB2. This makes sure that the main fuel pumps
are always in fuel (Ref. 28-21-00).
The clack valves in the RIB22 let the fuel that has entered the vent surge tanks
return to the related wing tank. The clack valves do not let fuel enter the vent surge
tanks from the wing tanks (Ref. 28-12-00).
Figure 3: Clack Valve
Fuel A319 / 320
The tank venting system keeps the air pressure in the fuel tanks near to the external air pressure. This function prevents a large difference between these pressures which could cause damage to the fuel tank/aircraft structure. This function
is most important:
The operation of the tank venting system is fully automatic. There are no manual
controls.
The tank venting system lets the air in or out of the fuel tanks as necessary. This
function lets the fuel storage and the fuel distribution systems operate correctly.
The LH(RH) wing has a vent surge tank (surge tank) between the RIB22 and the
RIB26. The vent surge tank is open to the external air through a stack pipe which
is connected to a NACA duct. The NACA duct is on the access panel
550AB(650AB) in the bottom of the vent surge tank. The vent surge tank lets the
air flow through it in each direction. It is also a temporary reservoir for the fuel that
can come into it from the vent pipes. The vent surge tanks have a capacity (before
fuel can flow overboard) of 190 liters (50 U.S. gal).
The vent protector (Figure 4/Detail C) is installed in the stack pipe. If a ground fire
occurs, it prevents the ignition of the fuel vapour in the surge tank (and thus the
tank venting-system). It also lets the air flow freely through it in two directions, and
prevents ice formation.
If a failure occurs in the fuel system (which causes large quantities of fuel to enter
the surge tank), then the vent protector lets the fuel flow freely overboard.
Jun04/THTA

Level 3 B1 B2
28-10-6
Training Manual
A320 Family
Fuel A319 / 320

28-10 Storage
Figure 4: Tank Venting System
Jun04/THTA

Level 3 B1 B2
28-10-7
Training Manual
A320 Family
Fuel A319 / 320

28-10 Storage
Figure 5: Float Valve
Jun04/THTA

Level 3 B1 B2
28-10-8
Training Manual
A320 Family
Burst Disc
Fuel A319 / 320

28-10 Storage
Figure 6: Burst Disk
The overpressure protector in the vent surge tank makes sure the pressure in the
vent surge tank is not more than the specified limit. If the flow of air into (or out of)
the surge tank is blocked, the overpressure protector breaks to release the pressure. If fuel enters the vent surge tank and causes the overpressure protector to
break, then this fuel will go overboard. The overpressure protector is on the access panel 550CB(650CB).The burst disk has a white cross painted on its lower
side. When you can see this, the burst disk is not broken.
During flight, fuel can collect in the vent surge tank. If this occurs, a jet pump (Ref.
28-21-00) moves the fuel into the related wing tank outer cell.
Each fuel tank has a vent pipe. The LH wing tank and the CTR tank vent pipes
connect to the LH vent surge tank. The RH wing tank vent pipe connects to the
RH vent surge tank.
The vent for the LH(RH) wing tank is a 63.5 mm (2.5in.) dia. pipe. This connects
the outboard of RIB2 to the stringer vent duct. The vent pipe has an open (upturned) end fitting. The outboard end of the stringer vent duct goes into the vent
surge tank. Check valves are installed at the lowest points of the vent pipe and the
stringer vent duct. The check valves let the fuel that has entered the wing tank
venting system return to the related wing tank.
Jun04/THTA

Level 3 B1 B2
28-10-9
Training Manual
A320 Family
28-10 Storage
Wing Center Tank External Ventilating
Overpressure Protector (Center Tank)

The center tank has an overpressure protector installed on the inner face of the
LH RIB1. The overpressure protector makes sure that the pressure in the center
tank is not more than the specified limit. If the pressure in the center tank increases to a specified value, the overpressure protector breaks to release the pressure
(into the LH wing tank).
Figure 7: Overpressure Protector (Center Tank)
Fuel A319 / 320
The center tank external venting system:

has a vapor seal membrane that seals the bottom of the center tank from the
air conditioning compartment (ZONE 191/192)
lets a flow of air to go through the space between the membrane and the bottom of the center tank to air through the drain mast
lets fuel drain to air through the drain mast.
The system has:
a vapor seal
a ventilating air supply pipeline
a drainage line
The vapor seal is a fabric membrane that isolates the center tank from the air conditioning compartment below.
The vapor seal membrane is a sheet of composite material (Nomex fabric with Viton rubber) attached to 'Z' members on the underside of the tank with aluminum
clamp strips and bolts.
Formed aluminum edge strips, seal the membrane to the perimeter of the tank.
Aluminum fittings are used where the ventilating air supply pipe and the manual
magnetic indicator (Ref. 28-43-00) pass through the membrane.
Pressurized air from the air conditioning system flows through the space between
the vapor seal and the center tank. A continuous flow of air is caused by the difference of air pressure (of the air conditioning system) and the ambient air pressure.
A system of drains at the rear of the vapor seal move the drainage and ventilating
(exhaust) air through a drain mast. A leak monitor in the drain line keeps a small
quantity of drainage for fuel leak analysis.
The leak monitor has a spur pipe that connects to the drain line between the center
box and drain mast. A manually operated check valve is installed on the end of the
spur pipe. The check valve lets a sample of the drainage to be taken to show if
there is any fuel leakage from the root-ribs of the wing tank. The valve is operated
to release the fuel by depressing the valve piston. This lifts the check valve and
lets the fluid flow through the outer valve assembly.
The drain mast is an aluminum fairing bolted to the underside of the fuselage. The
vapor seal drainpipe and the belly fairing drain to atmosphere through the drain
mast.
Jun04/THTA

Level 3 B1 B2
28-10-10
Training Manual
A320 Family
Fuel A319 / 320

28- 10 Storage
Figure 8: Wing Center Tank External Ventilating
Oct03/THTA

28 -10 -11
Training Manual
A320 Family
Intercell Transfer
Fuel A319 / 320

28-10 Storage
Figure 9: Cockpit Indication
The wing tanks have a inner and a outer cell that are devided by the sealed RIB
15 (Ref. 28-11-00). The two intercell tranfer valves in each wing are near to the
bottom of the RIB 15. Fuel in the wing tank outer cell is moved to the related inner
cell by gravity when the related intercell transfer valve/s is/are open. The operation
of the intercell transfer valves is controlled automatically by the Fuel Level Sensing
Control Unit (FLSCU) (Ref. 28-46-00) and the Fuel Quantity Indicating Computer
(FQIC) (Ref. 28-42-00)
The Engine/Warning Display (E/WD) (Ref. 31-66-00) and the System Display
(SD) (Ref. 31-67-00), (the Electronic Centralized Aircraft Monitoring (ECAM) display units), show intercell transfer system information to the crew.
If specified failures occur:
a warning is given on the EWD
the FUEL page is shown on the SD.
Jun04/THTA

Level 3 B1 B2
28-10-12
Training Manual
A320 Family
Fuel A319 / 320

28-10 Storage
FLSCU sends an open signal to the actuator 9QP(10QP). When the low level sensors 16QJ1(15QJ2) are dry, the FLSCU sends an open signal to the actuator
11QP(12QP).
The intercell transfer system has:

two intercell transfer valves
two intercell-transfer-valve actuators
two intercell-transfer-valve drive shafts
The intercell transfer valve is on the outboard side of RIB 15 near to the bottom of
the rib and the wing front spar.
The intercell-transfer-valve actuator 9QP(10QP) is on the front face of the wing
front spar. The intercell-transfer-valve actuator 11QP(12QP) is on the rear face of
the wing rear spar. Thus the actuators can be replaced without access to the related fuel tank.
The actuators are connected to their related intercell transfer valve by the intercelltransfer-valve drive shaft. The actuators are attached to their related drive shaft by
the V-band clamps.
The intercell transfer system is controlled automatically by the FLSCU and the
FQIC. When the low level sensors 15QJ1(16QJ2) (Ref. 28-46-00) are dry, the
When open the intercell transfer valves will not close until the next refuel operation. At the start of a refuel operation the intercell transfer valve actuators are sent
a close signal by the FQIC.
Intercell transfer valve position information is sent to the Display Management
Computer (DMC) (Ref. 31-62-00) by the FQIC and the FLSCU. The DMC sends
intercell tansfer system and valve position data to the ECAM. The intercell transfer
valve position is shown on the SD FUEL page.
a warning is shown on the EWD
the Flight Warning Computer (FWC) (Ref. 31-60-00) operates the audible
warning and causes the MASTER CAUT light to come on.
Figure 10: Intercell Transfer Logic
39QJ1
16QJ1
39QJ2
16QJ2
15QJ1
9QP
Jun04/THTA
15QJ2
11QP
12QP

10QP
Level 3 B1 B2
28-10-13
Training Manual
A320 Family
Fuel A319 / 320

28-10 Storage
Figure 11: Intercell Transfer Valve
Jun04/THTA

Level 3 B1 B2
28-10-14
Training Manual
A320 Family
Fuel A319 / 320

28- 10 Storage
when open = latch untill

next refueling
Figure 12: ASM 28-15-00 Intercell Transfer
<750 kg
Oct03/THTA

28 -10 -15
Training Manual
A320 Family
Fuel A319 / 320

28-10 Storage
Operation/Control
The intercell transfer system is operated and controlled automatically by the FQIC
and the FLSCU. To operate the system it is necessary to have:
the 28VDC BUS 2 206PP and the 28VDC ESS SHED BUS 801PP energized
the circuit breakers 1QP, 2QP, 3QP, 4QP, 1QT and 2QT closed.
At the start of a normal refuel procedure (Ref. 28-25-00) the FQIC will send a close
signal to the intercell transfer valve actuators. The wing tanks are then refueled in
the sequence; outer cells first followed by the inner cells.
During flight, the main fuel pumps (Ref. 28-21-00) supply the inner cell fuel to the
engines. When the low level sensors 16QJ1(16QJ2) (Ref. 28-46-00) become dry,
the FLSCUs send an open signal to the actuators 11QP(12QP). When the low level sensors 15QJ1(15QJ2) (Ref. 28-46-00) become dry, the FLSCUs send an open
signal to the actuators 9QP(10QP).
When open the intercell transfer valves will stay open until the next refuel operation, when they will be closed by a signal from the FQIC.
Indication
The position of the intercell transfer valves is shown on the ECAM SD FUEL page.
If specified failures occur in the intercell transfer system:
the ECAM SD FUEL page is shown
a warning is shown on the ECAM EWD
an audible warning occurs in the cockpit
the MASTER CAUT light, on the cockpit glareshield panel, comes on.
If the two intercell transfer valves in a wing tank fail to open when commanded:
the Fuel Quantity Indication (FQI) (Ref. 28-42-00) for the related outer cell goes
amber in color
the FQI for the related outer cell is shown boxed. This is to indicate that the outer cell fuel is not available
the Fuel On Board (FOB) FQI on the SD FUEL page is shown amber and
boxed. This is to indicate that the FOB is not fully usable.
the FOB FQI on the ECAM EWD is shown amber and half boxed. This is to indicate that the FOB is not fully usable.
Jun04/THTA

Level 3 B1 B2
28-10-16
Training Manual
A320 Family
Fuel A319 / 320

Jun04/THTA

Level 3 B1 B2
28-16-1
Training Manual
A320 Family
Fuel A319 / 320

Fuel IDG Cooling System Presentation

Principle
The Integrated Drive Generator oil is cooled by fuel; a recirculation system is installed. Some fuel supplying the engines is used to cool the IDG oil. A return valve
allows the hot fuel to be returned to the Outer cell.
The Return valve opens at low engine fuel flow if the engine oil temperature is
above 93 degrees C.
The return valve mixes the hot fuel with cold fuel from the LP pump to maintain the
temperature of the returned fuel below 100 degrees C.
Fuel Recirculation
The recirculated fuel is sent to the outer cell through a pressure holding valve in
order to prevent the fuel from boiling.
A Pressure Holding valve maintains a pressure of 18 psi in the recirculation line;
if the pressure increases, fuel bleeds through the valve into the Outer cell.
When the Outer cell is full, the fuel overflows into the Inner cell through a spill pipe.
Return Valve Closure

The fuel return valve closure is controlled by the fuel sensing system.
The fuel return valve will close in case of:
fuel overflow In Vent surge tank
fuel low level in Inner cell (IDG shut-off sensor)
fuel temperature in inner cell greater than 52.5 degrees C.
fuel temperature in outer cell greater than 55 degrees C.
fuel pump pressure not maintained.
Pump Logic
As long as fuel is being delivered from the center tank, the wing tanks are still full
and will tend to overfill, as the recirculated fuel is delivered to the wings tanks.
In this case the center tank pump stops when the Inner cell reaches the FULL level. The wing tank pumps will operate until approximately 1100 lbs (500 kg) of fuel
have been used i.e. Underfull sensors reached. The logic circuit then restarts the
Center tank pump.
Jun04/THTA

Level 3 B1 B2
28-16-2
Training Manual
A320 Family
Fuel A319 / 320

Figure 1: Fuel IDG Cooling System
eng oil cooler

to Burners
FRV opens if ENG OIL TEMP is too high

IDG Oil
Cooler
HP Pump
LP Pump
Fuel Return
Valve
Center Tank
Booster Pumps
P
IDG S/O
P
P
Temp
Full
Underfull
RH Engine
Stop Signal
Pump Stop
Temp
Overflow
Pressure
Holding
Valve
Full and underfull wet = center tank pumps stop until

underfull dry
Jun04/THTA

Level 3 B1 B2
28-16-3
Training Manual
A320 Family
Fuel IDG Cooling System Control
Fuel A319 / 320

Low pressure is sended by the pump low pressure switch and signalled to the Fuel
Level Sensing Control Units (FLSCUs).
General
The fuel recirculation cooling system comprises a fuel return valve controlled by
the Full Authority Digital Engine Control (FADEC). Input signals come from various
sensors via the Fuel Level Sensing Control Units (FLSCUs).
Overflow
The fuel return valve closes if the Center tank pump falls to respond to the logic
signals of the full sensors, causing the wing tank to overflow into the vent tank.
Low Level
The Fuel Return valve closes when the fuel level in the Inner cell drops to the low
level sensors.
Note that the low level sensor I.e. IDG shut-off sensor (38 QJ) signals the Return valve to close at 16501bs (750 kg).
Closing the Return valve will reduce the amount of the unusable fuel.
Inner Cell High Temp

The Fuel Return valve closes If the fuel temperature is too high In the inner cell
(52,5 degrees C).
It prevents the engine limitations from being exceeded.
The Fuel Return valve provides for return fuel temperature limitation.
It mixes the hot fuel from the IDG cooler with cold fuel from the LP pump to maintain the temperature of the returned fuel below 100 degrees C.
Outer Cell High Temp

The Fuel Return valve closes if the fuel temperature in the Outer cell is too high
(55 degrees C).
This prevents a large volume of high temperature fuel from entering the inner cell,
In the event of transfer valves opening.
This also keeps the fuel temperature to an acceptable level should a tank rupture
occur.
Pump Pressure Lost

The Fuel Return valve closes If a low pressure is signalled by all pumps supplying
the related engine.
This is to reduce fuel flow and allow maximum available pressure for fuel burn during gravity feeding.
Jun04/THTA

Level 3 B1 B2
28-16-4
Training Manual
A320 Family
Fuel A319 / 320

Figure 2: Fuel IDG Cooling System Control
to Burners
EEC or ECU
IDG Oil
Cooler
HP Pump
FADEC
LP Pump
Fuel Return
Valve
Center Tank
FLSCUs
P
P
P
IDG S/O
Temp
Underfull
Full
Temp
Overflow
Jun04/THTA
Pressure
Holding
Valve

Level 3 B1 B2
28-16-5
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

Level 3 B1 B2
28-16-6
Training Manual
A320 Family
Fuel A319 / 320

28-20 Fuel Feed
28-20 Fuel Feed
Jun04/THTA

Level 3 B1 B2
28-20-1
Training Manual
A320 Family
Fuel A319 / 320

28-20 Fuel Feed
Distribution
APU Fuel-Feed System
General
APU Fuel-Pump System (28-22-00)

The APU fuel supply system has a fuel pump on the center tank rear spar. The
APU fuel pump supplies the fuel to the APU as required, normally from the leftwing tank.
The fuel distribution system is in three parts. These are:

the supply to the engine
the supply to the Auxiliary Power Unit (APU)
the refuel/defuel system.
When the crossfeed valve is open any fuel tank can supply fuel to the APU.
The APU LP Fuel Shut-Off System (28-29-00)
Engine Supply
The Main Fuel-Pump System (28-21-00)
The main fuel-pump system moves the fuel from the fuel tanks to the engines. The
system has two main fuel-pumps (main pumps) in each wing and two main pumps
in the center tank. The wing tank pumps operate continuously at the same time. If
a wing tank pump has a failure (or is set to OFF) the other pump automatically supplies fuel. The center tank pumps are set to on or off (by the Fuel Level Sensing
Control Units (FLSCUs) (Ref. 28-46-00)) when the wing tank fuel is at specified
levels. The closed crossfeed system (Ref. 28-23-00) divides the engine supply
system into two parts. Each part contains three main fuel-pumps which supply one
engine. When the crossfeed valve is open, it is possible for one fuel-pump to supply fuel to the two engines. An air release valve automatically releases air from
each of the engine supply pipes.
Crossfeed System (28-23-00)

The crossfeed valve in the center tank is usually in the closed position. In this position, it divides the main fuel pump system (Ref. 28-21-00) into two parts (one part
for each engine). When the crossfeed valve is open, any main pump can supply
fuel to each engine.
The APU LP fuel shut-off system has a LP fuel valve that controls the supply of
fuel to the APU. If an APU fire occurs, the APU emergency shut down system closes the LP fuel valve to stop the flow of fuel.
The APU fuel system also has a vent and drain valve and a LP fuel switch installed
in the tail cone.
Refuel/Defuel System (28-25-00)

The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. A refuel/defuel operation is controlled from:
the refuel/defuel control panel, in the RH lower belly fairing
the cockpit preselector (10QT), on the cockpit overhead panel.
There is a refuel/defuel coupling (installed in the leading-edge of each wing) that
is the interface between the refuel/defuel system and the external fuel-source. A
refuel/defuel gallery connects the refuel/defuel couplings to the fuel tanks.
There is an overwing refuel adaptor in the top surface of each wing. The overwing
refuel adaptor allows you to refuel the aircraft when you cannot use the refuel/defuel coupling.
Engine Low-Pressure (LP) Fuel Shut-Off System (28-24-00)

The engine LP fuel shut-off system has one LP fuel valve for each engine. When
necessary, each LP valve isolates its engine from the fuel supply. The related
ENG MASTER switch (Ref. 76-12-00) controls the operation of the LP valve.
When the related engine FIRE PUSH switch (Ref. 26-12-00) is pushed (in), the LP
valve closes.
Jun04/THTA

Level 3 B1 B2
28-20-2
Training Manual
A320 Family
Fuel A319 / 320

28-20 Fuel Feed
Control
Control of the fuel distribution system is usually automatic, but the crew can manually control the system when necessary. Most of the controls are in the cockpit.
However, the Controls for the refuel/defuel system are in the RH side of the belly
fairing and the cockpit.
Figure 1: Cockpit Control and Indication
The cockpit overhead panel 40VU has the control switches for:
the L TK PUMPS 1 and 2 (Ref. 28-21-00)
the R TK PUMPS 1 and 2 (Ref. 28-21-00)
the CTR TK PUMPS 1 and 2 (Ref. 28-21-00)
the MODE SEL AUTO (Ref. 28-21-00)
the X FEED (crossfeed) system (Ref. 28-23-00).
The cockpit center-pedestal panel 115VU has the control switches for:
ENG 1 MASTER 1
ENG 2 MASTER 2
These switches open the related engine LP valve (Ref. 28-24-00) when they are
set to ON.
The cockpit overhead panel has the control switch APU MASTER SW. When set
to ON this switch energizes the APU fuel pump system (Ref. 28-22-00) and opens
the APU LP fuel shut off valve (Ref. 28-29-00).
The cockpit overhead panel 51VU has the control switches for a cockpit refuel.
When a cockpit refuel is selected the preselector 10QT, adjacent to the panel
51VU, is used to set the refuel quantity. The cockpit preselector 10QT has control
over the preselector 5QT, adjacent to the refuel/defuel control panel 800VU.
ENG 1 FIRE
ENG 2 FIRE
APU FIRE
(SD) (which together make the ECAM) give fuel distribution data to the crew.
When specified failures occur:
Jun04/THTA

Level 3 B1 B2
28-20-3
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

28-20 Fuel Feed
Level 3 B1 B2
28-20-4
Training Manual
A320 Family
Fuel A319 / 320

Jun04/THTA

Level 3 B1 B2
28-21-1
Training Manual
A320 Family
The main fuel pump system supplies the fuel from the fuel tanks to the engines.
The system has six main fuel pumps (main pumps):
two in each wing tank
two in the center tank.
The main pumps in each wing operate together continuously to supply fuel to their
related engine.
The Fuel Level Sensing Control Units (FLSCUs) (Ref. 28-46-00) normally control
the main pumps in the center tank automatically. They supply fuel to their related
engine during flight when the fuel in the wing tank is below a specified level. The
wing tank pumps each have a sequence valve that makes sure the center tank fuel
is supplied to the engines first.
The crossfeed system (Ref. 28-23-00), when closed, divides the main fuel pump
system into two parts, one part for each engine. If one wing tank main pump has
a failure (or it is set to OFF) the other will continue to supply fuel to its related engine.
When the crossfeed system is open, it is possible for one fuel pump to supply fuel
to the two engines.
The system has valves that automatically bleed the air from the engine feed-pipes
during fuel pump operation.
(which together make the ECAM) give system data to the crew. If specified failures
occur:
When necessary the crew can make a selection on the ECAM control panel (Ref.
31-56-00) to look at the FUEL page.
Each wing tank has a closed area which is a collector cell. The collector cell is
made between RIB1 and RIB2, the front and the rear spars and the top and bottom
skins. Clack valves, in the bottom of RIB2, let the fuel go into the collector cells but
do not let the fuel go out. The collector cells make sure that the main pumps are
always fully in fuel during all flight manoeuvres. In the collector cells are:
two fuel pump canisters and their related fuel pump elements (which together
make the main pumps)
two fuel strainers
a suction valve
two check valves.
Jun04/THTA
Fuel A319 / 320

The engine feed outlet from each canister has an internal check valve.
The check valves are in the line to the scavenge jet pumps.
The vent valve is installed in a flametrap at the top of the canister. Gas or air that
is removed from the fuel by the pump, is sent back to the fuel tank through the vent
valve. The valve prevents fuel flow in the opposite direction and is opened by a
probe in the related fuel pump.
When the fuel pump is not in operation the check valves prevent a flow of fuel back
through the pump.
The canisters are attached to the center tank bottom skin and fully contain the fuel
pump element.
The canister makes it possible to replace the fuel pump element when there is fuel
in the fuel tank. When the fuel pump element is replaced, the internal check valve,
the second check valve and a slide valve seal the canister.
A suction valve is in the engine feed line in each of the collector cells. If all the main
pumps fail the engines can use suction pressure to remove the fuel from the applicable tank through the suction valves.
Each fuel pump has a related control and indication circuit. These circuits have a
P/BSW on the fuel control panel 40VU (which is part of the overhead panel). Each
circuit also has an interface with the two System Data-Aquisition Concentrators
(SDAC1 and SDAC2) (Ref. 31-54-00).
The P/BSWs are identified as:
L TK PUMP 1, 13QA
L TK PUMP 2, 15QA
R TK PUMP 1, 14QA
R TK PUMP 2, 16QA
CTR TK PUMP 1, 33QA
CTR TK PUMP 2, 34QA
CTR TK MODE SEL, 48QA.

Level 3 B1 B2
28-21-2
Training Manual
A320 Family
Fuel Pump Canister
Fuel A319 / 320

Figure 1: Fuel Pump
The canister has two primary fuel outlets. One outlet contains the outlet valve and
is the fuel supply to the engine feed pipe. The other outlet has a sequence valve.
A small opening in the side of the canister connects the fuel pump to:
the pressure switch
the jet pumps.
The canisters are attached to the wing bottom skin and fully contain the fuel pump
element.
Fuel Pump Element

The fuel pump element has:
a rotor assembly
an impeller assembly
an inducer assembly
a shaft
three thermal switches.
The pump element is assembled vertically. The rotor assembly is at the top. The
impeller assembly is in the center and the inducer assembly is at the bottom. The
shaft connects the three assemblies together.
The rotor assembly is a 3 phase 115VAC electrical motor. When energized it turns
the shaft and the impeller and inducer assemblies. The inducer makes a suction
that causes fuel to come through the impeller assembly. The impeller assembly
pressurizes and pushes the fuel out of the canister.
The pump no flow pressure is 35 psi (2.41Bar).
The three thermal switches are in the electrical circuit of the fuel pump element. If
the temperature of the pump element increases to more than 175 deg.C (347
deg.F) the switches operate. This causes the pump element to stop. It cannot operate again and must be replaced.
Jun04/THTA

Level 3 B1 B2
28-21-3
Training Manual
A320 Family
Fuel A319 / 320

Figure 2: Pump Removal and Installation
Jun04/THTA

Level 3 B1 B2
28-21-4
Training Manual
A320 Family
Fuel-Pump Pressure Switch

The pressure switches monitor the output pressure of the fuel pumps. They are
installed on the rear face of the wing and center tank rear spar. A banjo-connection
and pressure pipe connect the pressure switch to the fuel pump. If the pressure
from the main pump decreases to less than 0.41 bar (6.0 psi) the pressure switch:
puts on the amber FAULT light in the related main pump P/BSW
sends a signal to the Fuel Level Sensing Control Unit (FLSCU) (Ref. 28-46-00)
sends a signal to the ECAM system.
Fuel A319 / 320

Fuel can enter the surge tank (Ref. 28-11-00) through the venting system (Ref. 2812-00), when this occurs, the scavenge jet pumps 66QM(69QM) move fuel to the
rear intercell transfer valves 28QM(30QM) (Ref. 28-15-00).
The scavenge jet pumps 67QM(68QM) move fuel caught in the wing tank outer
cell to the rear intercell transfer valve.
The scavenge jet pumps 89QM(90QM) are in the center tank on the rear spar.
They move fuel caught in the center tank to the related center tank main pump inlet.
When the related main pump is on, fuel goes through the jet pump. The fuel moves
through the check valve and the jet nozzle.
Scavenge Jet Pumps

The scavenge jet pumps are in the wing tank on the rear spar between RIB15 and
RIB16.
Figure 3: Scavenge Jet Pump
Boost pump
pressure
Oct03/THTA

Water from vent box

28 -21 -5
Training Manual
A320 Family
Fuel A319 / 320

Figure 4: Jet Pump Application
Oct03/THTA

28 -21 -6
Training Manual
A320 Family
Fuel A319 / 320

Sequence Valve
Air Release Valve
When the fuel pressure at the wing tank pumps at the valve inlet is more than 1.74
bar (25.3 psi), the valve opens. The fuel then moves from the valve inlet back into
its related fuel tank. When the fuel pressure at the valve inlet decreases to a specified value, the valve closes.
The air release valve releases the air caught in the engine fuel feedline. The valve
is installed at the high point between the pump and the PLP valve (Ref.28-24-00).
Figure 6: Air Release Valve
Figure 5: Sequence Valve
to LO P switch and
scavenge jet pump
Oct03/THTA

28 -21 -7
Training Manual
A320 Family
The wing tank pumps of the main fuel pump system are manually controlled. The
FLSCUs normally control the center tank pumps automatically. The main fuel
pump system has six main pumps. The main fuel pump system is divided into two
sub-systems (LH/RH). Each sub-system has three main pumps that supply fuel to
their related engine. The circuit for each sub-system contains (and connects to)
the same type of equipment. As the other sub-system is the same, only the operation of the No. 1 sub-system/circuit (LH) is given here.
Operation
In normal conditions the two pumps in the wing tank or the related pump in the
center tank supply an engine. But, one pump can supply the necessary fuel for an
engine.
The fuel supply to one engine is controlled independently of the other. Thus, the
wing tank pumps can supply the fuel for one of the engines and the opposite center tank pump can supply the other engine.
The L TK PUMPS 1 and 2 P/BSWs are usually set to on together. The main pumps
then operate continuously. If one main pump has a failure (or is set to OFF), the
other main pump will continue to supply fuel to its related engine. When you set
the L TK PUMP 1 P/BSW 13QA to ON, it connects a 28VDC supply to the contactor 17QA (No. 1 fuel pump contactor-control). The contactor connects a 115VAC
supply to energize the fuel pump 21QA.
The center tank pumps are set to give a higher pressure of fuel than the related
wing tank pumps. Thus, when all the pumps operate, the center tank pump will
supply its related engine.
When the wing tank pumps are set to ON, the pumps will operate continuously
during the flight until switched off manually. The center tank pumps have two
modes of operation, manual and automatic. The MODE SEL P/BSW (48QA), on
the FUEL panel (40VU), controls these modes of operation.
In manual mode (MODE SEL P/BSW released out), the operation of the center
tank pumps is controlled by the CTR TK PUMPS 1 and 2 P/BSWs.
In automatic mode (MODE SEL P/BSW pushed in), and with the CTR TK PUMPS
1 and 2 P/BSWs set to ON:
the center tank pumps are set to on and off automatically during specified flight
phases
the center tank pumps will supply fuel to the engines, as required, when the fuel
is at specified levels (Ref. 28-46-00).
Jun04/THTA
Fuel A319 / 320

At engine start-up, the automatic fuel feed system operates as follows:

a signal from the interface units (1KS1 and 1KS2) energizes the center tank
control relays (51QA, 52QA)
the AUTO CTL relays (41QA, 42QA) are de-energized
if the center tank LOW LVL sensors are wet with fuel the two center tank pumps
operate
two minutes after the first engine reaches idle speed, the center tank pumps
stop
if the second engine is started during the two minutes, the center tank pumps
will operate for two more minutes. They will operate for two more minutes from
when the second engine reaches idle speed and then stop
if the second engine is started after the two minutes are over, the center tank
pumps will operate again for two minutes. They will operate from the time that
the second engine reaches idle speed
the position of the slats now controls the operation of the center tank pumps
the center tank pumps will not operate again until the slats are retracted
until then the wing tank pumps supply fuel to the engines.
After take-off, the automatic fuel feed system operates as follows:
the AUTO CTL relays de-energize when the slats retract
the center tank pump control relays energize and the center tank pumps are
given signals to operate, independently of each other
a center tank pump will not operate if the two FULL LVL sensors in the related
wing tank are wet
a center tank pump will operate when one FULL LVL sensor and one UNDERFULL sensor in the related wing tank are dry. The related center tank LOW LVL
sensor must be wet
a signal is given to the time delay relays when a center tank LOW LVL sensor
becomes dry. When the LOW LVL sensor has been dry for five minutes, the
related center tank pump is latched off
the latch is released and the related pump(s) come on when MANUAL mode
is selected or when the refuel panel access door is opened
FAULT INHIBIT relays do not let the FAULT annunciators come ON during the
five minute cycle
when a center tank pump stops, an engine is supplied with fuel from the related
wing tank pumps.

Level 3 B1 B2
28-21-8
Training Manual
A320 Family
Fuel A319 / 320

Figure 7: Center Tank Pump Logic
Oct03/THTA

28 -21 -9
Training Manual
A320 Family
Fuel A319 / 320

Figure 8: ASM 28-21-00 Center Tank Pump
Jun04/THTA

Level 3 B1 B2
28-21-10
Training Manual
A320 Family
Fuel A319 / 320

In the electrical smoke configuration (Ref. 24-24-00) the contactor 17QA is de-energized. The L TK PUMP 1 P/BSW then connects a 28VDC supply to the contactor
53QA (No. 1 fuel pump emergency contactor-control). The contactor 53QA connects a 115VAC supply to energize the fuel pump 21QA.
In the electrical smoke configuration, the equivalent RH sub-system operates
at the same time to energize the fuel pump 22QA.
The pumps get their fuel supply from the lowest part of the collector cell. When
they are in operation each pump gives two outputs. One output is to the engine
feed pipe, one to the related scavenge jet pump.
Jun04/THTA

Level 3 B1 B2
28-21-11
Training Manual
A320 Family
Fuel A319 / 320

Figure 9: Normal Operation and Smoke Configuration
Normal coniguration
Smoke configuration
Oct03/THTA

28 -21 -12
Training Manual
A320 Family
Cockpit Indications
If specified failures or system configurations occur in the main fuel pump system:
the Flight Warning Computer (FWC) (Ref. 31-52-00) gives an aural and visual
warning
the ECAM shows a failure message on the EWD, and the FUEL page on the
SD.
If necessary, a procedure to correct the effects of the failure is also given with the
warning message.
EWD Messages (see 28-40 Fig 11)
The warning messages given are:
Fuel A319 / 320

The center tank pumps do not stop 5 minutes after the related low level sensors
are dry.
Fuel Control Panel 40VU

Each fuel pump P/BSW shows:
OFF (white) when the fuel pump is not set to on
FAULT (amber) if a failure occurs (pump low pressure).
The MODE SEL P/BSW shows:
MAN (white) when the center tank pumps are in manual control
FAULT (amber) if a failure has occured whilst the center tank pumps are in auto
mode.
(a) FUEL L TK PUMP 1 LO PR

The No. 1 main pump is set to on, but low pressure has occurred (equivalent warning messages are given for the R TK PUMP 1).
(b) FUEL L TK PUMP 2 LO PR
(c) FUEL L TK PUMPS 1+2 LO PR
Both the fuel pumps in the LH wing are set to on, but low pressure has occurred
(an equivalent warning message is given for the R TK PUMPS 1+2).
(d) FUEL CTR TK PUMP 1 LO PR
The center tank pump 1 (LH) is set to on, but low pressure has occurred (Equivalent warning message for center tank pump 2 (RH)).
(e) FUEL CTR TK PUMPS LO PR
The center tank pumps 1 and 2 are set to on, but low pressure has occurred.
(f) FUEL CTR TK PUMPS OFF
The center tank pumps are set to OFF, but no failure has occured.
(g) FUEL AUTO FEED FAULT
The fuel pumps are set to on and the MODE SEL P/BSW is pushed in (auto
mode), with the fuel condition as follows:
left or right wing tank contains less than 5000 kg (11000 lb) of fuel
center tank contains more than 250 kg (550 lb) of fuel.
The center tank pumps do not stop after the slats are extended.
Jun04/THTA

Level 3 B1 B2
28-21-13
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

Level 3 B1 B2
28-21-14
Training Manual
A320 Family
Fuel A319 / 320

28-22 APU Feed
28-22 APU Feed
Jun04/THTA

Level 3 B1 B2
28-22-1
Training Manual
A320 Family
Fuel Pump System

The APU fuel pump system supplies the necessary fuel to operate the APU in all
operation conditions.
The APU fuel supply is tapped from the engine feed line. The fuel pressure for the
APU comes from either the engine fuel pumps or the APU fuel pump.
To prevent draining the cross feed line when you remove the APU fuel pump, the
pump is mounted in a canister.
Fuel A319 / 320

28 -22 APU Feed
The APU usually takes its fuel supply from the LH engine-feed line, but when the
cross-feed valve is open, the RH engine-feed line can also supply the APU with
fuel.
Normally, the necessary fuel pressure is achieved by the main-engine fuel pumps.
The fuel pressure is monitored by the APU fuel-pressure switch 7QC. If the fuel
pressure in the APU fuel line drops below 1.5 bar (22 PSI), the APU fuel pressure
switch energizes the APU fuel pump to ensure a stable fuel supply to the APU.
To purge the APU fuel line, it is possible to operate the APU fuel pump by the APU
Fuel-Line Vent-Pushbutton 8QC, installed on the APU compartment firewall. The
APU fuel pump operates as long as the pushbutton is pushed.
Single phase, 115VAC

(Static inverter)
400HZ
P<21.8 PSI = APU Fuel pump starts
Oct03/THTA

28 -22 -2
Training Manual
A320 Family
Fuel A319 / 320

28-22 APU Feed
Power Supply
APU Inlet Low Pressure Switch
For normal operation, the essential busbar 801XP (115V AC) supplies the pump
motor. When the busbar is not energized, the static inverter busbar 901XP (115V
AC) supplies the pump motor. The APU fuel pump supply relay 9QC (on panel
103VU) monitors the essential busbar and performs the busbar to switch. The
pushbutton switch 8QC operates the APU pump on the ground to purge the fuel
line. The APU fuel-line vent relay (6QC) is supplied with 28V DC from the DC Busbar 1 (103PP).
The APU inlet low pressure switch (5030QM) is installed in the APU compartment
at the fuel inlet connection to the FCU. It operates on fuel absolute pressure in the
APU fuel-feed line at the inlet to the FCU. When it operates, it transmits a signal
to the Electronic Control Box (ECB) 59KD.
The switch closes when the inlet pressure decreases to 15.8 psi. The switch
opens when the inlet pressure increases to 17.2 psi.
Drain and Vent Valve
Pump Element
The pump element (4QC) is a centrifugal type impeller which is driven by a single
phase electric motor, supplied with 115 V AC at 400HZ. The fuel that circulates
through the unit, cools and lubricates the pump element. A thermal fuse, set at
175DEG.C (347DEG.F), protects the motor from an overheat condition.
Pump Canister
The pump canister (9QM) contains the pump and is attached to the wing-box rear
spar. A drain gutter collects any fuel leakage and drains it away from the installation area. The engine fuel crossfeed and the APU fuel lines are bolted to the canister within the tank.
Pressure Switch
The pressure switch (7QC) has a cylindrical chamber with a banjo type head. A
bolt secures it to a check valve on the rear spar. The fuel pressure in the crossfeed
line goes through the check valve and the banjo head to operate a microswitch in
the chamber.
When the fuel pressure drops below 1.5 bar (22 PSI) the microswitch closes and
transmits 28VDC to APU fuel pump relay, to energize the APU fuel pump.
The fuel drain and vent valve (5040QM) is installed in the APU compartment at the
fuel inlet connection to the FCU. It permits the APU fuel-feed line to be drained of
fuel and bled of air during maintenance of the system.
Fuel-Feed Line
The APU fuel-feed line connects the engine fuel-feed line with the APU fuel distribution system. The APU fuel-feed line installation includes:
a aluminium-alloy tube, installed from the crossfeed line to the top of the wing
center tank (immediately forward of FR42),
a double-walled vented hose, installed from FR42 to FR80,
high-pressure Teflon flexible hose which incorporates spacing rings to support
and locate the hose in its tube,
a fire sleeve from FR80 to the APU fuel inlet connection,
a drain tube, which connects to the vented shroud, at its lowest point (top of the
wing center-box, immediately forward of FR42) with the drain mast,
a drain mast at FR47, which connects to the drain tube. It permits the fuel to
drain overboard if a fuel leak occurs in the hose.
Vent APU Fuel Line Pushbutton-Switch

The VENT APU FUEL LINE pushbutton-switch (8QC) permits the APU fuel pump
to operate on the ground. Press and hold the pushbutton-switch to purge the fuel
line during ground maintenance. This energizes the APU fuel line vent relay (6QC)
to start the pump. The pump is supplied with 115V AC from the essential busbar
801XP. The pump stops when the pushbutton is released.
Jun04/THTA

Level 3 B1 B2
28-22-3
Training Manual
A320 Family
Fuel A319 / 320

28-22 APU Feed
Figure 2: Fuel Line
Jun04/THTA

Level 3 B1 B2
28-22-4
Training Manual
A320 Family
Fuel A319 / 320

28-22 APU Feed
If an APU shutdown occurs, either manual or automatic (APU failure), the ECB deenergizes the APU MAIN RELAY 4KD. This causes the APU Fuel Low-Pressure
Valve Actuator to close the APU Fuel Low-Pressure Valve. The APU fuel feed line
is now disconnected from the main-engine fuel feed line and the APU Fuel Pump
to be de-energized, if it was operating.
Figure 3: Line Shroud
If an emergency shutdown of the APU occurs (e.g. due to fire) the FIRE EMER
RELAYS 5WF and 6WF immediately causes the APU Fuel Low-Pressure ValveActuator to close the APU Fuel-Low Pressure Valve and they de-energize the
APU Fuel Pump, if it was operating.
To purge the APU fuel-feed line during ground maintenance, it is possible to energize the APU fuel pump with the APU-Fuel Vent-Line Pushbutton 8QC. When
the pushbutton 8QC is pushed the APU FUEL VENT LINE RELAY 6QC energizes. This causes the APU Fuel Low-Pressure Valve Actuator to open the APU Fuel
Low-Pressure Valve. The APU fuel feed line is now connected to the main-engine
fuel feed line and the APU Fuel Pump to be energized.
The APU Fuel Low-Pressure Valve is open and the APU Fuel Pump is operating
as long as the pushbutton 8QC is pushed.
Operation
When the APU MASTER SW is set to on, the Electronic Control Box (ECB) 59KD
energizes the APU MAIN RELAY 4KD. This causes the APU Fuel Low-Pressure
Actuator 3QF to open the APU Fuel Low-Pressure Valve 9QM. The APU fuel-feed
line is now connected to the main-engine fuel-feed line.
The necessary fuel pressure is achieved either by at least one of the main-engine
fuel pumps or by the APU Fuel Pump 4QC.
As long as one of the main-engine fuel pumps is operating and the fuel pressure
in the APU fuel feed line is higher than 1.5 bar (22 PSI), monitored by the APU
Fuel-Pressure Switch 7QC, the APU Fuel Pump 4QC is in standby mode (not operating).
As soon the main-engine fuel pump stops and/or the fuel pressure in APU fuelfeed line drops below 1.5 bar (22 PSI), the APU fuel pump, energized by the APU
Fuel-Pressure Switch, takes over/supports the fuel supply of the APU.
Jun04/THTA

Level 3 B1 B2
28-22-5
Training Manual
A320 Family
Fuel A319 / 320

28 -22 APU Feed
Figure 4: ASM 28-22-00 Normal APU Start (With Batt

pwr, Static inverter)
APU Start with ext el pwr
Oct03/THTA

28 -22 -6
Training Manual
A320 Family
Fuel A319 / 320

28-22 APU Feed
APU LP Fuel Shut Off

The APU Low Pressure (LP) fuel shutoff system has an APU fuel LP valve. The
valve is used to isolate the APU fuel-supply line from the engine-feed line, when
the APU does not operate. The valve also serves as a fire shut-off valve in case
of APU fire. The APU fuel-supply line is routed through the pressurized fuselage.
Three tanks, one in each wing and one in the wing center box in the fuselage are
used to store the fuel.
The APU LP fuel shutoff system has a fuel LP valve 14QM and a related fuel LP
valve actuator 3QF. The valve and the actuator are installed on the rear spar of
the wing center-box. The valve 14QM is installed in the APU fuel-supply line,
where it joins the adjacent engine-feed line. The valve isolates the APU fuel-supply line from the engine fuel-feed line. The electrical circuit of the valve is linked to
these circuits which control the valve operation:
APU fuel pump circuit (Ref. 28-22-00),
APU emergency shutdown circuit (Ref. 49-62-00),
APU engine fuel and control circuit (Ref. 49-30-00),
APU fire extinguishing circuit (Ref. 26-22-00).
The valve closes automatically, when the APU SHUT-OFF pushbutton 1KL or the
APU FIRE pushbutton 1WD is operated. The valve also closes with an APU shutdown on the ground after a fire detection.
The two DC motors in the actuator 3QF, which move the valve 14QM, are supplied
from different sources. One motor is supplied with 28VDC from the normal busbar
301PP. The other motor is supplied with 28VDC from the hot bat. busbar 701PP.
Jun04/THTA

Level 3 B1 B2
28-22-7
Training Manual
A320 Family
Fuel A319 / 320

28-22 APU Feed
APU Fuel LP Valve

The APU fuel LP valve has a ball valve assembly (14QM) and an actuator assembly (3QF). You can remove the actuator, with the valve in position, without the necessity to drain the system. The ball valve assembly (14QM) is attached with four
bolts in self-locking inserts to the rear spar of the wing center-box. Four studs in
the valve, which come through holes in the rear spar, are used to attach the actuator (3QF). The valve is a body with pipeline attachments.
through clutches, to operate the valve. The gear system permits one motor to drive
the valve if the other motor does not operate.
A window in the actuator body gives a visual indication of the valve, RED for
'OPEN' or GREEN for 'CLOSED' position.
The actuator assembly (3QF) has two electrical DC motors which drive together.
The two motors drive a common planetary gear system, with the drive-shaft
Jun04/THTA

Level 3 B1 B2
28-22-8
Training Manual
A320 Family
Operation/Control and Indication
Fuel A319 / 320

28-22 APU Feed
APU EMERG SHUTDOWN

MASTER SW ................OFF
Normal Operation
When the APU MASTER SW is set to on, the ECB energizes the APU MAIN RELAY 4KD. It energizes the APU fuel LP valve-actuator 3QF and the APU fuel LP
valve 14QM opens. Then the engine pump or APU fuel pump supply the necessary fuel from the engine feed line to the APU fuel distribution system.
When the APU shuts down, the ECB de-energizes the APU MAIN RELAY 4KD. It
de-energizes the APU fuel LP valve-actuator 3QF and the APU fuel LP valve
14QM closes. The APU MAIN RELAY 4KD de-energizes the APU fuel feed pump
4QC if it was in operation.
The vent APU fuel line pushbutton switch 8QC permits the APU fuel-feed pump
4QC to operate on the ground (to purge the APU fuel-feed line during ground
maintenance).
When you operate the VENT APU FUEL LINE pushbutton switch 8QC:
the APU fuel line vent relay 6QC energizes,
the actuator fuel LP valve 3QF energizes and opens the APU fuel LP valve
14QM,
the ESSENTIAL AC BUS 1 401XP supplies 115VAC single-phase to operate
the motor of the APU fuel-feed pump 4QC.
The pump will continue to operate and the valve will stay open as long as the pushbutton is pushed. When the pushbutton is released the pump will stop and the
valve will close.
Operation with Failures

In an emergency APU shutdown, the actuator fuel LP valve 3QF automatically
closes the APU fuel LP valve 14QM when:
the APU FIRE push switch (guarded red) in the module 1WD on panel 20VU
on the overhead panel is operated,
the APU SHUT OFF push switch 1KL (guarded red) on panel 108VU, forward
of the nose landing-gear bay is operated,
the fire detection system operates (on the ground only).
Operation of any of these systems causes the FIRE EMERG STOP relays 5WF
and 6WF to energize. The relay 5WF transmits a signal to the ECB 59KD thus the
APU fuel LP valve 14QM closes and the APU fuel-feed pump 4QC stops.
The ECB 59KD transmits a signal to the ECAM which shows:
Jun04/THTA

Level 3 B1 B2
28-22-9
Training Manual
A320 Family
Fuel A319 / 320

28-22 APU Feed
Figure 6: APU Control
Jun04/THTA

Level 3 B1 B2
28-22-10
Training Manual
A320 Family
Fuel A319 / 320

28-22 APU Feed
Indication
A 'closed' and an 'open' position microswitch, which are part of the actuator, transmit position signals to the SDAC (Ref. 31-54-00).
The SDAC transmits the signals to the Electronic Centralized Aircraft Monitoring
(ECAM) system. You can see the 'OPEN', 'MOVING' or 'CLOSED' position of the
valve on the fuel system page on the ECAM lower display unit (Ref. 31-51-00).
You can also see the valve position at the visual positon
Figure 7: APU LP Valve Indication
Jun04/THTA

Level 3 B1 B2
28-22-11
Training Manual
A320 Family
Fuel A319 / 320

28-22 APU Feed
Figure 8: ASM 28-29-00
Jun04/THTA

Level 3 B1 B2
28-22-12
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

28-22 APU Feed
Level 3 B1 B2
28-22-13
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

28-22 APU Feed
Level 3 B1 B2
28-22-14
Training Manual
A320 Family
Fuel A319 / 320

Jun04/THTA

Level 3 B1 B2
28-23-1
Training Manual
A320 Family
General
together. Thus the two engines can be supplied with fuel from one of the wing
tanks or from the two wing tanks.
The crossfeed system is operated manually by the X FEED pushbutton switch
4QE. The X FEED pushbutton switch is installed in the cockpit on the fuel control
panel 40VU.
Fuel A319 / 320

The indication circuit interfaces with the two System Data-Aquisition Concentrators (SDAC1/SDAC2) (Ref. 31-54-00).
The P/BSWs and the actuators send data to the SDACs. The SDAC units send
the data to the ECAM. The ECAM shows the position of the crossfeed valves on
the SD FUEL page. If there is a failure of a crossfeed valve, the EWD (Ref. 31-6600) shows the message X FEED VALVE FAULT.
There are two indicator lights in the P/BSW (ON and OPEN). These lights are included in the annunciator-light test and dimming (Ref. 33-14-00).
(which together make the ECAM) give crossfeed system information to the crew.
When necessary, the crew can make a selection on the ECAM control panel (Ref.
The crossfeed system has:
a crossfeed valve actuator 5QE
a crossfeed valve 10QM
a V-band clamp 83QM.
The crossfeed valve 10QM is installed in the fuel pipe in the center tank. This fuel
pipe connects the fuel supply pipes of the left wing to the fuel supply pipes of the
right wing. When the crossfeed valve is open the fuel supply pipes are connected.
In this configuration, the fuel can be supplied to the engines from either wing tank.
The crossfeed valve is installed on the forward-face of the rear spar.
The crossfeed valve is operated by the crossfeed actuator 5QE.
The actuator is attached with a V-band clamp 83QM to the crossfeed valve driveassembly (on the rear face of the rear spar). The interface between the actuator
and the crossfeed valve is a valve spindle that goes through the rear spar. The
actuator has two motors, which get their power supply from two different sources:
motor 1, the 28VDC ESS BUS (801PP)
motor 2, the 28VDC BUS 2 (206PP).
The crossfeed valve actuator has a control and indication circuit. The indication
circuit has a X FEED pushbutton switch (P/BSW) on the cockpit fuel panel 40VU.
Jun04/THTA

Level 3 B1 B2
28-23-2
Training Manual
A320 Family
Fuel A319 / 320

Figure 1: Cockpit
Jun04/THTA

Level 3 B1 B2
28-23-3
Training Manual
A320 Family
Crossfeed Valve 10QM
Fuel A319 / 320

flange to which the actuator is attached and a location slot to make sure the actuator engages correctly. A set of O-ring seals prevent a leakage of fuel through the
mounting flange.
The primary components of the crossfeed valve are:

the valve body with a mounting flange
the ball valve with its valve spindle
the drive assembly.
Crossfeed Valve Actuator 5QE
The crossfeed valve body holds the ball valve which has a bore of 38.1 mm (1.5
in). The ball valve has a master key-way that engages with the valve spindle. The
valve spindle also has a master key-way that engages with the drive assembly.
The mounting flange of the crossfeed valve body is attached to the forward face
of the rear spar with four studs and two countersunk bolts. The studs also attach
the drive assembly to the rear face of the rear spar. The drive assembly has a
The crossfeed valve actuator has two electrical motors which drive the same differential gear to turn the ball valve through 90 deg. Limit switches in the actuator
control this 90 deg movement and set the electrical circuit for the next operation.
One of the two motors can open/close the valve if the other motor does not operate. A V-band clamp (83QM) attaches the actuator to the flange of the drive assembly. A location peg makes sure the actuator engages correctly.
Jun04/THTA

Level 3 B1 B2
28-23-4
Training Manual
A320 Family
Fuel A319 / 320

Operation/Control
The crossfeed valve is controlled manually. To operate it is necessary to have:
the 28VDC BUS 2 206PP and the 28VDC ESS.SHED. BUS 801PP energized
the circuit breakers 1QE and 2QE closed.
When the X FEED P/BSW (4QE) is pushed (in):
the 28VDC supply energizes the two electrical motors of the actuator
the crossfeed valve turns to the open position
the crossfeed valve signals its position to the ECAM FUEL page display.
When the same P/BSW is released (out):
the 28VDC supply energizes the two electrical-motors of the actuator
the crossfeed valve turns to the closed position
Indicating
The crossfeed valve position is shown on the FUEL page of the ECAM System
Display. If a failure occurs in the fuel system the FUEL page is shown on the
ECAM System Display. If you want to look at the ECAM FUEL page you must
push the FUEL P/BSW on the ECAM control panel.
System Failures
If the crossfeed valve is not in the set position:
the message FUEL X FEED VALVE FAULT is shown on the ECAM Engine/
Warning Display Page
the crossfeed valve indication is shown amber on the ECAM SD FUEL page.
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28-23-5
Training Manual
A320 Family
Fuel A319 / 320

Jun04/THTA

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28-23-6
Training Manual
A320 Family
Jun04/THTA

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Level 3 B1 B2
28-23-7
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

Level 3 B1 B2
28-23-8
Training Manual
A320 Family
Fuel A319 / 320

Jun04/THTA

Level 3 B1 B2
28-24-1
Training Manual
A320 Family
General
The engine LP fuel shut-off system controls the LP fuel-valves. Each LP fuel-valve
isolates its engine from the fuel supply at the front spar.
The related ENG MASTER switch (Ref. 76-12-00) controls the operation of the LP
fuel-valve. But if the related engine FIRE PUSH switch (Ref. 26-12-00) is operated, the LP fuel-valve closes.
If the LP fuel-valve of one engine is closed, all the fuel in the aircraft is still
available to the opposite engine.
(which together make the ECAM) give engine LP fuel shut-off information to the
crew.
Fuel A319 / 320

Each actuator has two motors, which get their power supply from different sources:
the 28VDC ESS BUS supplies the motor 1
the 28VDC BUS 2 supplies the motor 2.
If damage occurs to the electrical circuit, it is necessary to make sure that the
valve can still operate. Thus the electrical supply to each motor goes through a
different routing. The routing for motor 1 is along the front spar. The routing for motor 2 is along the rear spar and then forward through the flap track fairing at RIB6.
The actuators send position data to the System Data-Aquisition Concentrators
(SDAC1 and SDAC2) (Ref. 31-54-00). The SDACs process the data and send it
to the ECAM which shows the information on the FUEL page.

The LP fuel shut-off system has two independent electrical control circuits for each
LP fuel-valve. They connect through a control relay to these related switches:
the ENG MASTER switch (Ref. 76-12-00)
the FIRE PUSH switch (Ref. 26-12-00).
The LP fuel-valve 12QM(13QM) is in the fuel supply line to its related engine. The
LP fuel-valve is usually open and in this configuration lets fuel through to its related
engine. When one of the LP fuel-valves is closed, the fuel is isolated from that LP
fuel valve's related engine.
The LP fuel-valve is installed between the engine pylon and the front face of the
wing front spar (between RIB8 and RIB9).
Each LP fuel-valve has an actuator 9QG(10QG). The interface between the actuator and the LP fuel-valve is a valve spindle. When the actuator is energized, it
moves the LP fuel-valve to the open or closed position. A V-band clamp
80QM(81QM) attaches the actuator to the LP fuel-valve.
Jun04/THTA

Level 3 B1 B2
28-24-2
Training Manual
A320 Family
Figure 1: Engine LP Valve
Fuel A319 / 320

Operation
When the No. 1 ENG MASTER switch (Ref. 76-12-00) is set to ON, it disconnects
a 28VDC supply from the relay 11QG (HP FUEL SOV SOL P/BSW). The relay
11QG de-energizes and connects a 28VDC supply (through the ENG 1 FIRE
PUSH switch (Ref. 26-12-00)) to the 'open' side of the LP fuel-valve actuator. The
actuator then opens the LP fuel-valve.
When the No. 1 ENG MASTER switch is set to OFF, it connects a 28VDC supply
to the relay 11QG. The relay energizes and connects a 28VDC supply (through
the ENG 1 FIRE PUSH switch) to the 'close' side LP fuel-valve actuator. The actuator then closes the LP fuel-valve.
If the ENG 1 FIRE PUSH switch is operated:
it disconnects the 28VDC supply to the 'open' side of the LP fuel-valve actuator
it connects a 28VDC supply to the 'close' side of the LP fuel valve actuator the LP fuel-valve moves to the closed position.
The LP fuel-valve opens(closes) when the ENG MASTER switch is set to
ON(OFF). But the operation of the engine FIRE PUSH switch always overrides an ON selection and closes the valve. A guard on the FIRE PUSH
switch prevents an accidental operation.
Jun04/THTA

Level 3 B1 B2
28-24-3
Training Manual
A320 Family
Fuel A319 / 320

Cockpit Indications
SD (FUEL Page) Indications
When necessary, the crew can make a selection on the ECAM control-panel to
look at the FUEL page.
EWD Indication
If electrical failures occur in the engine LP fuel shut-off system they cause:
the Flight Warning System (FWS) (Ref. 31-51-00) to give an aural and visual
warning
the ECAM to show a failure message on the EWD, and the FUEL page to show
on the SD.
The warning message given is:
ENG 1 LP VALVE FAULT
This shows that the No 1 LP fuel-valve is not in the set position.
Jun04/THTA

Level 3 B1 B2
28-24-4
Training Manual
A320 Family
Fuel A319 / 320

Figure 3: Cockpit
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28-24-5
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

Level 3 B1 B2
28-24-6
Training Manual
A320 Family
Fuel A319 / 320

Jun04/THTA

Level 3 B1 B2
28-25-1
Training Manual
A320 Family
General
The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. A refuel/defuel operation is controlled from the refuel/defuel control panel in the RH
lower belly fairing. A refuel can also be controlled from the preselector in the cockpit. There is a refuel/defuel coupling (installed in the leading edge of the right hand
wing) that is the interface between the fuel tanks and the external fuel source.
Fuel A319 / 320

Where the preselected quantity is greater than the maximum capacity of both the
wing tanks fuel will automatically be added to the center tank.
The END annunciator, on the preselector 5QT, will come on when the refuel procedure is complete. That is when the ACTUAL value is the same as the PRESELECTED value +/- 100kg (220lb). If the refuel procedure stops before the ACTUAL
value and the PRESELECTED value are the same, the END annunciator will flash
to show a fault.
There are two different procedures available to refuel the aircraft, these are:
a pressure refuel (automatic or manual)
a gravity overwing refuel.
To control pressure refuel manually, the MODE SELECT switch on panel (800VU)
is set to REFUEL and the REFUEL VALVES switch(es) are set to OPEN. The
quantities of fuel that go into the tanks are then monitored at the indicator (6QT).
When the tank(s) have the required amounts, the REFUEL VALVE switch(es) are
set to SHUT.
To fill the fuel tanks to their maximum capacity, the aircraft must be level at zero
degrees. It is possible to refuel an aircraft that is not more than two degrees from
level, but it is possible that the tanks will not completely fill.
The refuel gallery is a fuel pipe that connects from the LH wing tank refuel valve
through to the RH wing tank refuel valve. From this pipe, other branch pipes supply fuel, through diffusers, to the fuel tanks.
Refuel
Pressure Refueling
When you use manual pressure refuel, the total quantity of fuel put into the aircraft
(and the supply to each tank) is controlled at the refuel/defuel control panel
(800VU).
When you use automatic pressure refuel, the total quantity of fuel put into the aircraft is controlled at the preselector (5QT) or the cockpit preselector (10QT). The
fuel supply to each tank is monitored at the indicator (6QT) or the ECAM SD FUEL
page.
The maximum refuel pressure at the refuel/defuel coupling is 3.45 bar (50 psi).
This refuel pressure will give an all tank refuel rate of approximately 1400 l/min
(370 US gal/min). At this refuel rate you can refuel the aircraft (from its usual reserves to full) in approximately 20 minutes.
The necessary total quantity of fuel is set when you move the rocker switch, on the
preselector, to INC (increase) or DEC (decrease). The quantity of fuel that is set
is shown in the PRESELECTED display. The total contents actually in the tanks is
shown in the ACTUAL display.
The sealed RIB15 (Ref. 28-11-00) divides the wing tank into an inner and an outer
cell. During a refuel operation the outer cell is filled first. The refuel spill pipe connects the wing tank outer cell to the wing tank inner cell. Thus, when the wing tank
outer cell is full the spill pipe lets the fuel move into the wing tank inner cell. A diffuser, on the spill pipe, makes sure that the fuel goes into the inner cell smoothly.
The spill pipe has a check valve 54QM(55QM). During flight the check valve
makes sure that fuel that goes into the spill pipe goes back to the outer cell.
Gravity Refueling
Each wing tank has an overwing refuel adapter 42QM(43QM). This can be used
to refuel the aircraft when a pressure refuel source is not available. During an
overwing refuel, the fuel only goes into the wing tank. It is then necessary to do a
ground fuel transfer to get the fuel into the correct fuel-load configuration. The
adaptor has an overwing refuel cap 44QM(45QM) which gives access to and seals
the adaptor. The refuel adaptor and cap are installed in the upper wing surface
(between RIB19 and RIB20) and has an electrical ground point adjacent to it.
When the conditions that follow are met the tanks will start to fill:
the PRESELECTED display is greater than the ACTUAL display
the REFUEL VALVES switches set to NORM
the MODE SELECT switch set to REFUEL.
Jun04/THTA

Level 3 B1 B2
28-25-2
Training Manual
A320 Family
Defuel
Fuel A319 / 320

The main fuel pumps (Ref. 28-21-00) remove the fuel from the fuel tanks and supply it to the refuel/defuel coupling where it can be removed from the aircraft. The
defuel/transfer valve, when open, connects the main fuel pump system (Ref. 2821-00) to the refuel/defuel system.
To defuel the aircraft you must use the main fuel pumps (Ref. 28-21-00) to remove
the fuel from the fuel tanks.
To defuel the aircraft you must set:
the X FEED P/BSW (Ref. 28-23-00), on the panel 40VU, to OPEN
the L TK (R TK) PUMPS 1 and 2 P/BSWs (Ref. 28-21-00), on the panel 40VU,
to ON
the CTR TK PUMPS 1 and 2 P/BSWs, on the panel 40VU, to ON
the REFUEL VALVES switches, on the panel 800VU, to SHUT
the MODE SEL switch, on the panel 800VU, to DEFUEL XFR.
Fuel Transfer
To move fuel from one tank to another tank, you must set:
the main fuel pump (Ref. 28-21-00) to ON, for the the tank from which you
move the fuel
the REFUEL VALVE switch, on the panel 800VU, to OPEN, for the tank to
which you move the fuel
Jun04/THTA

Level 3 B1 B2
28-25-3
Training Manual
A320 Family
Fuel A319 / 320

Figure 2: Refuel/Defuel Control Panel
Refuel/Defuel Control Panel

The refuel/defuel control panel is installed in the RH side of the belly fairing aft of
FR36.
Access to the refuel/defuel control panel is through a quick-release door 192MB.
This panel controls the operation of:
an automatic or manual pressure refuel
a pressure defuel (together with the main pumps (Ref. 28-21-00)).
The primary components on the refuel/defuel control panel are:
the control panel 800VU
the fuel quantity preselector 5QT (Ref. 28-42-00)
the fuel quantity indicator 6QT (Ref. 28-42-00).
The control panel 800VU has:
a BATT POWER (refuel-on-battery) switch 10PR (Ref. 24-67-00)
a MODE SELECT switch 3QU
a MODE SELECT OPEN light 21QU
a TEST P/BSW 2QJ (Ref. 28-46-00)
three fuel tank hi-level indicator-lights 3QJ, 4QJ, 5QJ (Ref. 28-46-00)
three REFUEL VALVES switches 4QU, 5QU, 6QU.
Oct03/THTA
Mikroswitch :
Refuel Panel open=
FQIC calculates the
actual fuel qty

28 -25 -4
Training Manual
A320 Family
Cockpit Preselector
Fuel A319 / 320

The cockpit preselector 10QT is installed in the cockpit on the overhead panel adjacent to panel 51VU. The crew use the preselector 10QT to set the quantity of
fuel required for an automatic pressure refuel. The preselector 10QT cancels all
quantities set on the fuel quantity preselector 5QT.
Jun04/THTA

Level 3 B1 B2
28-25-5
Training Manual
A320 Family
Fuel A319 / 320

Refuel/Defuel Coupling 100QM(40QM)

The refuel/defuel couplings 100QM(40QM) are the interfaces between the aircraft
fuel tanks and the external fuel supply. A single coupling is attached to the forward
face of each wing front spar, between RIB14 and RIB15. The refuel/defuel coupling caps 101QM(41QM) are installed on the refuel/defuel couplings.
The ready for refuelling light 30QU1(30QU2) is adjacent to the refuel/defuel coupling on the panel 522JB(622JB). The light comes on when the the fuel quantity
required is set on the cockpit preselector 10QT. When the light comes on you can
start to refuel the aircraft.
Jun04/THTA

Level 3 B1 B2
28-25-6
Training Manual
A320 Family
Fuel A319 / 320

Figure 4: Refuel Coupling
Wing refuel valve

with manual
plunger
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28 -25 -7
Training Manual
A320 Family
Fuel A319 / 320

Refuel Valve 7QU(8QU), 10QU

The refuel valves 7QU(8QU) and 10QU are the interfaces between the refuel gallery and the related fuel tank. Each valve is solenoid controlled, but pressure operated. Thus when the solenoid is energized, and a refuel pressure is supplied,
the valve opens. The refuel valve has a manual override-button. If the solenoid
does not operate correctly, the manual override-button can be used to open the
valve. The valve 7QU(8QU) is on the leading edge of the wing in the refuel valve
canister 19QM(20QM). The valve is behind the access panel 522GB(622GB). The
valve 10QU is installed on the rear spar (FR42) of the center tank in the refuel
valve canister (88QM).
Operation
When the solenoid valve is de-energized a hydraulic-lock (fuel) is made behind the
refuel valve piston. This hydraulic-lock and the compression springs hold the piston in the closed position.
When the solenoid valve is energized, the hydraulic-lock is released. The fuel
pressure then pushes the piston (against the spring pressure) to the open position.
The fuel that made the hydraulic-lock is pushed through the solenoid valve and
into the refuel gallery. When the solenoid is de-energized, the hydraulic-lock is
made again. Fuel pressure behind the piston increases and (together with the
spring pressure) moves the piston to the closed position.
The manual command button (on the front of the valve body) connects directly to
the manual command valve. If the solenoid valve does not operate, the manual
command button can be pushed in (and held) to release the hydraulic-lock. The
refuel valve then operates as usual.
Jun04/THTA

Level 3 B1 B2
28-25-8
Training Manual
A320 Family
Fuel A319 / 320

Figure 5: Refuel Valve
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28 -25 -9
Training Manual
A320 Family
Defuel/Transfer Valve 11QM
Fuel A319 / 320

Figure 6: Defuel/Transfer Valve
The defuel/transfer valve (11QM) is in the center tank, on the rear spar. The defuel/transfer valve connects the main fuel pump system (Ref. 28-21-00) to the refuel
gallery. When open, the valve lets the fuel in the main fuel pump system be moved
into the refuel gallery. This lets the fuel be:
moved from one tank to another
delivered to the refuel/defuel coupling for removal from the aircraft.
A single motor actuator (11QU) operates the defuel/transfer valve. A V-band
clamp (82QM) attaches the actuator to the defuel/transfer valve.
A MODE SELECT switch (3QU), on the refuel/defuel control panel (800VU), controls the operation of the defuel/transfer valve (11QM). The actuator (11QU) will
open the defuel/transfer valve (11QM) when the switch (3QU) is moved to the DEFUEL XFR position. When the defuel/transfer valve is open, an OPEN light
(21QU), adjacent to the switch (3QU) will come on. The actuator will close the defuel/transfer valve when the switch (3QU) is in the OFF or the REFUEL positions.
Jun04/THTA

Level 3 B1 B2
28-25-10
Training Manual
A320 Family
Air Inlet Valve 161QM(162QM)/Fuel Drain Valve 31QM(32QM)
The air inlet valve 161QM(162QM) is on the inboard face of RIB16. A pipe connects the air inlet valve to the refuel gallery. The air inlet valve lets air into the refuel gallery after a refuel procedure. Thus fuel can drain from the refuel gallery
through the fuel drain valve 31QM(32QM).
Fuel A319 / 320

A fuel drain valve is installed at the lowest point of the refuel gallery in each wing
(the outboard face of RIB1). Fuel pressure in the refuel gallery closes the fuel drain
valves. When the pressure source is removed the valve opens to allow fuel to
drain into the wing tank from the refuel gallery.
Figure 7: Air Inlet and Fuel Drain Valve
Jun04/THTA

Level 3 B1 B2
28-25-11
Training Manual
A320 Family
Fuel A319 / 320

Pressure Relief Valve 97QM

The pressure relief valve 97QM is installed in the RH RIB1. If a center tank overflow occurs the pressure relief valve releases the fuel into the RH wing tank.
Jun04/THTA

Level 3 B1 B2
28-25-12
Training Manual
A320 Family
Fuel A319 / 320

Figure 8: ASM 28-25-00 SH 1
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28-25-13
Training Manual
A320 Family
Fuel A319 / 320

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28-25-14
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

Level 3 B1 B2
28-25-15
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

Level 3 B1 B2
28-25-16
Training Manual
A320 Family
Fuel A319 / 320

28-28 Additional Center Tank Transfer

System
Jun04/THTA

Level 3 B1 B2
28-28-1
Training Manual
A320 Family
Fuel A319 / 320

is attached to all internal surfaces. The structural containers are the same size as
a full width cargo container.
1. General
A drain line connects the space between each ACT bladder tank and each ACT
structual container to the aircraft drain mast. A second drain line connects the
shrouded refuel/defuel line and vent line to the aircraft drain mast. If a fuel leak
occurs in the ACT bladder tank or in a shrouded line, the fuel will go through the
drain to the atmosphere. The drain lines have leak monitors 185QM and 184QM
(Ref. 28-11-00). Maintenance personnel must use the leak monitors to do a check
and make sure that there is no fuel leakage in the ACT bladder or shrouded lines.
The aircraft has provisions which lets the operator install and operate the aircraft
with one or two Additional Center Tanks. The additional center-tank transfer-system controls the fuel transfer from the two Additional Center Tanks (ACT1 and
ACT2) to the center tank. The ACT are installed in the AFT cargo compartment
and each ACT can hold approximately 2349 KG (5168 lb) of usable fuel. A fuel line
connects the ACT1 and ACT2 with the refuel gallery or with the center tank. In
flight, an electrical control circuit automatically controls the fuel transfer from the
ACT1 and ACT2 to the center tank via the level sensors in the ACT and center
tank. Air pressure from the cabin pressure control system, pressurizes the ACT1
and ACT2 for the forward fuel transfer.
A manually selected pump, which is installed in the center tank, provides a standby transfer and a transfer capability on the ground.
The refuel transfer system refuels each ACT (Ref. 28-25-00).
The Electronic Centralised Aircraft Monitoring (ECAM) and the Auxiliary Fuel
Management Computer (AFMC) give information about the ACT transfer system
to the crew. If specific failures occur:
a fault caption on the AUTO/MAN p/bsw illuminates
a warning is given on the upper ECAM display unit
the fuel page shows on the lower ECAM display unit.
31-56-00) to look at the fuel page.
2. System Description
B. Fuel Transfer System

The fuel transfer system has these components:
an ACT fuel pump pressure switch (2QH)
an ACT fuel pump (1QH) and its related mounting plate (163QM)
an ACT fuel transfer valve (165QM) and its related electrical actuator (6QH)
an ACT1 fuel inlet valve (166QM1) and its related electrical actuator (5QH1)
an ACT transfer thermal relief valve (169QM)
an ACT1 refuel restrictor valve (180QM1)
a check valve (176QM)
a shrouded fuel transfer line
a surge relief valve.
The ACT transfer pump 1QH and the ACT transfer pump of the pressure switch
2QH are installed at the rear spar FR42. The pump operates when the manual forward fuel transfer p/bsw is selected.
The pressure switch monitors the fuel pressure downstream of the ACT fuel transfer pump 1QH. When the pressure switch detects a low pressure for more than
180 seconds and the ACT1 is empty (if the aircraft is in flight) a warning appears
on the EWD. The ACT pushbutton switch must be switched off.
The ACT transfer system is divided into the following sub-systems:

two additional center tanks (ACT1 and ACT2) (Ref. 28-11-00),
a fuel transfer system,
a vent system (Ref. 28-12-00),
a pressurization system.
A. ACT1 and ACT2
The ACT fuel transfer valve (165QM) is installed at the rear spar FR42 in the fuel
line to the center tank. The actuator (6QH) opens the valve when an automatic or
manual forward fuel transfer is selected.
The ACT1 and ACT2 are installed between FR47.2 and FR53 in the AFT cargo
compartment. Each ACT is a structural container in which a flexible bladder tank
The ACT1 fuel inlet valve (166QM1) and the ACT2 fuel inlet valve (166QM2) are
installed inside the related ACT in the fuel line. The actuator (5QH1 or 5QH2)
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Level 3 B1 B2
28-28-2
Training Manual
A320 Family
opens the related valve when an automatic, manual forward fuel transfer or refuel
is selected.
The ACT refuel valve (41QU) is installed at the rear spar FR42 in the fuel line to
the refuel gallery. The integral solenoid opens the valve during refuel (Ref. 28-2500).
A refuel restrictor valve 180QM1 (180QM2) is installed in the fuel line inside the
ACT1 (ACT2) . This valve makes sure that the refuel rate of the ACT1 or ACT2 is
within a safe limit, but it will not limit the defuel rate of the ACT1 and the ACT2.
Restrictors downstream of the fuel pump (1QH) and the ACT transfer check valve
limit the transfer defuel rate of the ACT1 and ACT2.
A shrouded fuel transfer line connects the ACT1 and ACT2 with the center tank.
It transfers the fuel from each ACT to the center tank when automatic or manual
forward fuel transfer is selected.
C. Vent System
The vent system of the ACT has:
an ACT1 vent valve (167QM1) and its related electrical actuator (4QH1),
an ACT2 vent valve (167QM2) and its related electrical actuator (4QH2),
an inward pressure relief valve (172QM1) and (172QM2) (Ref. 28-12-00),
an overpressure protector (170QM1) and (170QM2) (Ref. 28-12-00),
a fuel drain valve (173QM1) and (173QM2) (Ref. 28-12-00),
a shrouded ACT vent line.
The actuator 4QH1 (4QH2) closes the ACT1 (ACT2) vent valve 167QM1
(167QM2) to pressurize the ACT1 (ACT2) for automatic fuel transfer.
The inward pressure relief valve 172QM1 and (172QM2) (Ref. 28-12-00) prevents
excessive inward pressure on the bladder bag 190QM1 and (190QM2) during descent and emergency descent.
The overpressure protector 170QM1 and (170QM2) (Ref. 28-12-00) installed in
the vent line in each ACT depressurizes the related ACT through the vent line if
the tank pressure is too high.
The shrouded ACT vent line connects the ACT to the air-space at the top of the
center tank. The center tank air-space is ventilated to atmosphere by the tank
venting system (Ref. 28-12-00).
D. Pressurization System
In the pressurization system the following components are installed:
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Fuel A319 / 320

a cabin intake air-filter (183QM)

four check valves (177QM1, 177QM2, 178QM, 179QM),
an ACT air shut-off valve (168QM) and its related electrical actuator (3QH)
a pressure reducing valve (171QM).
The ACT air shutoff valve 168QM is installed in the pressurization line of the ACT.
The actuator 3QH opens the valve when the automatic forward fuel transfer is selected. This activates the pressurization system and the air pressure in the cabin
(pressurized from the pressure control system) enters the ACT through the pressurization line and transfers the fuel from the ACT to the center tank. In the pressurization line is a pressure reducing valve 171QM which regulates the ACT
pressurization supply to about 0.195 bar (2.83 psi) over ambient air pressure. It
also has check valves which prevent the vapor from the ACT1 and ACT2 entering
the cabin. The pressurization line has a filter to make sure that clean air goes into
the tank.
E. Valve/Pump Status with Two ACT Installed

(1) Aircraft on Ground
When the aircraft is on the ground the ACT automatic transfer system is inoperative and (if the crew takes no action) the:
ACT fuel transfer valve 165QM is closed,
ACT air shut-off valve 168QM is closed,
ACT1 vent valve 167QM1 is open,
ACT1 fuel inlet valve 166QM1 is closed,
ACT refuel valve 41QU is closed,
ACT transfer pump 1QH does not operate.
(2) Automatic Forward Transfer
The ACT fuel level sensing system and the air pressure in the cargo compartment
operates the automatic fuel forward transfer and the:
ACT fuel transfer valve 165QM is open,
ACT air shut-off valve 168QM is open (auto),
ACT1 vent valve 167QM1 is closed (auto),
ACT1 fuel inlet valve 166QM1 is open,
the ACT transfer pump 1QH does not operate.

Level 3 B1 B2
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Training Manual
A320 Family
(3) Automatic Forward Fuel Transfer with Two ACT Installed
The ACT fuel level sensing system and the air pressure in the cargo compartment
operate the automatic fuel forward transfer and the:
When the ACT2 is empty:
ACT1 fuel inlet valve 166QM1 is open
the ACT1 fuel inlet valve 166QM1 is closed,

the ACT2 fuel inlet valve 166QM2 is open,
the ACT refuel valve 41QU is closed,
the ACT transfer pump 1QH operates.
When the ACT2 is empty:

the ACT2 fuel inlet valve 166QM2 is closed,
the ACT fuel transfer valve 165QM is open,
the ACT refuel valve 41QU is closed,
(6) ACT Refuel (Ref. 28-25-00)
The ACT is refueled at the same time as the other aircraft tanks. During refuel the:
ACT refuel valve 41QU is open,
(7) ACT Refuel (Ref. 28-25-00)
(4) Manual Forward Transfer

For ground transfer (manual fuel forward transfer), you have to push the ACT
pushbutton switch 24QH on the overhead FUEL panel 40VU (the FWD legend
comes on). This starts the ACT manual forward transfer and:
(**ON A/C :244-275, 426-475, 601-699, 701-749)
(5) Manual Forward Fuel Transfer with Two ACT Installed
For the manual forward fuel transfer with the aircraft on ground , you must push
the ACT pushbutton switch 24QH on the overhead FUEL panel 40VU (the FWD
legend comes on). This starts the manual forward fuel transfer of the ACT and:
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Fuel A319 / 320

The ACT are refueled at the same time as the other aircraft tanks. During refuel
the:
ACT refuel valve 41QU is open,
3. Interface
The ACT transfer system has interfaces with:
21-31-00 Pressure Control and Monitoring System
28-11-00 Tanks

Level 3 B1 B2
28-28-4
Training Manual
A320 Family
D. Cabin Intake Air-Filter
28-12-00 Tank Venting System

28-25-00 Refuel/Defuel System
28-42-00 Quantity Indicating
28-46-00 Tank Level Sensing
28-51-00 Auxiliary Fuel Manangement System
31-54-00 SDAC - Acquisition/Interface.
Major components of the filter 183QM are:

an end plate
two seals
a cartridge
a base plate.
4. Component Description
The base plate has five studs. Four studs on one side of the base plate are used
to connect the filter to the aircraft structure. The one stud on the other side of the
base plate is used to assemble the cartridge, seals and end plate.
A. ACT Vent Valve

The primary components of an ACT vent valve 167QM are:
a housing with attachment flange
a ball valve assembly (ball valve and spindle)
two end terminations.
E. Check Valves
Inside the housing a ball valve, mounted onto a spindle, is installed. The two end
terminations are screwed into the housing. These end terminations are also used
to connect the ACT vent shutoff valve to the vent system. The spindle connects
the valve to an electrical actuator on the outside of the ACT.
B. Vent Valve Actuator, Fuel Inlet Valve Actuator, Air Shutoff Valve
Actuator
Each actuator has one electrical motor which turns the ball valve 90 deg. Limit
switches in the actuator control the actuator movement and set the circuit for the
next operation. With a position indicator at the end of the output shaft it is possible
to see or feel the position of the actuator. The actuator flange is connected to the
valve flange through a V-clamp.
The check valves are installed in the pressurization line of the two ACT to prevent
vapor from each ACT entering the cabin. With the check valves it is possible to
pressurize the system from the ground test points.
(1) Check Valve (177QM)
The components of each check valve are:
a valve body,
a flap valve assembly,
a spring,
a hinge pin.
The valve assembly is attached to the valve body by a hinge pin. Forward pressure lifts the flap from its seating against the action of the spring. Absence of forward air pressure or a reverse flow causes the flap to close.
(2) In Line Check Valve (178QM, 179QM)
The in line check valve has these parts:
a valve seat assembly,
a valve body,
a tube nut.
C. ACT Fuel Inlet Valve

The fuel inlet valve 166QM has the following major parts:
a housing with attachment flange
a ball valve assembly (ball valve and spindle)
two end terminations.
Inside the housing a ball valve, mounted onto a spindle, is installed. The two end
terminations are screwed into the housing. These end terminations are also used
to connect the ACT fuel inlet valve to the refuel transfer system. The spindle connects the valve to an electrical actuator on the outside of the ACT.
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Fuel A319 / 320

The valve seat assembly has these parts:

a valve seat,
a flap valve assembly,
a hinge pin,
a spring.

Level 3 B1 B2
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Training Manual
A320 Family
Fuel A319 / 320

The valve assembly is attached to the valve seat by a hinge pin. The assembled
valve seat screws into valve body and is sealed with an O-ring. Forward pressure
lifts the flap valve from its seating against the spring action. If there is no forward
air pressure the spring closes and keeps the flap valve in the closed position. A
reverse air flow causes the valve flap to close and prevents air/fuel vapour entering the cabin.
In the unpressurized condition the spring holds the poppet valve in the wide open
position. Pressurized air entering the valve through the inlet union can pass to the
outlet union through the open poppet valve. Air in the outlet union also passes
through an axial and radial passage in the poppet valve and the radial passage of
the piston into the chamber between piston and body. This causes a load on the
piston in opposition to the spring load.
F. ACT Air Shutoff Valve
An increase of the outlet pressure will also increase the load on the piston and
compress the spring until the poppet valve is closed. With the poppet valve closed
the build-up of outlet pressure under zero flow conditions is prevented by a bleed
hole in the poppet valve and the leakage through the clearance between piston
and body. Inlet air which passes through the clearance between the poppet valve
and body will flow through the bleed screw and the skirt of the body to the vent
union. Usage of outlet air will cause a small pressure drop in the outlet union. This
pressure drop will pass to the chamber between piston and body causing a decrease of the load on the piston. Because of the smaller load the compressed
spring will open the poppet valve. The movement of the piston and poppet valve
is stopped in a position where the spring force and the air pressure acting on the
piston is equal. This is the position of the poppet valve which has been adjusted
to keep a specified constant outlet-pressure and outlet flow. An adjustment of the
oulet pressure is possible by changing the pre-load of the spring.
The air shutoff valve 168QM has these major components:

a housing assembly,
a ball valve assembly (ball valve and spindle),
two end-terminations.
In the housing a ball mounted onto a spindle is installed. Two end-terminations are
connected to the housing by four bolts. Fitted to each termination end is a seal
which contacts the surface of the ball.
The valve is electrically operated by an actuator which turns the ball 90 deg. to
align the through passage in the ball with both valve ports.
G. Pressure Reducing Valve

The pressure reducing valve 171QM has four main parts:
a body group
a spring cover
an inlet union
an outlet union.
To adjust the pressure reducing valve (changing the spring pre-load) the vent union is pushed into the spring cover until the flats on the side of the vent union are
disengaged. The spring
The body group is an assembly of the body, the control piston, the bleed screw
and the poppet. The poppet and the control piston are
attached to each other and secured by a clip. The outlet union and the inlet union
is attached to the body group.
The spring is positioned between the control piston and the spring carrier. The
spring carrier is screwed onto the vent union. On the sides of the spring carrier
there are two flats which loosely engage with two flats in spring cover. In the bottom of the spring cover the vent union is installed together with an O-ring. The vent
union loosely engages in two flats in the bottom of the spring cover. These flats
prevent a rotation of the vent union when it is secured with a nut and a tab washer.
The spring cover is screwed onto the body assembly, secured with a pin and
sealed with an O-ring.
Jun04/THTA
carrier also has two flats which prevent a rotation when the vent union is turned.
A rotation of the vent union moves the spring carrier axially and increases or decreases the spring pre-load. An anti-clockwise rotation increases and a clockwise
rotation decreases the outlet pressure.
H. Refuel Restrictor Valve

The refuel restrictor valve 180QM has these major components:
a flange body half,
a coupling body half,
a restrictor plate,
a guide web.
The hinged restrictor plate is attached to the guide web with a hinge pin. On the
opposite side to the hinge the restrictor plate has a slot which engages with the
guide web. This web guides the restrictor plate through its whole range of travel
and stops it in the free flow transfer position. The guide web assembly is installed

Level 3 B1 B2
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Training Manual
A320 Family
in the flange body half. The coupling body half is attached to the flange body half
with four bolts and nuts and sealed with an O-ring. Two slots in the coupling body
half prevent a rotation of the the guide web assembly.
During the refueling of the ACT fuel enters the coupling body half and pushes the
restrictor plate against a circular valve seat in the flange body half. The refuel flow
is then limited by the size of the hole in the restrictor plate. Fuel flow in the opposite
direction, forward fuel transfer, pushes the restrictor plate towards the coupling
body half until it is at the stop of the guide web. In this position fuel flows freely
over the raised restrictor plate and out of the coupling body half.
gized the motor turns the inducer, the main impeller assembly and the reprime impeller. The inducer makes a suction that causes fuel to come through the inducer
to the main impeller assembly. The main impeller pressurizes and pushes the fuel
through the volute chamber to the fuel outlet.
Fuel is also circulated within the pump and motor housing to provide motor cooling, bearing lubrication and to create a suction at the main impeller. To prevent a
depriming of the pump, the reprime pump removes fuel vapor and remaing air
from the eye of the main impeller. The vapor is returned to the fuel tanks through
the vapor pipe.
If the main impeller of an energized pump becomes deprimed, the reprime pump
will continue to draw fuel from the sump in the motor body. With this fuel the bearings are lubricated until the main impeller is able to deliver sufficient fuel flow.
I. Transfer Pump
The ACT fuel transfer pump 1QH consists of:
a motor body and stator housing,
a shaft and rotor assembly,
a reprime housing with reprime impeller,
a labyrinth plate (flametrap),
a main impeller assembly,
an inducer,
a pump housing,
a vapor pipe and flametrap assembly.
J. ACT Fuel Transfer Pump Mounting Plate

The pump mounting plate 163QM and attachment clamps are needed to install the
fuel transfer pump to the aft wall of the center tank.
The electricall driven fuel transfer pump is installed into a pump mounting plate.
With integral mounting lugs on the pump housing, two pump attachment plates
and four bolts, the transfer pump is attached to the pump mounting plate which is
bolted to the inside of the AFT wall of the center tank. The two attachment plates
engage with the upper and lower mounting lugs on the pump housing. Through
holes in the attachment plates and in the AFT tank wall the bolts are screwed into
the pump mounting plate. When the bolts are torqued the pump and the pump
mounting plate are pressed against the tank wall providing a safe and leak proof
installation.
The pump housing has a fuel inlet, a fuel outlet and vapor discharge connections.
In the pump housing the inducer/main impeller assembly, the reprime impeller assembly, a flametrap and a carbon bearing are installed.
The motor body has a 7 pin connector, a fuel sump and an outlet port for the vapour pipe. In the motor body the stator assembly, a carbon bearing, a rotor assembly and a reprime suction pipe are installed.
The pump is driven by a fuel flooded 3 phase electrical motor. Each phase supply
of the stator winding is protected by a non-resettable thermal fuse. When ener-
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Fuel A319 / 320

The major components of the pump mounting plate are:

the mounting plate body,
the fuel inlet, fuel outlet and vapor discharge adapters,
the fuel inlet, fuel outlet and vapor discharge non-return valves,
the inner sleeve of the vapor discharge hole,
the spider of the vapor discharge hole,
the inner sleeve of the fuel outlet hole.
The sleeve of the vapor hole has slots in which the spider is installed to permit an
axial movement of the spider. The sleeves are installed in the vapor discharge and
fuel outlet hole of the canister body. The fuel inlet and fuel outlet non-return valves
are installed in their related adapters. The non-return valve and adapter of the vapor port, the fuel inlet adapter and the fuel outlet adaptor are mounted on the
mounting plate body. A threaded port and drilling in the mounting plate body
makes it possible to measure the fuel outlet pressure.
When the pump is installed in the pump canister a probe on the pump and the spider open the non-return valves in the fuel outlet
and vapor discharge adapter. When the pump is removed from its mounting plate,
the non-return valves close and prevents a fuel leakage from the center tank. The
non-return valve of the fuel inlet port is opened by the fuel flow if the pump is operating. If the pump is not operating it closes and prevents a reverse fuel flow.

Level 3 B1 B2
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Training Manual
A320 Family
Fuel A319 / 320

K. ACT Transfer Pump Pressure Switch
N. Check Valve
The primary components of the pressure switch assembly 2QH, are the body and
banjo adapter. The body contains:
a flexible diaphragm,
a switch mechanism,
an electrical microswitch.
The check valve 176QM has the subsequent components:

an inlet body,
an outlet body,
a valve assembly,
a spring.
The flexible diaphragm isolates the switch mechanism and the mircoswitch from
the fuel. When the fuel pressure increases to 8 psi (0.55 bar) the flexible diaphragm moves to operate the switch mechanism. The switch mechanism then
opens the contacts of the microswitch. When the fuel pressure decreases to 6 psi
(0.41 bar) the flexible diaphragm and the switch mechanism move in the opposite
direction. The switch mechanism then closes the contacts of the microswitch.
In the outlet body the valve assembly and a spring are installed with a pivot pin.
The inlet body contains a valve seat which can be sealed with the valve assembly.
The valve assembly is pushed against the valve seat by the spring. The two bodies are held together with a trap-wire and sealed with an O-ring.
L. ACT Fuel Transfer Valve

The ACT fuel transfer valve 165QM has two sub-assemblies, a drive assembly
and a valve assembly. The drive assembly interfaces the actuator and the valve
assembly. The drive assembly is mounted through the aft wall of the center tank.
The valve assembly is within the center tank.
The ball valve and the bottom spindle are installed in the valve body. The flange
assembly is moved over the drive spindle and
screwed to the valve body. The other side of the flange assembly is attached with
four studs and two bolts to the aft wall of the center tank. It has an O-ring to prevent
a leak of fuel through the mounting flange face. The two end retainers are attached
to the valve body and provide mounting flanges to the transfer line. The four studs
which attach the valve assembly are also used to attach the drive assembly to the
center tank. The splined end of the drive spindle engages with a connector, installed in the drive assembly. A slot in the top of the connector engages with the
the drive shaft of the actuator.
M. ACT Fuel Transfer Valve Actuator

The actuator of the ACT fuel transfer valve has two electrical motors which turn a
ball valve through 90 deg. Limit switches in the actuator control this 90 deg movement and set the electrical circuit for the next operation. One of the the two motors
can open or close the valve if the other motor is damaged. A V-band clamp attaches the actuator to the flange of the drive assembly. A location peg makes sure that
the actuator engages correctly.
Jun04/THTA
When the inlet pressure is greater than the load of the spring, the valve assembly
lifts from the valve seat in the inlet body. Fuel then flows through the check valve.
If the fuel pressure on both sides of the valve assembly is equal, the spring returns
the valve to its seat. This stops the flow of fuel. If the outlet pressure increases,
the valve assembly is pushed on to the valve seat. This prevents a fuel flow to the
inlet side of the check valve.
O. Leak Monitor
The primary components of the leak monitors 184QM and 185QM are:
the body with a mounting flange,
a remote inlet,
an outer valve and spring,
an inner valve and spring,
a support guide.
The mounting flange connects the valve to the aircraft. The body has an inner and
outer valve and the springs. The inner valve is installed in the outer valve and the
springs keep the two valves in the closed position. The support guide keeps the
two valves aligned when they operate. The remote inlet of 184QM connected to
the shrouded ACT refuel/transfer and ACT vent pipes. The remote inlet of 185QM
is connected to the interspaces.
When a drain tool opens the outer valve, the inner valve opens at the same time.
Then fuel or water can flow out through the valve. If the outer valve is closed the
inner valve also closes. When the outer valve is removed the inner valve stays
closed and prevents a fuel leakage.

Level 3 B1 B2
28-28-8
Training Manual
A320 Family
P. ACT Thermal Relief Valve
Fuel A319 / 320

The valve body contains a ball and a spring. The spring holds the ball against a
valve seat. When the fuel pressure increases to more than 2.75 bar (40 psi) the
ball lifts (against the pressure of the spring) to release the fuel through the outlet
holes.
When the ACT1 low level sensors become dry, the control circuit:
opens the vent valve,
closes the air shutoff valve,
closes the fuel transfer valve,
closes the ACT1 fuel inlet valve,
4. Operation/Control and Indication
The fuel transfer from the ACT to the center tank stops.
A. ACT1 and ACT2 Refuel
C. ACT1 and ACT2 Manual Forward Fuel Transfer

For a manual forward transfer to occur, you must push the ACT pushbutton switch
(the FWD legend comes on). The normal fuel transfer sequence is, ACT2 first and
then ACT1.
For a full description of the Refuel System, go to AMM 28-25-00, P. Block 1.
B. ACT1 and ACT2 Automatic Forward Fuel Transfer

For the automatic forward transfer to occur, you must have these conditions:
the aircraft is in flight,
the slats are retracted,
the ACT pushbutton switch is in the AUTO position (on the overhead FUEL
panel 40VU)
the ACT2 low level sensor is wet,
the center tank hi-level sensor has been dry for at least 10 minutes.
When these conditions occur, the control circuit:
closes the ACT1 and ACT2 vent valve,
opens the air shutoff valve,
opens the fuel transfer valve,
opens the ACT2 fuel inlet valve.
When the ACT pushbutton switch is pushed, the electrical control circuit:
opens the ACT fuel transfer valve
opens the ACT fuel inlet valve
energizes the ACT transfer pump.
It transfers the fuel from the ACT2 to the center tank.
If the ACT1 and ACT2 are empty (the ACT pump pressure switch detects a low
pressure for more than 180 seconds) the FUEL - ACT PUMP LO PR warning appears on the upper ECAM display unit. When the ACT pushbutton switch is released (the FWD legend goes off) the control circuit:
closes the ACT fuel transfer valve
closes the ACT1 and ACT2 fuel inlet valve
de-energizes the ACT transfer pump.
The air pressure in the cargo compartment transfers the fuel from the ACT2 to the
center tank.
Thus the fuel transfer from the ACT1 and ACT2 to the center tank is stopped.
If the center tank hi-level sensor becomes wet during a forward fuel transfer, the
Tank Level Sensing system and the control circuit close the ACT fuel transfer
valve and the ACT2 fuel inlet valve. The fuel transfer stops. When the center tank
hi-level sensor becomes dry, the Tank Level Sensing system and the control circuit (after a 10 minutes delay) opens the ACT fuel transfer valve andthe ACT2 fuel
inlet valve. The fuel transfer starts again.
(1) Failure of the Automatic Transfer
D. Operation with Failure

The FQIC signals a transfer fault if in the center tank there is less than 3000Kg
(6614lb) of usable fuel and if one ACT has more than 250Kg (550lb) of fuel available , then:
the EWD shows the warning FUEL - ACT XFR FAULT on the upper ECAM display unit
the FAULT legend in the ACT pushbutton switch comes on.
(2) Failure of the ACT Transfer Pump
The fuel is now transferred from the ACT1 to the center tank.
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Level 3 B1 B2
28-28-9
Training Manual
A320 Family
Fuel A319 / 320

If the ACT transfer pump is selected to run and the ACT transfer-pump pressureswitch 2QH detects a low pressure for more than 180 seconds (with the ACT1
empty if the aircraft is in flight):
the EWD shows the warning FUEL - ACT PUMP LO PR,
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Level 3 B1 B2
28-28-10
Training Manual
A320 Family
Fuel A319 / 320

Jun04/THTA

Level 3 B1 B2
28-29-1
Training Manual
A320 Family
General
APU Fuel LP Valve
System Description
Power Supply
Fuel A319 / 320

Electronic Centralized Aircraft Monitoring (ECAM) system (Ref. 31-51-00).
the valve, which come through holes in the rear spar, are used to attach the actuator (3QF). The valve is a body with pipeline attachments. The fuel inlet connector
is a threaded-type connection. The fuel outlet-port has four studs for installation of
the fuel outlet tube. The valve body includes a ball with 0.5 in. (12.7 mm) dia. bore
and a drive-shaft for the includes a ball with 0.5 in. (12.7 mm) dia. bore and a driveshaft for the Polytetrafluorethylene (PTFE) valve seat. An integrated spring loaded
poppet-valve allows thermal pressure relief in the opposite direction to normal flow
when the valve is closed. The drive slot on top of the ball permits the ball to move
relative to the drive-shaft.
Actuator Assembly
the valve if the other motor does not operate. Two groups of three microswitches
activate the related 'OPEN' or 'CLOSED' circuit for operation of the valve. They are
located at the bottom of the actuator. The microswitches are operated with levers,
which are tipped with a cam on the actuator drive-shaft. A window in the actuator
body gives a visual indication of the valve, RED for 'OPEN' or GREEN for
'CLOSED' position.
Interfaces
Normal Operation
The APU LP fuel shutoff system has interfaces with:

APU fuel-pump system (Ref. 28-22-00),
APU emergency-shutdown system (Ref. 49-62-00),
APU fire-extinguishing system (Ref. 26-22-00),
APU fuel distribution system (Ref. 49-31-00),
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The APU Fuel Supply
APU Shutdown

Level 3 B1 B2
28-29-2
Training Manual
A320 Family
APU Fuel-Feed Pump Operation for Ground Maintenance
maintenance).
Fuel A319 / 320

Indication
You can also see the valve position at the visual positon.
14QM,
valve will close.

APU Emergency Shutdown
APU EMERG SHUTDOWN
MASTER SW ................OFF
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Level 3 B1 B2
28-29-3
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

Level 3 B1 B2
28-29-4
Training Manual
A320 Family
Fuel A319 / 320

28-40 Indicating
28-40 Indicating
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Level 3 B1 B2
28-40-1
Training Manual
A320 Family
Quantity Indication
Fuel A319 / 320

28-40 Indicating
The Fuel Quantity Indicating (FQI) system measures the quantity of fuel in the aircraft fuel tanks. The FQI system gives fuel quantity indications for each of these
fuel tanks:
the center tank.
The FQI system has fuel probes, the electrical capacitance of which is in relation
to the fuel level. The Fuel Quantity Indicating Computer (FQIC) continuously
measures this capacitance and:
uses the fuel quantity data to control an automatic refuel operation
transmits the fuel quantity data to the Engine/Warning Display (EWD) (Ref. 3166-00) and the System Display (SD) (which together make the ECAM).
Channel
1
Cannel
2
During a refuel/defuel operation the FQIC transmits the fuel quantity data to:
the preselector 5QT
the preselector 10QT
the indicator 6QT.
The FQI system has these components:
the Fuel Quantity Indicating Computer (FQIC) 3QT
the On-Board Replaceable Module (OBRM)
the fuel probes 21QT1(21QT2) thru 34QT1(34QT2), 35QT thru 39QT
the cadensicons 19QT1(19QT2), 20QT
the preselector 5QT
the cockpit preselector 10QT
the multi-tank indicator 6QT.
FQI Computer (FQIC) 3QT

The FQIC controls the FQI system. The OBRM is attached to the FQIC and contains the software to operate the FQIC.
During a refuel/defuel operation the fuel mass is also shown on the preselector
5QT, the multi-tank indicator 6QT and the cockpit preselector 10QT.
The FQIC has two processing channels that are the same. The channels are identified as Channel 1 and Channel 2.
The multi-tank indicator 6QT is installed with the Refuel/Defuel Control Panel
800VU. During a refuel or defuel operation the indicator shows the quantity of fuel
in each fuel tank.
Each channel does these operations:

computation of the fuel mass held in each wing
computation of the ACTUAL total fuel mass
computation of the PRESELECTED fuel mass
computation of the automatic refuel control
discrete outputs to the refuel valves, and Flight Warning Computers (FWCs)
(Ref. 31-53-00)
system failures
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A320 Family
Fuel A319 / 320

28-40 Indicating
Multi-Tank Indicator 6QT
continuous automatic tests for faults (BITE)

Fuel Level Sense System (FLSS) BITE (Ref. 28-46-00)
continuously monitors the status of the other channel
ARINC 429 digital output to the interfaces.
Normally, the two channels operate continuously, with each channel monitoring
the status of the other channel.
The FQI, and the temperature measurement indications are shown on the SD (FUEL page). When specified FQI and FLSS conditions occur, the EWD (Ref. 31-6600) gives a warning message and the Flight Warning Computer (FWC) (Ref. 3153-00) gives an audible warning.
The built-in test equipment (BITE) is installed in the FQI computer. It monitors inputs, outputs and operations to give results from the regular system tests. Fault
information for each flight, and up to sixty-four flight legs are kept in the BITE
memories.
The indicator gets fuel quantity data from the FQIC through an ARINC 429 bus.
The LED display module then gives these fuel quantity indications:
the LH wing tank (LEFT)
the RH wing tank (RIGHT)
the center tank (CTR).
The indicator is pre-programmed to display in either kgs or lbs. The indicator receives the numbers to be displayed from the FQIC. The FQIC also sends an identification bit that will identify if the numbers sent are in kgs or lbs.
Figure 2: Fuel Quantity Preselector/Multi Tank Indicator
Fuel Quantity Preselector 5QT

The preselector gets fuel quantity data from the FQIC through an ARINC 429 bus.
the preselected quantity (PRESELECTED)
the total quantity (ACTUAL).
The preselector is pre-programmed to display in either kgs or lbs. The preselector
receives the numbers to be displayed from the FQIC. The FQIC also sends an
identification bit that will identify if the numbers sent are in kgs or lbs.
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Cockpit Preselector 10QT
Fuel A319 / 320

28-40 Indicating
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A320 Family
FQI Probe
Wing Tanks - 21QT1(21QT2) thru 34QT1(34QT2).

Center Tank - 35QT thru 39QT.
A set of fuel probes is installed in each fuel tank. Each fuel probe has an electrical
capacitance value which changes in relation to the change in depth of the fuel in
its tank. The FQIC regularly measures the electrical capacitance values of all the
fuel probes. It then uses each set of probe capacitance values to find the volume
of fuel in a tank.
Fuel A319 / 320

28-40 Indicating
The fuel probes 22QT1(22QT2) (inner cell) and 33QT1(33QT2) (outer cell) have
diodes that are used to calculate the temperature of the fuel adjacent to them. The
FQIC regularly monitors these diodes and uses the voltage drop across them to
calculate the fuel temperature. The fuel temperature for each wing tank cell is
shown on the System Display (SD) FUEL page of the ECAM.
Each probe is assembled in the same way. To make an allowance for the depth
and size of the fuel tanks, the lengths of the probes are different.
Figure 4: FQI Probes
Volume measurement
To ECAM S/D
Density / FQIC / Mass
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Training Manual
A320 Family
Fuel A319 / 320

28-40 Indicating
Cadensicon 19QT1(19QT2), 20QT
Operation/Control
The cadensicons 19QT1(19QT2) and 20QT are installed near to the lowest part
of the fuel tanks. The FQIC regularly monitors these components and their outputs
used to calculate the fuel density. When the FQIC knows the fuel volume (from the
probes) and the fuel density, it can calculate the fuel mass in each tank. The fuel
mass is shown on the EWD (Ref. 31-66-00) and the SD FUEL page.
The FQIC has full control of the FQI system. Each fuel probe has an electrical capacitance value that is in relation to the depth of fuel in the related tank. The FQIC
uses the probe capacitance values and the fuel permittivity to find the volume of
usable fuel in that tank.
Fuel moves freely into and out of the cadensicon through holes in the cover. The
fuel is the dielectric between the five parallel plates of the capacitor assembly.
For full operation of the quantity indicating system it is necessary to:
energize the 28VDC ESS BUS (801PP) (channel 1 supply) and the 28VDC
BUS 2 (206PP) (channel 2 supply) and 28VDC FUELLING BUS 2 (502PP)
close the related circuit breakers 1QT (801PP), 2QT (206PP) and 8QT
(502PP).
Figure 5: Cadensicon
The cadensicons 19QT1(19QT2) and 20QT send signals to the FQIC from which
the density of the fuel is calculated.
The FQIC uses the fuel volume calculation, together with the density data, to find
the fuel mass (fuel quantity). This is then transmitted to the EWD (Ref. 31-66-00)
and the SD (FUEL page) (which together make up the ECAM).
Refuel/Defuel Operations (Ref. 28-25-00)

During a refuel or defuel operation the FQIC also supplies fuel quantity data to the:
preselector 5QT
multi-tank indicator 6QT
cockpit preselector 10QT.
If the FQIC has no data, the indicator and the preselectors do not operate their
LED displays.
Cockpit Indications
Degraded-Mode (For One Tank)
If the fuel quantity indication data is between 3 and 5 times less accurate than that
specified for normal operation, then degraded-mode indications are given. The indication for the applicable tank is still shown on the SD FUEL page, but the last
two numbers have two (amber) horizontal lines through them( = ).
FQI Failure (In One Tank)
If the fuel quantity indication data is more than 5 times less accurate than that
specified for normal operation, then the indication for that tank shows two amber
XX in a boxed frame.

During a refuel or defuel operation the preselector 5QT shows:
The ACTUAL quantity of fuel in the aircraft.
The display shows the fuel quantity in units of 1000 kg (1000 lb) and to a resolution of 100 kg (100 lb).
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Training Manual
A320 Family
The PRESELECTED quantity of fuel for an automatic refuel.
The display shows the fuel quantity in units of 1000 kg (1000 lb) and to a resolution
of 100 kg (100lb).
The preselection switch is used to change the PRESELECTED quantity. The
switch has three positions:
INC (increase)
neutral
DEC (decrease).
The switch is biased to the neutral position. When the switch is initially set to the
INC (or DEC) position, the rate of change in the figures of the PRESELECTED
window display is slow. But after 4 seconds the rate of change increases. This difference gives a fine adjustment (slow rate change) and a coarse adjustment (fast
rate change) of the PRESELECTED fuel quantity.
The END Annunciator LED

When a refuel operation is completed, the END annunciator LED comes on. If an
unusual condition occurs during refuel, the END annunciator LED flashes. It does
this if:
all the high level sensors (Ref. 28-46-00) are wet before the ACTUAL fuel
quantity equals the PRESELECTED fuel quantity (+ or - 100kg (200 lb))
an ARINC transmission failure from the preselector 5QT occurs during the refuel procedure
one of the two wing high level sensors (Ref. 28-46-00) is dry and the center
tank contains more than 250kg (550lb) (when the automatic refuel is completed)
out of balance of the LEFT and RIGHT quantities is more than 200kg (450lb)
and the two wing high level sensor (Ref. 28-46-00) are wet (when the refuel is
complete)
the ACTUAL fuel quantity is greater than the PRESELECTED fuel quantity
FQIS errors cause the FQIC to fail.
Fuel A319 / 320

28-40 Indicating
able, then the FQIC uses the capacitance values from known fuel probes to calculate the effective attitude.
Test BITE
The FQIC contains the Built-In Test Equipment (BITE) that lets it test and monitor:
the Fuel Quantity Indicating System (FQIS)
the Fuel Level Sensing System (FLSS) (Ref. 28-46-00).
The FQIC does the BITE test of the FQIS at aircraft power-up and then continuously whilst the FQIC is energized. The FQIC does the BITE test of the FLSS at
aircraft power-up for the sensors that are fully in fuel or fully out of fuel. For the
sensors that cannot be tested, the FQIC does the BITE test of these sensors when
the fuel is next at the correct level. The FLSS BITE test is only done when the aircraft is on the ground.
All the FQIS failures are sent to the Centralized Fault Display System (CFDS)
(Ref. 31-30-00). Faults can be found on the Multi-function Control and Display
Units (MCDUs) (Ref. 22-82-00).
The FQIC has two channels, channel 1 and channel 2. One channel is the master
channel and the other channel is the slave channel (the master channel is always
the better channel).
Channel 1 and channel 2 do the FQIS BITE, however the FLSS BITE is only done
by the master channel. The BITE test results can be found on the FQIC STATUS
and FLSS STATUS pages of the MCDU.
It is possible to get the slave channel of the FQIC through the MCDU. To do this
you select CHANNEL 1 (CHANNEL 2) on the FUEL menu page of the MCDU.
The master channel will give all the faults of the slave channel.
Accuracy
The FQI system is accurate to plus or minus 0.5% of each tanks total capacity plus
0.5% of actual FOB. This is when the aircraft is on the ground between an attitude
of +/- 3 degrees in both pitch and roll.
The FQIC takes acceleration data from the Air Data/Inertial Reference System
(ADIRS) (Ref. 34-10-00) to calculate the effective attitude. If this data is not avail-
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28-40 Indicating
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Fuel A319 / 320

28-40 Indicating
Figure 7: ECAM
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Tank Level Sensing
28-40 Indicating
High Level Sensing

The high level sensors, 17QJ1(17QJ2) and 20QJ, control the high fuel level in
each tank during refuel or a fuel transfer. When the high level sensor becomes
wet, the FLSCU closes the related refuel valve. During a refuel, the FLSCU also
causes the applicable HI LVL light (3QJ, 4QJ and 5QJ) to come on at the refuel/
defuel control panel 800VU.
The Fuel-Level Sensing-System (FLSS) gives:

high level sensing
low level sensing
full level sensing
underfull level sensing
overflow level sensing
temperature sensing
shut-off of fuel recirculation for Integrated Drive Generator (IDG) cooling
wing tank intercell fuel transfer control
center tank fuel pump control.
Lo Level Sensing
The system has level sensors that the Fuel Level Sensing Control Units (FLSCUs)
monitor continuously. The sensors are installed at different positions in the fuel
tanks to give fuel level data in the range low level to overflow. The FLSCUs supply
a voltage to the sensors electrical resistive-element. When the voltage returns to
the FLSCUs it is compared with a specified reference to find if the related sensor
is 'wet' or 'dry'. The FLSS uses the fuel level data to:
control the operation of the refuel valves during refuel and fuel transfer when
the aircraft is on the ground
make sure that the fuel in the wing tanks does not decrease to less than 500
kgs from 'full', when the center tank contains fuel
make sure that the fuel in the wing tank inner cells does not decrease to less
than low level, when the wing tank outer cells contain fuel
give fuel low-level warnings to the Engine/Warning Display (EWD) (Ref. 31-6600).
The system has temperature sensors that the FLSCUs continuously monitor. The
FLSCUs supplies a voltage to the sensors electrical resistive-element. When the
voltage returns to the FLSCUs it is compared to a specified reference to find if the
fuel adjacent to the sensor is 'hot'. The FLSCUs use the hot-signal to control the
operation of the fuel recirculation for the cooling system (Ref. 28-16-00). The FLSCUs also transmit the temperature data to the Full Authority Digital Engine Control
(FADEC) (Ref. 73-20-00) to control the operation of the Fuel Non-Return Valve
(FRV) (Ref. 73-10-00).
The tank level sensing system operates automatically. When a sensor is in the fuel
it is wet and when it is not in the fuel it is dry. When a sensor becomes wet or dry
it changes its signal to the FLSCU.
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Fuel A319 / 320
When the center-tank low-level-sensor 21QJ, 22QJ is dry for more than five minutes, the related center-tank pump will stop. If, during the five minutes, the sensor
becomes wet, for a minimium of 11 seconds, the center-tank pump will continue
to operate. Each center-tank pump will operate until the sensor continues to be dry
for five more minutes.
When the LH or RH wing low-level sensors 15QJ1(2) and 39QJ1(2) or 16QJ1(2)
are dry for 30 seconds continuously, a 750KG (1650 lb) LO LEVEL warning message is shown on the ECAM display unit.
Full and Underfull Level Sensing

The full level sensors, 23QJ, 27QJ and the underfull level sensors 24QJ, 25QJ
and 26QJ, are used to control the automatic operation of the center tank fuel
pumps. When any one of the full level and the related underfull level sensors become dry, the FLSCU signals the related center tank fuel pump to operate. When
the full-level sensor becomes wet again the FLSCU signals the related center tank
fuel pump to stop.
The difference between the full and the underfull level-sensors is equal to a fuel
quantity of 500kg (1100 lb).
Overflow Level Sensing

If fuel from the wing tank overflows into the vent surge tank, the FLSCUs signal
the Engine Interface Unit (EIU) (Ref. 73-20-00) to close the fuel return-valve.
If an overflow sensor becomes wet, the FLSCUs will send a signal to:
the annunciator light test and dimming system (Ref. 33-14-00). This system will
signal the related CTR TK XFR pump pushbutton switch (5QL, 6QL) (Ref. 2826-00) FAULT annunciator to come on
the ECAM Engine/Warning Display (EWD) to show the warning FUEL - L(R)
WING TK OVERFLOW

Level 3 B1 B2
28-40-10
Training Manual
A320 Family
the FADEC to close the FRV and thus stop the recirculation system (Ref. 2816-00).
Fuel A319 / 320

28-40 Indicating
Figure 8: Level Sensors
IDG Shut-off Sensors

one in each wing tank 38QJ1(38QJ2).
The IDG shut-off sensors stop the IDG cooling when the fuel quantity is less than
280kg (616lb). The FLSCUs signal the FADEC to close the FRV, which stops the
fuel flow from the IDG cooling system to the recirculation system.
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Fuel Level Sensing Control Units (FLSCUs)

The FLSCUs continuously monitor all the sensors. The FLSCUs use the data from
the fuel sensors to:
control other parts of the fuel system
send fuel low level warnings to the EWD.
The FLSCUs (7QJ and 9QJ) are installed in the FWD electronics rack 92VU, in
the aircraft avionics bay.
Each FLSCU sends an electrical current to its related sensors, the voltage of
which is set. When the electrical current goes back to a FLSCU from a sensor the
voltage is measured. The FLSCUs compare the measured voltage to a set value
to find if:
the sensor is wet or dry (for the level sensors)
the adjacent fuel is hot (for the temperature sensors).
The voltages that go back to the FLSCUs from groups of low level, full and underfull sensors go through groups of logic gates. These logic gates help to make sure
that:
incorrect warnings are not shown on the EWD during flight
the center tank fuel pumps (Ref. 28-21-00) operate correctly at all aircraft attitudes.
The FLSCU has these functions:
a current supply, kept to a limit of safe values, for each sensor
a detection circuit to find when a sensing thermistor is in fuel
a switch comparator which has relay-contact output-signals and logic outputsignals
a fault monitoring circuit that continously monitors for an open circuit or short
circuit sensor (or sensor line) (and moves the output relay to the fail safe state)
Built In Test Equipment (BITE), controlled and monitored by the FQI computer,
to do a test of the fuel system sensors.
Temperature Sensors
The tank level sensing system has two temperature sensors, 29QJ1 (29QJ2) and
30QJ1 (30QJ2), installed in each wing tank. The temperature sensor 29QJ1
(29QJ2) is in the wing tank inner cell and is sensitive to temperatures of more than
Oct03/THTA
Fuel A319 / 320

28-40 Indicating
52.5 deg C. The temperature sensor 30QJ1 (30QJ2) is in the wing tank outer cell
and is sensitive to temperatures of more than 55 deg C.
On the ground, closure of the FRV, due to high fuel temperature in the
wing tank, is prevented.
Each temperature sensor is near the lowest part of the related fuel cell. This
makes sure that the temperature sensor is in the fuel for most of the time.
Center-Tank High-Level Dummy-Load Resistor (6QJ)

The FLSCU 1 and the FLSCU 2 are the same. But only the FLSCU 1 supplies
center-tank high-level sensing (through the high level sensor 20QJ). The equivalent FLSCU 2 center-tank high-level sensing channel has the dummy-load resistor
(6QJ).
The dummy-load resistor makes sure that the center-tank high-level sensing
channel in each FLSCU is used.
Level Sensor
When an electrical current goes through the thermistor, its temperature increases.
The electrical resistance of the thermistor changes with its temperature. When the
sensor is in the fuel, the temperature increase is less than when the sensor is in
the air. The FLSCU compares the current value from the sensor to a specified value to find if the related sensor is wet or dry.
Temperature Sensors
The electrical resistance of the temperature sensor is in relation to the temperature of the adjacent fuel. When the temperature of the fuel, as calculated by the
FLSCU, is at a specfied level the FLSCU stops the recirculation system (Ref. 2816-00).
Test
The high-level sensors and their circuits are tested from the refuel/defuel panel
800VU, with the TEST switch (2QJ). The same switch also has a filament test facility. The Fuel Quantity Indicating System (FQIS) (Ref. 28-42-00) computer controlled Built-In Test Equipment (BITE) has test facilities for all the sensors and their
circuits. When BITE is operated, with a failure-monitoring-signal, the Centeralized
Fault Display System (CFDS) (Ref. 31-30-00) will show and identify a:
defective sensor and/or
defective control-unit.

28 -40 -12
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A320 Family
Fuel A319 / 320

28-40 Indicating
Figure 9: ASM 28-46-00 Overflow, IDG Shutoff, Temperature Sensing
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Fuel A319 / 320

28-40 Indicating
Figure 10: ASM 28-46-0 Full- Underfull Sensing
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Fuel A319 / 320

28-40 Indicating
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28-40 Indicating
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Fuel A319 / 320

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A320 Family
Quantity Indication
fuel tanks:
the center tank.
the preselector 5QT
the indicator 6QT.
Fuel A319 / 320

computation of the automatic refuel control R
(Ref. 31-53-00)
system failures

the preselector 5QT
memories.
in each fuel tank.

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Fuel A319 / 320

FQI Probe
of fuel in a tank.
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Fuel A319 / 320

Operation/Control
fuel is the dielectric between the five parallel plates of the capacitor assembly. 4.
energize the 28VDC ESS BUS (801PP) (channel 1 supply) and the 28VDC
BUS 2 (206PP) (channel 2 supply) and 28VDC FUELLING BUS 2 (502PP)
close the related circuit breakers 1QT (801PP), 2QT (206PP) and 8QT
(502PP).

preselector 5QT
LED displays.
Cockpit Indications

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Figure 4:

of 100 kg (100lb).
INC (increase)
neutral
DEC (decrease).
The END annunciator LED
this if:
complete)
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Accuracy
Fuel A319 / 320

Figure 5: CFDS
Effective Attitude
(ADIRS) (Ref. 34-10-00) to calculate the effective attitude. If this data is not available, then the FQIC uses the capacitance values from known fuel probes to calculate the effective attitude.
Test
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28 -42 Quantity Indicating
Figure 6: CFDS
P = PASSED
F = FAILED
* = Previous result (Sensor was
not able to give the correct value)
Permitivity = Kapazitive Leitfhigkeit
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Fuel A319 / 320

General
The Manual Magnetic Indicators (MMIs) are a secondary direct-reading system
used to calculate the fuel quantity in the LH wing, the RH wing and the center tank
(when the A/C is on the ground). It is not necessary to have electrical power to use
the MMIs. The MMI indications, the aircraft attitude figure and the fuel relative density, are used with tables (Ref. 12-11-28) to give the amount of fuel in each tank.
The wing tank MMIs are in the bottom surface of the wing tanks. The center tank
MMI is in the belly fairing directly below the center tank.
The attitude monitor 39QM is in the aircraft fuselage.
The MMIs are as follows:
five in each wing tank
one in the center tank.
Each MMI has a Magnetic Level Indicator (MLI) 104QM thru 113QM. The MLI is
contained in its related Magnetic Level-Indicator Housing (MLIH) 56QM thru
65QM.
When a MLI is extended from its MLIH, the fuel level in that area of the fuel tank
can be measured.
The attitude monitor 39QM is in the belly fairing, behind the access panel 192MB.
When the MMIs are used, a reading is taken from the monitor. This reading gives
the out-of-level attitude of the aircraft in the pitch and the roll axes.
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Figure 1: MLI
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MLI 92QM,104QM and 113QM
Fuel A319 / 320

The MLI is made of glass-reinforced plastic and has marks along its length to show
fuel levels. At one end of the MLI is a magnet. At the other end is a slot and a bayonet-type lock. The MLI is installed in the MLIH (Magnetic Level Indicator Housing).
The top tube is attached to the upper body assembly. The upper body assembly
is on the bottom skin of the fuel tank. An end cap is at the upper end of the top
tube. The end cap prevents a fuel leakage when the MLI is in use or removed. The
float assembly (which contains a magnet) is free to move up and down the outside
of the top tube.
A center body is immediately below the upper body assembly. The lower body assembly is immediately below the center body and is attached to the belly fairing.
The center body and the lower body assembly hold the bottom tube. The top and
bottom tubes are aligned so that the MLI can move through one tube and into the
other. The MLIH has a bayonet-type recess in the lower assembly into which the
MLI bayonet-lock engages.
Attitude Monitor 39QM

The attitude monitor is a circular level with graduations on the surface. Each
square of the grid is equal to 0.5 deg. change of attitude. The position of the attitude monitor bubble, in relation to the grid, gives the aircraft attitude.
For "E A/C" and newer A/C:

No Attitude Indicator is installed.
Use AIDS ALPHA CALL UP
Parameters or CFDS FUEL INPUT
PARAMETERS.
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To measure the quantity of fuel in the wing tanks it is necessary to:
extend and read the MLIs
use the attitude monitor 39QM to measure the attitude of the aircraft (in pitch
and roll)
measure the relative density of the fuel.
Each MLI is unlocked when it is pressed in and turned through 90 deg. It is then
lowered slowly and carefully until it is extended to its maximum length. The MLI is
then slowly pushed into its MLIH until a magnetic link is felt between the MLI and
the float magnet. The point where the MLI meets the aircraft skin shows the fuel
level in that part of the tank. The indication is read and the MLI is pushed fully into
its MLIH and locked into position.
A set of mathematical tables (Ref. 12-11-28) are used to find the fuel volume from
the MLI value and attitude monitor indication. When the volume of fuel is known,
you must multiply this by the fuel relative density figure to get the fuel mass.
Procedure to enter the Parameter Alpha Call-up through the

MCDU.
On the panel 20VU
set the 3 ADIRS switches to the NAV position.
On the MCDU
turn the BRT knob to the ON position.
Fuel A319 / 320

The ROLL data shows - RECORD THE DATA.

Read and write down the ROLL data.
On the MCDU keypad enter the code for PTCH into the scratchpad.
PITCH appears at the bottom of the display (scratchpad).
Push the 2L line key.
The PITCH data shows - RECORD THE DATA.
Read and write down the PITCH data.
10. Push the line key adjacent to the CLEAR ALL indication.
The AIDS menu page comes into view.
In Table 1, use the PITCH data to find the equivalent number.
In Table 1, use the ROLL data to find the equivalent letter.
Put together the number and the letter to identify the square to use in the MLI
Pitch
Ref
Roll
Ref
minus
1.5
minus
1.5
minus
1.0
minus
1.0
minus
0.5
minus
0.5
0.0
0.0
The MCDU is on.

plus
0.5
plus
0.5
The MCDU MENU page comes into view.
plus
1.0
plus
1.0

Push the line key adjacent to the AIDS indication.
plus
1.5
plus
1.5

Push the line key adjacent to the PARM ALPHA CALL-UP indication.
The AIDS ALPHA CALL-UP page comes into view.
On the MCDU keypad enter the code for ROLL into the scratchpad.
ROLL appears at the bottom of the display (scratchpad).
Jun04/THTA

Level 3 B1 B2
28-43-5
Training Manual
A320 Family
Fuel A319 / 320

Figure 3: How to use MLI
Jun04/THTA

Level 3 B1 B2
28-43-6
Training Manual
A320 Family
Fuel A319 / 320

Figure 4: Table for MLI Nr. 1
Jun04/THTA

Level 3 B1 B2
28-43-7
Training Manual
A320 Family
Jun04/THTA

Fuel A319 / 320

Level 3 B1 B2
28-43-8
Training Manual
A320 Family
Fuel A319 / 320

28-99 CFDS
28-99 CFDS
Jun04/THTA

Level 3 B1 B2
28-99-1
Training Manual
A320 Family
Fuel A319 / 320

28-99 CFDS
Figure 1: CFDS
Jun04/THTA

Level 3 B1 B2
28-99-2
Training Manual
A320 Family
Fuel A319 / 320

28-99 CFDS
Figure 2: CFDS
Jun04/THTA

Level 3 B1 B2
28-99-3
Training Manual
A320 Family
Fuel A319 / 320

28-99 CFDS
MCDU Utilization
The FQIS STATUS allows access to channel 1 (or 2) BITE memory.
EXAMPLE:
A list is produced of every FQIS LRU detected as being currently failed or deemed
failed at the last power-on FLSS BITE test.
L wing probe No 10 is 48 pF.
The operating grade for each channel is displayed and decodd as follows:
GRADE 1: normal operation,
GRADE 2: normal operation,
GRADE 3: normal operation with reduced accuracy,
GRADE 4: outside normal operation (display blanked),
GRADE 5: FQIC outputs disabled.
NEXT PAGE: FQIS DISCRETE INPUTS
L, CTR, R cadensicon: line 4, line 6 and line 10 column 4.
CTR TK probe No 4 is 102.3 pF.

This page gives the states of all the discrete inputs to the FQIC.
A 1 represents the active state.
EXAMPLE:
Bit position R3 is a 1: means that the refuel door is open.
The FLSS BITE is run automatically 30 sec after power-up and consists of four
separate procedures:
BITE 1: High level sensors, surge tank sensors.
BITE 2: Rear intercell transfer valves, some low level sensors.
BITE 3: Outer cell underfull sensors, remaining low level sensors, fwd intercell
transfer valves.
BITE 4: Inner cell full/underfull sensors, logic control circuits, temperature sensors.
Selection of NEXT PAGE result in a list of failed FLSS LRUs.
EXAMPLE:
BITE 4 is failed: - R underfull sensor and L wing temperature sensor are failed.
The following informations are provided:
Permitivity calculated from cadensicon,
Density calculated from cadensicon,
Permitivity calculated from CIC (Capacity Index Compensator),
Fuel temperature in inner and outer cells,
Effective pitch and roll attitudes.
NEXT PAGE: FQIS PROBE CAPACITANCES
This page gives the values for all the capacitance devices in the tanks.
L wing probes (No 1 to 14): line 1 to 4 column 2,
R wing probes (No 1 to 14): line 7 to 10 column 2,
CTR TK probes (No 1 to 5): line 5 to 6 column 1,
L, CTR, R CIC: line 4, line 6 and line 10 column 3.
Jun04/THTA

Level 3 B1 B2
28-99-4
Training Manual
A320 Family
Study Questions
Fuel System A319/320
28-Study Questions
28-00 General
28-12 Tank Venting System
1. How are the fuel tanks named on the A320 and what are their capacities?
4. How is an excessive pressure in the vent surge tank relieved?
Wing tanks (inner & outer cell), center tank
2. How many boost pumps and in which tanks or compartments are they installed
on the A320?
5. What is the purpose of the vent float valves?
3. On which way is the fuel from the outer cells brought to the engines?
28-16 Fuel Recirculation / Cooling

6. To which tank does the recirculated fuel return?
To outer cell
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
7. What happens if the fuel level in the inner cell drops to the low level sensor?
11.Which signals will close the APU fuel low pressure valve automatically?
8. Which signals are used to close the fuel return valve and from which unit are
they brought to the FADEC (ECU)?
12.What happens if you extend the slats in flight, with fuel in the center tank,
AUTO mode selected?
13.What does the MODE selector pushbutton control?
28-20 Distribution
9. Aircraft in flight with fuel in center tank and mode selector pushbutton in AUTO.
How are the center tank pumps controlled?
14.When is the bypass suction valve in operation?
10.What happens with the center tank pumps in AUTO mode, if the level sensor
in the center tank becomes dry?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
15.How is the fuel LP valve closed?
19.What is the purpose of the fuel line drain valves?
28-25 Refuel / Defuel System
28-40 Indicating
16.How are the refuel valves controlled and operated?
20.How many cadensicons are installed on the A320 and in which tanks are they
located?
17.What happens if you put the TEST switch on the refuel / defuel panel to LTS?
21.Where can you read the individual tank quantities?
18.Which valve has to be opened if you want to pressure defuel a tank and which
switch is used to do it?
Oct03/THTA
22.Where can you read the total fuel quantities?

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
23.What happens if one channel of the FQIC fails?
27.For which tanks on the A320 do we have a temperature indication?
24.What happens if a quantity probe in the inner cell fails.
28.What happens if a high level is detected?
25.What happens when a low level is detected in the inner cell?
29.I In which tanks are overflow sensors installed?
26.What is the purpose of the IDG shutoff sensor?
30. Which computers in the fuel system are linked to the CFDS?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Fuel A321
28-00
28 Fuel A321
Jun04/THTA

Level 3 B1 B2
28-00-1
Training Manual
A320 Family
28-00 General
Fuel A321
28-00 General
All the fuel tanks and the surge tanks have water drain valves at their lowest point.
System Description
The fuel system:
keeps the fuel in the main fuel tanks and the center tank, which are open to
atmosphere through the vent surge tanks
controls and supplies the fuel in the correct quantities to the fuel tanks during
refuel operations
supplies the fuel to the engines
supplies the fuel to the Auxiliary Power Unit (APU)
supplies the fuel to decrease the temperature of the Integrated Drive Generators
gives indications in the cockpit of the usual system operation
gives indications in the cockpit of the failures that could cause an unusual condition.
Storage (Ref. 28-10-00)

The storage system:
contains the fuel for the engines and the APU
helps to protect the fuel system against fire
gets the warm fuel from the IDGs and returns it to the wing tanks
keeps the air pressure in the fuel system near to the external air pressure.
Tanks (Ref. 28-11-00)

The fuel is kept in three fuel tanks which are:
the LH wing tank
the RH wing tank
the center tank.
After a refuel operation to the maximum tank capacity, the fuel can expand 2% (20
deg.C (36 deg.F) temperature increase) without leakage at the refuel attitude and
during:
subsequent towing
take-off.
Tank Venting System (Ref. 28-12-00)

The tank venting system makes sure that the air pressure in the fuel tanks (and
the vent surge tanks) keeps near to the external air pressure. The system prevents
a large difference between these pressures, which can cause damage to the fuel
tank/aircraft structure. This is most important:
The vent surge tanks keep their related fuel tank open to the external air pressure.
That is:
the LH vent surge tank for the LH wing tank and the center tank
the RH vent surge tank for the RH wing tank.
If a blockage occurs to the flow of air through the vent surge tank, a burst disk
keeps the pressure to a specified limit.
The flame arrestors in the vent system intakes give protection against ground
fires. The fuel system is protected from the effects of lightning through:
the position of the vent intakes (which are outside lightning-strike zones 1 and
2 in the wing)
the thickness of the wing skins.
Center Tank External Ventilating System (Ref. 28-13-00)
Each wing contains a vent surge tank. The vent surge tanks are installed outboard
of each wing tank.
The center-tank external ventilating-system makes sure that fuel and/or fuel gas
(that comes out of the center tank) does not go into the air conditioning system
(Ref. 21-00-00).
The vent surge tanks temporarily hold the fuel so that leakage does not occur during:
aircraft rotation at take-off.
Jun04/THTA

Level 3 B1 B2
28-00-2
Training Manual
A320 Family
Fuel A321
28-00 General
Fuel Recirculation for Cooling (Recirculation System) (Ref. 28-16-00)

Part of the fuel supply to each engine is used for the IDG cooling-system (Ref. 2421-00). During the oil cooling process this fuel becomes warm. The recirculation
system returns the warm fuel from the IDG cooling system to the wing tank. The
Full Authority Digital Engine Control (FADEC) system (Ref. 73-20-00) stops the recirculation system if:
the fuel temperature increases to a high level
the fuel flow rate to the engine is at a high level
the engines have a gravity fuel feed only
the fuel level in the wing tanks is low
the fuel goes into a vent surge tank.
Jun04/THTA

Level 3 B1 B2
28-00-3
Training Manual
A320 Family
Fuel A321
28-00 General
Oct03/THTA

28 -00 -4
Training Manual
A320 Family
Fuel A321
28-00 General
Oct03/THTA

28 -00 -4
Training Manual
A320 Family
Fuel A321
28-00 General
Oct03/THTA

28 -00 -4
Training Manual
A320 Family
Fuel A321
28-00 General
Jun04/THTA

Level 3 B1 B2
28-00-4
Training Manual
A320 Family
Fuel A321
28-00 General
Distribution (Ref. 28-20-00)
Engine LP Fuel Shut Off (Ref. 28-24-00)
The distribution system makes sure that the fuel:

is supplied to the two engines during all flight conditions
is supplied to the APU
can be isolated from an engine or the APU when necessary
is in the correct (and safe) configuration for flight
can be moved from the center (transfer) tank to the related wing tank as necessary
can be supplied to and removed from the aircraft.
The fuel flow to each engine goes through a related Low Pressure (LP) fuel valve.
When necessary the LP valve isolates its engine from the fuel. The operation of
the LP valve is controlled by:
the related ENG MASTER switch (Ref.76-12-00)
the related engine FIRE PUSH switch (Ref. 26-12-00).
Main Fuel Pump System (Ref. 28-21-00)

There are two fuel pumps in each wing tank. The fuel pumps operate together to
supply fuel to their related engine. If one fuel pump has a failure, or is set to OFF,
the other continues to supply fuel to its related engine. If the crossfeed system
(Ref. 28-23-00) is used, the fuel pumps can also supply fuel to the other engine.
The fuel pumps also take fuel from the wing tanks and pass it through the jet
pumps in the center (transfer) tank. This flow of fuel causes a suction pressure in
the jet pumps. This suction pressure removes the fuel from the center tank and
moves it to the related wing tank (Ref. 28-26-00).
APU Fuel-Pump System (Ref. 28-22-00)

The APU fuel pump is on the rear spar of the center wing section. The APU fuel
pump supplies the fuel to the APU (Ref. 49-30-00). The APU fuel pump uses the
fuel supplied from the LH wing tank.
Crossfeed System (Ref. 28-23-00)

together. Thus the two engines can be supplied with fuel from one of the wings or
from the two wings.
Jun04/THTA
Refuel/Defuel System (Ref. 28-25-00)

The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. It is
controlled from the refuel/defuel control panels 800VU and 801VU and the preselector 5QT or the cockpit preselector 10QT. The control panels and the preselector
5QT are in the RH lower belly-fairing. The preselector 10QT is in the cockpit, adjacent to the overhead panel 51VU. A single refuel/defuel coupling is in the leading
edge of the LH and the RH wing. This is the interface between the refuel/defuel
system and the external fuel supply.
Refuel
There are two different procedures to refuel the aircraft. These are:
the pressure refuel (automatic or manual)
the overwing refuel (gravity).
To fill the fuel tanks to their maximum capacity, the aircraft must be level. It is possible to refuel the aircraft when it is at 2 degrees, or less, from level (but it is not
possible to get the maximum capacity). The fuel supply to each fuel tank during
an automatic refuel is controlled by the Fuel Quantity Indicating Computer (FQIC)
(Ref. 28-42-00). The fuel supply to each fuel tank during a manual refuel is controlled on the refuel/defuel control panel 800VU.
Defuel
The main fuel pump system (Ref. 28-21-00) is used to defuel the aircraft. The
pumps remove the fuel from the related fuel tank and supply it to the refuel/defuel
coupling. The defuel/transfer valve and the crossfeed valve (Ref. 28-23-00) must
be open to defuel the aircraft.

Level 3 B1 B2
28-00-5
Training Manual
A320 Family
Main Transfer System (Ref. 28-26-00)
The main transfer system controls the flow of fuel from the center (transfer) tank
to the two wing tanks. The system uses jet pumps that are supplied with fuel from
the main fuel pump system (Ref. 28-21-00). The fuel goes through a nozzle in the
jet pump to produce a suction. This suction removes the fuel from the center
(transfer) tank and then moves it to the related wing tank. The main transfer system also uses gravity to move the fuel from the center (transfer) tank to the wing
tanks. Gravity movement of fuel occurs when the fuel level in the center (transfer)
tank is higher than that in the wing tanks. The Fuel Level Sensing Control Units
(FLSCUs) automatically control the transfer system, but if necessary, the crew can
manually control it from the cockpit.
Fuel A321
28-00 General
tity data to the Engine/Warning Display (EWD) (Ref. 31-66-00) and the System
Display (SD) FUEL Page, which together make up the ECAM the multi-tank fuel
quantity indicator (6QT) the fuel quantity preselector (5QT) the cockpit preselector
(10QT).
The FQIC uses the fuel quantity data to control an automatic refuel operation to
below high level (Ref. 28-46-00).
The FQIC monitors a diode within the probes 54QT1 and 54QT2 in the wing tanks.
The FQIC uses signal conditioning to calculate the temperature of the fuel adjacent to these diodes. The fuel temperature is displayed on the System Display
(SD) FUEL Page.
APU LP Fuel Shut Off (Ref. 28-29-00)

The APU LP fuel shut off valve controls the fuel supply from the fuel tank to the
APU. When necessary the valve isolates the APU from its fuel supply. The operation of the APU LP valve is controlled by:
the APU MASTER SW (Ref. 49-42-00)
the APU SHUT OFF switch (Ref. 49-62-00)
the APU FIRE switch (Ref. 26-13-00).
Indicating (Ref. 28-40-00)

The indicating system has:
the Fuel Quantity Indicating (FQI) system, which gives separate and total fuel
quantity indications
the Magnetic Level Indicators (MLI), a secondary system used to estimate the
fuel quantity when the aircraft is on the ground
the tank level sensing, which gives indications and warnings when the fuel is
at specified levels
the fuel temperature measurement, which gives continuous temperature indications and warnings when the fuel temperature is at specified levels.
Quantity Indicating (Ref. 28-42-00)
The FQI system measures the total quantity of fuel in the range unusable to overflow. It gives indications for these fuel tanks:
the center (transfer) tank.
The system has FQI probes that the FQIC monitors. The FQIC uses signal conditioning to calculate the quantity of fuel in each fuel tank. The FQIC gives fuel quan-
Jun04/THTA

Level 3 B1 B2
28-00-6
Training Manual
A320 Family
Fuel A321
28-00 General
Control and Indicating
Magnetic Level Indicators (Ref. 28-43-00)

The MLIs are a secondary direct-reading system used to calculate the fuel quantity in the LH wing, RH wing and center tanks (when the A/C is on the ground). It
is not necessary to have electrical power to use the indicators. The combined MLI
indications, aircraft attitude and fuel relative density, are converted with tables
(Ref. 12-11-28) to give the amount of fuel in each tank.
Tank Level Sensing (Ref. 28-46-00)
The tank level sensing system monitors the level of fuel in:
the LH(RH) surge tank
the LH(RH) wing tank
the center tank.
Control
The control of the fuel system is automatic, but the crew can manually control the
system when necessary.
the main fuel pumps (Ref. 28-21-00)
the crossfeed valve (Ref. 28-23-00).
the main transfer system (Ref. 28-26-00).
Figure 2: Fuel Pump Switches
The tank level sensing system also monitors the temperature of the fuel in the
LH(RH) wing tank.
The system has level sensors that the FLSCUs continuously monitor. The FLSCUs uses signal conditioning to find if the sensor is wet or dry. The FLSCUs use
the fuel level data to:
control the operation of the intercell transfer system (Ref. 28-15-00)
control the operation of the recirculation system (Ref. 28-16-00)
control the operation of the main fuel pump system (Ref. 28-21-00)
transmit fuel level warnings to the Engine/Warning Display(EWD)
(Ref. 31-66-00)
control high level shut-off for automatic and manual refuel (Ref. 28-25-00).
The tank level sensing system has temperature sensors in the wing tanks. The
FLSCU uses signal conditioning to calculate the temperature of the fuel adjacent
to the sensor.
The FLSCU uses the temperature data from the wing tanks to control the operation of the recirculation system (Ref. 28-16-00).
Jun04/THTA

Level 3 B1 B2
28-00-7
Training Manual
A320 Family
The cockpit overhead panel 25VU has the control switch APU MASTER SW.
When set to ON the APU LP valve (Ref. 28-29-00) is opened and the APU fuel
pump (Ref. 28-22-00) operates.
ENG 1 FIRE
ENG 2 FIRE
APU FIRE.
Fuel A321
28-00 General
The refuel/defuel control panel 800VU and the preselector 5QT are in the belly
fairing of the aircraft. They have the switches to control the refuel of the aircraft.
The defuel and fuel transfer are controlled by the switches on the panels 800VU
and 40VU.
The cockpit refuel panel 51VU and the cockpit preselector 10QT have switches to
control an automatic refuel. A refuel controlled from the belly fairing is cancelled
when a refuel is set in the cockpit.
The cockpit center-pedestal panel 115VU has control switches for:

ENG 1 MASTER 1
ENG 2 MASTER 2.
These switches control the position of the related engine LP valve (Ref. 28-24-00).
In a fire the ENG FIRE switches close the related LP valve.
Figure 3: Fire Panel and Masterswitches
Jun04/THTA

Level 3 B1 B2
28-00-8
Training Manual
A320 Family
Fuel A321
28-00 General
Indicating
Hi-Level BITE (Ref. 28-46-00)
(which together make the ECAM) give fuel system data to the crew. When specified failures occur:
When the TEST switch (on the Refuel/Defuel control panel 800VU) is set to the
HI. LVL position, a functional test of the hi-level circuits is done. If the circuits are
serviceable, the HI. LVL. indicators (blue) (on the Refuel/Defuel Control Panel
800VU) change condition. That is, the HI. LVL. indicators that were off, come on
and the HI. LVL. indicators that were on, go off. When the TEST switch is returned
to its central position, the HI. LVL. indicators return to their initial condition.
Figure 5: ECAM
Fuel Quantity Indicating System (Ref. 28-42-00)

The Fuel Quantity Indicating Computer (FQIC) does the BITE test of the Fuel
Quantity Indicating System (FQIS) and of the Fuel Level Sensing System (FLSS)
(Ref. 28-46-00). The FQIS BITE test is done at aircraft power-up and is then done
continuously whilst the FQIC is energized. The FLSS BITE test is done at aircraft
power-up for the sensors that are fully in fuel and fully out of fuel. For the sensors
that cannot be tested, the FQIC does a test of these sensors when the fuel is next
at the correct level. The FLSS BITE test is only done when the aircraft is on the
ground. The BITE test results can be accessed through the Multipurpose Control
and Display Unit (MCDU) (Ref. 22-82-00), in the cockpit. The FQIC results are on
the FQIC STATUS page and the FLSS results are on the FLSS STATUS page.
The test results can only be accessed when the aircraft is on the ground.
If necessary, when the aircraft is on the ground, you can do a COMMAND FLSS
BITE on the MCDU. The FQIC will do a FLSS BITE test and the results will be
available on the FLSS STATUS page of the MCDU.
Jun04/THTA

Level 3 B1 B2
28-00-9
Training Manual
A320 Family
Fuel A321
28-00 General
Figure 6: Electrical Power Supply
Jun04/THTA

Level 3 B1 B2
28-00-10
Training Manual
A320 Family
Fuel A321
28-10 Storage
28-10 Storage
Jun04/THTA

Level 3 B1 B2
28-10-1
Training Manual
A320 Family
Fuel A321
28-10 Storage
Tanks (28-11-00)
There is one fuel tank in each wing and one in the center wing box. The total usable fuel capacity is 23700 liters (6260 USgal). The usable fuel capacity of each
tank is shown in Table 001. The total unusable fuel capacity is 89.7 liters (23.8 USgal).
There are also two vent surge tanks. The vent surge tanks are located in each
wing outboard of the wing tank.
Each tank is a part of the aircraft structure. All the materials used to seal the tanks
are fully resistant to all the fuels and the fuel additives.
LH and RH Wing Tanks

The fuel tanks and the vent surge tanks are between the front and the rear spars
of the wing box, and the wing top and bottom skins. Ribs connect the front spar to
the rear spar and divide the wing into compartments. Some of these ribs are
sealed, and thus divide the wing box into the different tanks. The tanks are located
as follows:
the LH(RH) wing tank is between RIB1 and RIB22
the LH(RH) vent surge tank is between RIB22 and RIB26.
Access to the wing and vent surge tanks is through the access panels in the wing
bottom skin (Ref. 57-27-00).
Center Tank
The center tank is located between:
the RIB1 (LH) and the RIB1 (RH)
the front spar FR36 and the rear spar FR42
the center wing top and bottom skin.
Access to the center tank is through the access panels in the rear spar (Ref. 5710-00).
Jun04/THTA

Level 3 B1 B2
28-10-2
Training Manual
A320 Family
Fuel A321
28- 10 Storage
Figure 1: Tank Layout and Capacity
Oct03/THTA

28 -10 -3
Training Manual
A320 Family
Fuel A321
28-10 Storage
Water Drain Valves

Each tank has one or more water drain valves. These are used to:
drain the water from the fuel in the fuel tanks
drain all the remaining fuel from the tank (for maintenance).
outboard of RIB22 (vent surge tank drain)
inboard of RIB2 (wing tank drain)
inboard of RIB1 LH and RH (center tank drain).
Jun04/THTA

Level 3 B1 B2
28-10-4
Training Manual
A320 Family
Fuel A321
28-10 Storage
Figure 2: Water Drain Valve
Jun04/THTA

Level 3 B1 B2
28-10-5
Training Manual
A320 Family
Clack Valves
Fuel A321
28-10 Storage
The tank venting system lets the air in or out of the fuel tanks as necessary. This
function lets the fuel storage and the fuel distribution systems operate correctly.
Clack valves are at the bottom of the RIB2 and the RIB22.
The clack valves in the RIB2 let the fuel enter the area between RIB1 and RIB2
but do not let fuel outboard of the RIB2. This makes sure that the main fuel pumps
are always in fuel (Ref. 28-21-00).
The clack valves in the RIB22 let the fuel that has entered the vent surge tanks
return to the related wing tank. The clack valves do not let fuel enter the vent surge
tanks from the wing tanks (Ref. 28-12-00).
The LH(RH) wing has a vent surge tank (surge tank) between the RIB22 and the
RIB26. The vent surge tank is open to the external air through a stack pipe which
is connected to a NACA duct. The NACA duct is on the access panel
550AB(650AB) in the bottom of the vent surge tank. The vent surge tank lets the
air flow through it in each direction. It is also a temporary reservoir for the fuel that
can come into it from the vent pipes. The vent surge tanks have a capacity (before
fuel can flow overboard) of 190 liters (50 U.S. gal).
The vent protector (Detail C) is installed in the stack pipe. If a ground fire occurs,
it prevents the ignition of the fuel vapour in the surge tank (and thus the tank venting-system). It also lets the air flow freely through it in two directions, and prevents
ice formation.
Figure 3: Clack Valve
If a failure occurs in the fuel system (which causes large quantities of fuel to enter
the surge tank), then the vent protector lets the fuel flow freely overboard.
Tank Venting System

The tank venting system keeps the air pressure in the fuel tanks near to the external air pressure. This function prevents a large difference between these pressures which could cause damage to the fuel tank/aircraft structure. This function
is most important:
The operation of the tank venting system is fully automatic. There are no manual
controls.
Jun04/THTA

Level 3 B1 B2
28-10-6
Training Manual
A320 Family
Fuel A321
28-10 Storage
Figure 4: Tank Venting System
Jun04/THTA

Level 3 B1 B2
28-10-7
Training Manual
A320 Family
Fuel A321
28-10 Storage
Figure 5: Float Valve
Jun04/THTA

Level 3 B1 B2
28-10-8
Training Manual
A320 Family
Burst Disc
Fuel A321
28-10 Storage
Figure 6: Burst Disk
The overpressure protector in the vent surge tank makes sure the pressure in the
vent surge tank is not more than the specified limit. If the flow of air into (or out of)
the surge tank is blocked, the overpressure protector breaks to release the pressure. If fuel enters the vent surge tank and causes the overpressure protector to
break, then this fuel will go overboard. The overpressure protector is on the access panel 550CB(650CB).The burst disk has a white cross painted on its lower
side. When you can see this, the burst disk is not broken.
The clack valves 214QM(215QM), 216QM(217QM) are at the bottom of RIB22
and connect the vent surge tank to the related wing tank. During flight, fuel can
collect in the vent surge tank. If this occurs, gravity causes it to move through the
clack valves and back into the related wing tank.
Each fuel tank has a vent pipe. The LH wing tank and the CTR tank vent pipes
connect to the LH vent surge tank. The RH wing tank vent pipe connects to the
RH vent surge tank.
The vent for the LH(RH) wing tank is a 63.5 mm (2.5in.) dia. pipe. This connects
the outboard of RIB2 to the stringer vent duct. The vent pipe has an open (upturned) end fitting. The outboard end of the stringer vent duct goes into the vent
surge tank. Check valves are installed at the lowest points of the vent pipe and the
stringer vent duct. The check valves let the fuel that has entered the wing tank
venting system return to the related wing tank.
Jun04/THTA

Level 3 B1 B2
28-10-9
Training Manual
A320 Family
Overpressure Protector (Center Tank)
Fuel A321
28-10 Storage
Figure 7: Overpressure Protector (Center Tank)
The center tank has an overpressure protector installed on the inner face of the
LH RIB1. The overpressure protector makes sure that the pressure in the center
tank is not more than the specified limit. If the pressure in the center tank increases to a specified value, the overpressure protector breaks to release the pressure
(into the LH wing tank).
Jun04/THTA

Level 3 B1 B2
28-10-10
Training Manual
A320 Family
Wing Center Tank External Ventilating

The center tank external venting system:
has a vapor seal membrane that seals the bottom of the center tank from the
air conditioning compartment (ZONE 191/192)
lets a flow of air to go through the space between the membrane and the bottom of the center tank to air through the drain mast
lets fuel drain to air through the drain mast.
Fuel A321
28-10 Storage
The drain mast is an aluminum fairing bolted to the underside of the fuselage. The
vapor seal drainpipe and the belly fairing drain to atmosphere through the drain
mast.
The system has:

a vapor seal
a ventilating air supply pipeline
a drainage line
The vapor seal is a fabric membrane that isolates the center tank from the air conditioning compartment below.
The vapor seal membrane is a sheet of composite material (Nomex fabric with Viton rubber) attached to 'Z' members on the underside of the tank with aluminum
clamp strips and bolts.
Formed aluminum edge strips, seal the membrane to the perimeter of the tank.
Aluminum fittings are used where the ventilating air supply pipe and the manual
magnetic indicator (Ref. 28-43-00) pass through the membrane.
Pressurized air from the air conditioning system flows through the space between
the vapor seal and the center tank. A continuous flow of air is caused by the difference of air pressure (of the air conditioning system) and the ambient air pressure.
A system of drains at the rear of the vapor seal move the drainage and ventilating
(exhaust) air through a drain mast. A leak monitor in the drain line keeps a small
quantity of drainage for fuel leak analysis.
The leak monitor has a spur pipe that connects to the drain line between the center
box and drain mast. A manually operated check valve is installed on the end of the
spur pipe. The check valve lets a sample of the drainage to be taken to show if
there is any fuel leakage from the root-ribs of the wing tank. The valve is operated
to release the fuel by depressing the valve piston. This lifts the check valve and
lets the fluid flow through the outer valve assembly.
Jun04/THTA

Level 3 B1 B2
28-10-11
Training Manual
A320 Family
Fuel A321
28-10 Storage
Figure 8: Wing Center Tank External Ventilating
Jun04/THTA

Level 3 B1 B2
28-10-12
Training Manual
A320 Family
Fuel Recirculation - Cooling

The Integrated Drive Generator (IDG) oil-cooling system (Ref. 24-21-00) uses part
of the fuel supply to each engine. During oil cooling the temperature of the fuel increases. The fuel recirculation for the cooling system (recirculation system) moves
the warm fuel from the IDG cooling system to the wing tank.
Fuel A321
28-10 Storage
holding valve keeps a pressure of 1.07 bar (15.5 psi) in the recirculation pipe. This
pressure makes sure that the warm fuel in the recirculation pipe does not boil.
Each engine has a recirculation pipe which moves the warm fuel to the wing tank.
The interface between each IDG oil-cooling system and each recirculation pipe is
a Fuel Return Valve (FRV) (Ref. 73-10-00).
The operation of the FRV is controlled by the Full Authority Digital Engine Control
(FADEC) system (Ref. 73-20-00).
The recirculation system has (for each engine):
a recirculation pipe
a cooling fuel pipe
a piccolo tube
three
recirculation
check-valves
222QM(223QM),
122QM(123QM)
a recirculation pressure-holding valve 218QM(219QM).
224QM(225QM,
The recirculation pipe connects to the FRV (Ref.73-10-00) and the inboard face of
RIB16 in the wing tank. Two holes at the end of the recirculation pipe let the fuel
go into the wing tank. The piccolo tube is attached to the end of the recirculation
pipe. The piccolo tube has six holes that let the fuel go into the wing tank.
The cooling fuel pipe attaches to the recirculation pipe at the outboard face of
RIB15. The main fuel pumps (Ref. 28-21-00) move the fuel (at an ambient temperature) through the cooling fuel pipe to the recirculation pipe.
The recirculation check valve 122QM(123QM) is attached (through a mounting
block and an insulating block) to the lower surface of the wing bottom skin in the
engine pylon. It connects the recirculation pipe from the engine to the recirculation
pipe in the wing. When the recirculation system is not in operation, it closes to prevent a fuel flow from the wing tank to the engine.
The recirculation check valves 222QM(223QM), 224QM(225QM) are in a manifold that is attached to the inboard face of RIB2. When the related fuel pump is not
in operation, they close to prevent a fuel flow from the recirculation system to the
main fuel pumps.
The pressure holding valve 218QM(219QM) is in an adapter that attaches to the
inboard face of RIB15. When the recirculation system is in operation, the pressure
Jun04/THTA

Level 3 B1 B2
28-10-13
Training Manual
A320 Family
Figure 9: Pressure Holding Valve
Fuel A321
28-10 Storage

Some of the fuel supply to the engine is used to decrease the temperature of the
oil in the IDG. The fuel goes through the IDG heat exchanger to the FRV. The recirculation system then moves the heated fuel along the recirculation pipe where
it is joined by cold fuel from the cooling fuel pipe. The cold fuel decreases the temperature of the fuel in the recirculation pipe. The recirculation system then moves
the (lower temperature) fuel into the wing tank through holes at the end of the recirculation pipe and the piccolo tube.
The control of the recirculation system operation is fully automatic. A temperature
sensor (Ref. 28-46-00) in each wing tank sends the fuel temperature data to the
FLSCU (Ref. 28-46-00). The FLSCU has two computers which are:
the Fuel Level-Sensing Control Unit 1 (FLSCU1)
the Fuel Level-Sensing Control Unit 2 (FLSCU2).
The fuel temperature data from the LH wing goes to the FLSCU1, while the fuel
temperature data from the RH wing goes to the FLSCU2. Thus the FLSCU1 (together with the No. 1 engine FADEC) (Ref. 73-20-00) controls the recirculation
system in the LH wing. The FLSCU2 (together with the No. 2 engine FADEC) controls the recirculation system in the RH wing.
Each FRV controls the fuel flow from the IDG oil cooling system (Ref. 73-10-00)
to the recirculation system. It will only open when the related FADEC sends an
open signal.
An IDG shut-off level sensor is located in each wing (Ref. 28-46-00). The sensors
send fuel level data to the FLSCUs. When the fuel level in the wing tanks reaches
a certain level the FLSCUs signal the FADEC to stop the recirculation system.
The FLSCU1 or FLSCU2 sends a signal to close the related FRV (through the
FADEC) if one of these conditions occur:
the fuel temperature sensor in the wing tank sends a high fuel temperature signal ( 52.5 deg.C (126.50 deg.F) approximately)
low fuel pump pressure occurs in a wing (Ref. 28-21-00) (that is gravity fuel
supply is in operation with the crossfeed valve closed)
low fuel pump pressure occurs in the two wings (that is gravity fuel supply is in
operation with the crossfeed valve open)
the surge-tank overflow sensor becomes 'wet' during a crossfeed operation,
with the crossfeed valve open
the wing tank fuel-contents decreases to 280 kg (620 lb).
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Level 3 B1 B2
28-10-14
Training Manual
A320 Family
Fuel A321
28-10 Storage
The FADEC closes its related FRV if the IDG oil temperature is not between certain limits (Ref. 73-20-00).
Jun04/THTA

Level 3 B1 B2
28-10-15
Training Manual
A320 Family
Jun04/THTA

Fuel A321
28-10 Storage
Level 3 B1 B2
28-10-16
Training Manual
A320 Family
Fuel A321
28-20 Fuel Feed
28-20 Fuel Feed
When the related engine FIRE PUSH switch (Ref. 26-12-00) is pushed (in), the LP
valve closes.
Distribution
APU Fuel-Feed System

APU Fuel-Pump System (Ref. 28-22-00)
General
The APU fuel supply system has a fuel pump on the center tank rear spar. The
APU fuel pump supplies the fuel to the APU as required, normally from the leftwing tank.
The fuel distribution system is in four parts. These are:

the supply to the engine
the supply to the Auxiliary Power Unit (APU)
the refuel/defuel system
the main transfer system.
When the crossfeed valve is open any fuel tank can supply fuel to the APU.
The APU LP Fuel Shut-Off System (Ref. 28-29-00)

The APU LP fuel shut-off system has a LP fuel valve that controls the supply of
fuel to the APU. If an APU fire occurs, the APU emergency shut down system closes the LP fuel valve to stop the flow of fuel.
Engine Supply
The Main Fuel-Pump System (Ref. 28-21-00)
The main fuel-pump system moves the fuel from the wing tanks to the engines.
The system has two main fuel-pumps (main pumps) in each wing. The pumps operate at the same time, but if a main pump has a failure (or is set to OFF) the other
pump automatically supplies fuel. The closed crossfeed system (Ref. 28-23-00)
divides the engine supply system into two parts. Each part contains two main fuelpumps which supply one engine. When the crossfeed valve is open, it is possible
for one fuel-pump to supply fuel to the two engines. An air release valve automatically releases air from each of the engine supply pipes.
The APU fuel system also has a vent and drain valve and a LP fuel switch installed
in the tail cone.
Refuel/Defuel System (Ref. 28-25-00)

The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. A refuel/defuel operation is controlled from:
the refuel/defuel control panel, in the RH lower belly fairing
the cockpit preselector (10QT), on the cockpit overhead panel.
The main fuel pumps connect to the jet pumps in the center (transfer) tank. The
jet pumps move fuel from the center (transfer) tank to the wing tanks (Ref. 28-2600).
There is a refuel/defuel coupling (installed in the leading-edge of each wing) that

is the interface between the refuel/defuel system and the external fuel-source. A
refuel/defuel gallery connects the refuel/defuel couplings to the fuel tanks.
Crossfeed System (Ref. 28-23-00)
There is an overwing refuel adaptor in the top surface of each wing. The overwing
refuel adaptor allows you to refuel the aircraft when you cannot use the refuel/defuel coupling.
The crossfeed valve in the center tank is usually in the closed position. In this position, it divides the main fuel pump system (Ref. 28-21-00) into two parts (one part
for each engine). When the crossfeed valve is open, any main pump can supply
fuel to each engine.
Engine Low-Pressure (LP) Fuel Shut-Off System (Ref. 28-24-00)

The engine LP fuel shut-off system has one LP fuel valve for each engine. When
necessary, each LP valve isolates its engine from the fuel supply. The related
ENG MASTER switch (Ref. 76-12-00) controls the operation of the LP valve.
Jun04/THTA
Main Transfer System (Ref. 28-26-00)

to the two wing tanks. The system uses the main fuel pump pressure (Ref. 28-2100) to operate the jet pumps. The jet pumps move fuel by suction from the center
(transfer) tank to the wing tanks. The operation of the main transfer system is usually automatic, but the crew can manually control the system when necessary.

Level 3 B1 B2
28-20-1
Training Manual
A320 Family
ACT Transfer System (Ref. 28-28-00)
The system provisions for the ACT transfer systems are in the aircraft. When you
install the ACT, in the rear cargo hold, it can be easily connected to these systems.
Control
Control of the fuel distribution system is usually automatic, but the crew can manually control the system when necessary. Most of the controls are in the cockpit.
However, the Controls for the refuel/defuel system are in the RH side of the belly
fairing and the cockpit.
Fuel A321
28-20 Fuel Feed
(SD) (which together make the ECAM) give fuel distribution data to the crew.
When specified failures occur:
Figure 1: Cockpit Control and Indication
the L TK PUMPS 1 and 2 (Ref. 28-21-00)
the R TK PUMPS 1 and 2 (Ref. 28-21-00)
the CTR TK L(R) XFR (Ref. 28-26-00)
the MODE SEL AUTO (Ref. 28-26-00)
the X FEED (crossfeed) system (Ref. 28-23-00)
(the ACT transfer pump (Ref. 28-28-00)).
The cockpit center-pedestal panel 115VU has the control switches for:
ENG 1 MASTER 1
ENG 2 MASTER 2
These switches open the related engine LP valve (Ref. 28-24-00) when they are
set to ON.
The cockpit overhead panel has the control switch APU MASTER SW. When set
to ON this switch energizes the APU fuel pump system (Ref. 28-22-00) and opens
the APU LP fuel shut off valve (Ref. 28-29-00).
The cockpit overhead panel 51VU has the control switches for a cockpit refuel.
When a cockpit refuel is selected the preselector 10QT, adjacent to the panel
51VU, is used to set the refuel quantity. The cockpit preselector 10QT has control
over the preselector 5QT, adjacent to the refuel/defuel control panel 800VU.
ENG 1 FIRE
ENG 2 FIRE
APU FIRE
when operated these switches put the related engine LP valve (Ref. 28-24-00)
Jun04/THTA

Level 3 B1 B2
28-20-2
Training Manual
A320 Family
Fuel Pump
The main fuel pump system supplies the fuel from the wing tanks to the engines.
The system has four main fuel pumps (main pumps), two in each wing. The main
pumps in each wing operate together to supply fuel to their related engine.
The crossfeed system (Ref. 28-23-00), when closed, divides the main fuel pump
system into two parts, one part for each engine. If one wing tank main pump has
a failure (or it is set to OFF) the other will continue to supply fuel to its related engine.
When the crossfeed system is open, it is possible for one fuel pump to supply fuel
to the two engines.
The system has valves that automatically bleed the air from the engine feed-pipes
during fuel pump operation.
(which together make the ECAM) give system data to the crew.
Each wing tank has a closed area which is a collector cell. The collector cell is
made between RIB1 and RIB2, the front and the rear spars and the top and bottom
skins. Clack valves, in the bottom of RIB2, let the fuel go into the collector cells but
do not let the fuel go out. The collector cells make sure that the main pumps are
always fully in fuel during all flight manoeuvres. In the collector cells are:
two fuel pump canisters and their related fuel pump elements (which together
make the main pumps)
two fuel strainers
a suction valve
two check valves
the engine feed line
the transfer system (Ref. 28-26-00)
Jun04/THTA
Fuel A321
two (smaller) outlets that connect to the recirculation system (Ref. 28-16-00)
and the fuel pump pressure switches 23QA(24QA), 27QA(28QA)
a vent valve installed on the top of the canister.
The engine feed outlet from each canister has an internal check valve. The check
valves are installed in the transfer system outlet.
The vent valve is installed in a flametrap at the top of the canister. Gas or air that
is removed from the fuel by the pump, is sent back to the fuel tank through the vent
valve. The valve prevents fuel flow in the opposite direction and is opened by a
probe in the related fuel pump.
When the fuel pump is not in operation the check valves prevent a flow of fuel back
through the pump.
The canisters are attached to the center tank bottom skin and fully contain the fuel
pump element.
The canister makes it possible to replace the fuel pump element when there is fuel
in the fuel tank. When the fuel pump element is replaced, the internal check valve,
the second check valve and a slide valve seal the canister.
A suction valve is in the engine feed line in each of the collector cells. If all the main
pumps fail the engines can use suction pressure to remove the fuel from the applicable tank through the suction valves.
Each fuel pump has a related control and indication circuit. These circuits have a
P/BSW on the fuel control panel 40VU (which is part of the overhead panel). Each
circuit also has an interface with the two System Data-Aquisition Concentrators
(SDAC1 and SDAC2) (Ref. 31-54-00).
The P/BSWs are identified as:
L TK PUMP 1, 13QA
L TK PUMP 2, 15QA
R TK PUMP 1, 14QA
R TK PUMP 2, 16QA.
CTR TK MODE SEL, 48QA.
Fuel Pump Canister

The canister has two primary fuel outlets. The one outlet contains the outlet valve
and is the fuel supply to the engine feed pipe. The other outlet is the fuel supply to
the jet pump. A small opening in the side of the canister connects the pressure
from the fuel pump to:
the related pressure switch

Level 3 B1 B2
28-21-1
Training Manual
A320 Family
Fuel A321
the recirculation system (Ref. 28-16-00).
The canisters are attached to the wing bottom skin and fully contain the fuel pump
element.
Fuel Pump Element

The fuel pump element has:
a rotor assembly
an impeller assembly
an inducer assembly
a shaft
three thermal switches.
The pump element is assembled vertically. The rotor assembly is at the top. The
impeller assembly is in the center and the inducer assembly is at the bottom. The
shaft connects the three assemblies together.
The rotor assembly is a 3 phase 115VAC electrical motor. When energized it turns
the shaft and the impeller and inducer assemblies. The inducer makes a suction
that causes fuel to come through the impeller assembly. The impeller assembly
pressurizes and pushes the fuel out of the canister.
The pump no flow pressure is 35 psi (2.41Bar).
The three thermal switches are in the electrical circuit of the fuel pump element. If
the temperature of the pump element increases to more than 175 deg.C (347
deg.F) the switches operate. This causes the pump element to stop. It cannot operate again and must be replaced.
Jun04/THTA

Level 3 B1 B2
28-21-2
Training Manual
A320 Family
Fuel A321
Figure 1: Fuel Pump
Jun04/THTA

Level 3 B1 B2
28-21-3
Training Manual
A320 Family
Fuel A321
Figure 2: Pump Removal and Installation
Jun04/THTA

Level 3 B1 B2
28-21-4
Training Manual
A320 Family
Fuel A321
Fuel-Pump Pressure Switch
Air Release Valve
The pressure switches monitor the output pressure of the fuel pumps. They are
installed on the rear face of the wing rear spar. A banjo-connection and pressure
pipe connect the pressure switch to the fuel pump. If the pressure from the main
pump decreases to less than 0.41 bar (6.0 psi) the pressure switch:
puts on the amber FAULT light in the related main pump P/BSW
sends a signal to the Fuel Level Sensing Control Unit (FLSCU) (Ref. 28-46-00)
The air release valve releases the air caught in the engine fuel feedline. The valve
is installed at the high point between the pump and the PLP valve (Ref.28-24-00).
Jun04/THTA
Figure 3: Air Release Valve

Level 3 B1 B2
28-21-5
Training Manual
A320 Family
Fuel A321

The main fuel pump system has four main pumps and is manually controlled. The
main fuel pump system is divided into two sub-systems (LH/RH). Each sub-system has two main pumps that supply fuel to their related engine. The circuit for
each sub-system contains (and connects to) the same type of equipment. As the
other sub-system is the same, only the operation of the No. 1 sub-system/circuit
(LH) is given here.
In the electrical smoke configuration (Ref. 24-24-00) the contactor 17QA is de-energized. The L TK PUMP 1 P/BSW then connects a 28VDC supply to the contactor
53QA (No. 1 fuel pump emergency contactor-control). The contactor 53QA connects a 115VAC supply to energize the fuel pump 21QA.
In the electrical smoke configuration, the equivalent RH sub-system operates
at the same time to energize the fuel pump 22QA.
The pumps get their fuel supply from the lowest part of the collector cell. When
they are in operation each pump gives three outputs. One output is to the engine
feed pipe, one to the fuel recirculation cooling system (Ref. 28-16-00) and the other to the main transfer system (Ref. 28-26-00).
Jun04/THTA

Level 3 B1 B2
28-21-6
Training Manual
A320 Family
Fuel A321
Figure 4: Normal Operation and Smoke Configuration
Jun04/THTA

Level 3 B1 B2
28-21-7
Training Manual
A320 Family
Cockpit Indications
If specified failures or system configurations occur in the main fuel pump system:
the Flight Warning Computer (FWC) (Ref. 31-52-00) gives an aural and visual
warning
the ECAM shows a failure message on the EWD, and the FUEL page on the
SD.
If necessary, a procedure to correct the effects of the failure is also given with the
warning message.
Fuel A321
FAULT (amber) if a failure has occured whilst the center tank transfer valves
are in auto mode.

EWD Messages (see 28-40 Figure 12)

The warning messages given are:
(a) FUEL L TK PUMP 1 LO PR
(b) FUEL L TK PUMP 2 LO PR
(c) FUEL L TK PUMPS 1+2 LO PR
Both the fuel pumps in the LH wing are set to on, but low pressure has occurred
(an equivalent warning message is given for the R TK PUMPS 1+2).
(d) FUEL AUTO FEED FAULT
The fuel pumps are set to on and the MODE SEL P/BSW is pushed in (auto
mode), with the fuel condition as follows:
left or right wing tank contains less than 5000 kg (11000 lb) of fuel
center tank contains more than 250 kg (550 lb) of fuel.
The center tank transfer valves do not close 5 minutes after the related low level sensors are dry.
The MODE SEL P/BSW shows:
MAN (white) when the center tank transfer valves are in manual control
Jun04/THTA

Level 3 B1 B2
28-21-8
Training Manual
A320 Family
Fuel A321
28-22 APU Fuel Feed
28-22 APU Fuel Feed
Jun04/THTA

Level 3 B1 B2
28-22-1
Training Manual
A320 Family
APU Fuel Pump System

The APU fuel pump system supplies the necessary fuel to operate the APU in all
operation conditions.
The APU fuel supply is tapped from the engine feed line. The fuel pressure for the
APU comes from either the engine fuel pumps or the APU fuel pump.
To prevent draining the cross feed line when you remove the APU fuel pump, the
pump is mounted in a cannister.
The APU usually takes its fuel supply from the LH engine-feed line, but when the
cross-feed valve is open, the RH engine-feed line can also supply the APU with
fuel.
Jun04/THTA
Fuel A321
28-22 APU Fuel Feed
Normally, the necessary fuel pressure is achieved by the main-engine fuel pumps.
The fuel pressure is monitored by the APU fuel-pressure switch 7QC. If the fuel
pressure in the APU fuel line drops below 1.5 bar (22 PSI), the APU fuel pressure
switch energizes the APU fuel pump to ensure a stable fuel supply to the APU.
To purge the APU fuel line, it is possible to operate the APU fuel pump by the APU
Fuel-Line Vent-Pushbutton 8QC, installed on the APU compartment firewall. The
APU fuel pump operates as long as the pushbutton is pushed.

Level 3 B1 B2
28-22-2
Training Manual
A320 Family
Fuel A321
28-22 APU Fuel Feed
Power Supply
APU Inlet Low Pressure Switch
For normal operation, the essential busbar 801XP (115V AC) supplies the pump
motor. When the busbar is not energized, the static inverter busbar 901XP (115V
AC) supplies the pump motor. The APU fuel pump supply relay 9QC (on panel
103VU) monitors the essential busbar and performs the busbar to switch. The
pushbutton switch 8QC operates the APU pump on the ground to purge the fuel
line. The APU fuel-line vent relay (6QC) is supplied with 28V DC from the DC Busbar 1 (103PP).
The APU inlet low pressure switch (5030QM) is installed in the APU compartment
at the fuel inlet connection to the FCU. It operates on fuel absolute pressure in the
APU fuel-feed line at the inlet to the FCU. When it operates, it transmits a signal
to the Electronic Control Box (ECB) 59KD.
The switch closes when the inlet pressure decreases to 15.8 psi . The switch
opens when the inlet pressure increases to 17.2 psi.
Drain and Vent Valve
Pump Element
The pump element (4QC) is a centrifugal type impeller which is driven by a single
phase electric motor, supplied with 115 V AC at 400HZ. The fuel that circulates
through the unit, cools and lubricates the pump element. A thermal fuse, set at
175DEG.C (347DEG.F), protects the motor from an overheat condition.
Pump Canister
The pump canister (9QM) contains the pump and is attached to the wing-box rear
spar. A drain gutter collects any fuel leakage and drains it away from the installation area. The engine fuel crossfeed and the APU fuel lines are bolted to the canister within the tank.
Pressure Switch
The pressure switch (7QC) has a cylindrical chamber with a banjo type head. A
bolt secures it to a check valve on the rear spar. The fuel pressure in the crossfeed
line goes through the check valve and the banjo head to operate a microswitch in
the chamber.
When the fuel pressure drops below 1.5 bar (22 PSI) the microswitch closes and
transmits 28VDC to APU fuel pump relay, to energize the APU fuel pump.
The fuel drain and vent valve (5040QM) is installed in the APU compartment at the
fuel inlet connection to the FCU. It permits the APU fuel-feed line to be drained of
fuel and bled of air during maintenance of the system.
Fuel-Feed Line
The APU fuel-feed line connects the engine fuel-feed line with the APU fuel distribution system. The APU fuel-feed line installation includes:
a aluminium-alloy tube, installed from the crossfeed line to the top of the wing
center tank (immediately forward of FR42),
a double-walled vented hose, installed from FR42 to FR80,
high-pressure Teflon flexible hose which incorporates spacing rings to support
and locate the hose in its tube,
a fire sleeve from FR80 to the APU fuel inlet connection,
a drain tube, which connects to the vented shroud, at its lowest point (top of the
wing center-box, immediately forward of FR42) with the drain mast,
a drain mast at FR47, which connects to the drain tube. It permits the fuel to
drain overboard if a fuel leak occurs in the hose.
Vent Apu Fuel Line Pushbutton-Switch

The VENT APU FUEL LINE pushbutton-switch (8QC) permits the APU fuel pump
to operate on the ground. Press and hold the pushbutton-switch to purge the fuel
line during ground maintenance. This energizes the APU fuel line vent relay (6QC)
to start the pump. The pump is supplied with 115V AC from the essential busbar
801XP. The pump stops when the pushbutton is released.
Jun04/THTA

Level 3 B1 B2
28-22-3
Training Manual
A320 Family
Fuel A321
28-22 APU Fuel Feed
Figure 2: Fuel Line
Jun04/THTA

Level 3 B1 B2
28-22-4
Training Manual
A320 Family
Fuel A321
28-22 APU Fuel Feed
If an APU shutdown occurs, either manual or automatic (APU failure), the ECB deenergizes the APU MAIN RELAY 4KD. This causes the APU Fuel Low-Pressure
Valve Actuator to close the APU Fuel Low-Pressure Valve. The APU fuel feed line
is now disconnected from the main-engine fuel feed line and the APU Fuel Pump
to be de-energized, if it was operating.
Figure 3: Line Shroud
If an emergency shutdown of the APU occurs (e.g. due to fire) the FIRE EMER
RELAYS 5WF and 6WF immediately causes the APU Fuel Low-Pressure ValveActuator to close the APU Fuel-Low Pressure Valve and they de-energize the
APU Fuel Pump, if it was operating.
To purge the APU fuel-feed line during ground maintenance, it is possible to energize the APU fuel pump with the APU-Fuel Vent-Line Pushbutton 8QC. When
the pushbutton 8QC is pushed the APU FUEL VENT LINE RELAY 6QC energizes. This causes the APU Fuel Low-Pressure Valve Actuator to open the APU Fuel
Low-Pressure Valve. The APU fuel feed line is now connected to the main-engine
fuel feed line and the APU Fuel Pump to be energized.
The APU Fuel Low-Pressure Valve is open and the APU Fuel Pump is operating
as long as the pushbutton 8QC is pushed.
Operation
When the APU MASTER SW is set to on, the Electronic Control Box (ECB) 59KD
energizes the APU MAIN RELAY 4KD. This causes the APU Fuel Low-Pressure
Actuator 3QF to open the APU Fuel Low-Pressure Valve 9QM. The APU fuel-feed
line is now connected to the main-engine fuel-feed line.
The necessary fuel pressure is achieved either by at least one of the main-engine
fuel pumps or by the APU Fuel Pump 4QC.
As long as one of the main-engine fuel pumps is operating and the fuel pressure
in the APU fuel feed line is higher than 1.5 bar (22 PSI), monitored by the APU
Fuel-Pressure Switch 7QC, the APU Fuel Pump 4QC is in standby mode (not operating).
As soon the main-engine fuel pump stops and/or the fuel pressure in APU fuelfeed line drops below 1.5 bar (22 PSI), the APU fuel pump, energized by the APU
Fuel-Pressure Switch, takes over/supports the fuel supply of the APU.
Jun04/THTA

Level 3 B1 B2
28-22-5
Training Manual
A320 Family
Fuel A321
28-22 APU Fuel Feed
Jun04/THTA

Level 3 B1 B2
28-22-6
Training Manual
A320 Family
Fuel A321
28-22 APU Fuel Feed
Apu LP Fuel Shut Off

Jun04/THTA

Level 3 B1 B2
28-22-7
Training Manual
A320 Family
Fuel A321
28-22 APU Fuel Feed
APU Fuel LP Valve

the valve, which come through holes in the rear spar, are used to attach the actuator (3QF). The valve is a body with pipeline attachments.
the valve if the other motor does not operate.
A window in the actuator body gives a visual indication of the valve, RED for
'OPEN' or GREEN for 'CLOSED' position.
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Training Manual
A320 Family
Fuel A321
28-22 APU Fuel Feed
APU EMERG SHUTDOWN

MASTER SW ................OFF
Normal Operation
maintenance).
14QM,
valve will close.

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Training Manual
A320 Family
Fuel A321
28-22 APU Fuel Feed
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Fuel A321
28-22 APU Fuel Feed
Indication on ECAM Display

You can also see the valve position at the visual positon
Figure 7: APU LP Valve Indication
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Training Manual
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Fuel A321
28-22 APU Fuel Feed
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Fuel A321
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Training Manual
A320 Family
General
together. Thus the two engines can be supplied with fuel from one of the wing
tanks or from the two wing tanks.
The crossfeed system is operated manually by the X FEED pushbutton switch
4QE. The X FEED pushbutton switch is installed in the cockpit on the fuel control
panel 40VU.
Fuel A321
The indication circuit interfaces with the two System Data-Aquisition Concentrators (SDAC1/SDAC2) (Ref. 31-54-00).
The P/BSWs and the actuators send data to the SDACs. The SDAC units send
the data to the ECAM. The ECAM shows the position of the crossfeed valves on
the SD FUEL page. If there is a failure of a crossfeed valve, the EWD (Ref. 31-6600) shows the message X FEED VALVE FAULT.
There are two indicator lights in the P/BSW (ON and OPEN). These lights are included in the annunciator-light test and dimming (Ref. 33-14-00).
(which together make the ECAM) give crossfeed system information to the crew.
The crossfeed system has:
a crossfeed valve actuator 5QE
a crossfeed valve 10QM
a V-band clamp 83QM.
The crossfeed valve 10QM is installed in the fuel pipe in the center tank. This fuel
pipe connects the fuel supply pipes of the left wing to the fuel supply pipes of the
right wing. When the crossfeed valve is open the fuel supply pipes are connected.
In this configuration, the fuel can be supplied to the engines from either wing tank.
The crossfeed valve is installed on the forward-face of the rear spar.
The crossfeed valve is operated by the crossfeed actuator 5QE.
The actuator is attached with a V-band clamp 83QM to the crossfeed valve driveassembly (on the rear face of the rear spar). The interface between the actuator
and the crossfeed valve is a valve spindle that goes through the rear spar. The
actuator has two motors, which get their power supply from two different sources:
motor 1, the 28VDC ESS BUS (801PP)
motor 2, the 28VDC BUS 2 (206PP).
The crossfeed valve actuator has a control and indication circuit. The indication
circuit has a X FEED pushbutton switch (P/BSW) on the cockpit fuel panel 40VU.
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Training Manual
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Fuel A321
Figure 1: Cockpit
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Crossfeed Valve 10QM
Fuel A321
flange to which the actuator is attached and a location slot to make sure the actuator engages correctly. A set of O-ring seals prevent a leakage of fuel through the
mounting flange.
The primary components of the crossfeed valve are:

the valve body with a mounting flange
the ball valve with its valve spindle
the drive assembly.
Crossfeed Valve Actuator 5QE
The crossfeed valve body holds the ball valve which has a bore of 38.1 mm (1.5
in). The ball valve has a master key-way that engages with the valve spindle. The
valve spindle also has a master key-way that engages with the drive assembly.
The mounting flange of the crossfeed valve body is attached to the forward face
of the rear spar with four studs and two countersunk bolts. The studs also attach
the drive assembly to the rear face of the rear spar. The drive assembly has a
The crossfeed valve actuator has two electrical motors which drive the same differential gear to turn the ball valve through 90 deg. Limit switches in the actuator
control this 90 deg movement and set the electrical circuit for the next operation.
One of the two motors can open/close the valve if the other motor does not operate. A V-band clamp (83QM) attaches the actuator to the flange of the drive assembly. A location peg makes sure the actuator engages correctly.
Jun04/THTA

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Training Manual
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Fuel A321
Operation/Control
The crossfeed valve is controlled manually. To operate it is necessary to have:
the 28VDC BUS 2 206PP and the 28VDC ESS.SHED. BUS 801PP energized
the circuit breakers 1QE and 2QE closed.
When the X FEED P/BSW (4QE) is pushed (in):
the 28VDC supply energizes the two electrical motors of the actuator
the crossfeed valve turns to the open position
When the same P/BSW is released (out):
the 28VDC supply energizes the two electrical-motors of the actuator
the crossfeed valve turns to the closed position
Indicating
The crossfeed valve position is shown on the FUEL page of the ECAM System
Display. If a failure occurs in the fuel system the FUEL page is shown on the
ECAM System Display. If you want to look at the ECAM FUEL page you must
push the FUEL P/BSW on the ECAM control panel.
System Failures
If the crossfeed valve is not in the set position:
the message FUEL X FEED VALVE FAULT is shown on the ECAM Engine/
Warning Display Page
the crossfeed valve indication is shown amber on the ECAM SD FUEL page.
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Fuel A321
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Fuel A321
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28-24-1
Training Manual
A320 Family
General
The engine LP fuel shut-off system controls the LP fuel-valves. Each LP fuel-valve
isolates its engine from the fuel supply at the front spar.
The related ENG MASTER switch (Ref. 76-12-00) controls the operation of the LP
fuel-valve. But if the related engine FIRE PUSH switch (Ref. 26-12-00) is operated, the LP fuel-valve closes.
Fuel A321
different routing. The routing for motor 1 is along the front spar. The routing for motor 2 is along the rear spar and then forward through the flap track fairing at RIB6.
The actuators send position data to the System Data-Aquisition Concentrators
(SDAC1 and SDAC2) (Ref. 31-54-00). The SDACs process the data and send it
to the ECAM which shows the information on the FUEL page.
If the LP fuel-valve of one engine is closed, all the fuel in the aircraft is still
available to the opposite engine.
(which together make the ECAM) give engine LP fuel shut-off information to the
crew. If specified failures occur:
The LP fuel shut-off system has two independent electrical control circuits for each
LP fuel-valve. They connect through a control relay to these related switches:
the ENG MASTER switch (Ref. 76-12-00)
the FIRE PUSH switch (Ref. 26-12-00).
The LP fuel-valve 12QM(13QM) is in the fuel supply line to its related engine. The
LP fuel-valve is usually open and in this configuration lets fuel through to its related
engine. When one of the LP fuel-valves is closed, the fuel is isolated from that LP
fuel valve's related engine.
The LP fuel-valve is installed between the engine pylon and the front face of the
wing front spar (between RIB8 and RIB9).
Each LP fuel-valve has an actuator 9QG(10QG). The interface between the actuator and the LP fuel-valve is a valve spindle. When the actuator is energized, it
moves the LP fuel-valve to the open or closed position. A V-band clamp
80QM(81QM) attaches the actuator to the LP fuel-valve.
the 28VDC ESS BUS supplies the motor 1
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Fuel A321
Figure 1: Engine LP Valve
Operation
When the No. 1 ENG MASTER switch (Ref. 76-12-00) is set to ON, it disconnects
a 28VDC supply from the relay 11QG (HP FUEL SOV SOL P/BSW). The relay
11QG de-energizes and connects a 28VDC supply (through the ENG 1 FIRE
PUSH switch (Ref. 26-12-00)) to the 'open' side of the LP fuel-valve actuator. The
actuator then opens the LP fuel-valve.
it disconnects the 28VDC supply to the 'open' side of the LP fuel-valve actuator
it connects a 28VDC supply to the 'close' side of the LP fuel valve actuator the LP fuel-valve moves to the closed position.
When the No. 1 ENG MASTER switch is set to OFF, it connects a 28VDC supply
to the relay 11QG. The relay energizes and connects a 28VDC supply (through
the ENG 1 FIRE PUSH switch) to the 'close' side LP fuel-valve actuator. The actuator then closes the LP fuel-valve.
The LP fuel-valve opens(closes) when the ENG MASTER switch is set to

ON(OFF). But the operation of the engine FIRE PUSH switch always overrides an ON selection and closes the valve. A guard on the FIRE PUSH
switch prevents an accidental operation.
If the ENG 1 FIRE PUSH switch is operated:
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Training Manual
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Fuel A321
Cockpit Indications
SD (FUEL Page) Indications
When necessary, the crew can make a selection on the ECAM control-panel to
look at the FUEL page.
EWD Indication
If electrical failures occur in the engine LP fuel shut-off system they cause:
the Flight Warning System (FWS) (Ref. 31-51-00) to give an aural and visual
warning
the ECAM to show a failure message on the EWD, and the FUEL page to show
on the SD.
The warning message given is:
ENG 1 LP VALVE FAULT
This shows that the No 1 LP fuel-valve is not in the set position.
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Training Manual
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Fuel A321
Figure 3: Cockpit
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Fuel A321
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28-25-1
Training Manual
A320 Family
General
The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. A refuel/defuel operation is controlled from the refuel/defuel control panel in the RH
lower belly fairing. A refuel can also be controlled from the preselector in the cockpit. There is a refuel/defuel coupling (installed in the leading edge of the right hand
wing) that is the interface between the fuel tanks and the external fuel source.
Refuel
There are two different procedures available to refuel the aircraft, these are:
a pressure refuel (automatic or manual)
a gravity overwing refuel.
To fill the fuel tanks to their maximum capacity, the aircraft must be level at zero
degrees. It is possible to refuel an aircraft that is not more than two degrees from
level, but it is possible that the tanks will not completely fill.
Pressure Refueling
When you use manual pressure refuel, the total quantity of fuel put into the aircraft
(and the supply to each tank) is controlled at the refuel/defuel control panel
(800VU).
When you use automatic pressure refuel, the total quantity of fuel put into the aircraft is controlled at the preselector (5QT) or the cockpit preselector (10QT). The
fuel supply to each tank is monitored at the indicator (6QT) or the ECAM SD FUEL
page.
The refuel control panel 801VU is installed as part of the system provision for the
ACT. You must not use it to refuel the aircraft when the ACT is not installed.
The maximum refuel pressure at the refuel/defuel coupling is 3.45 bar (50 psi).
This refuel pressure will give an all tank refuel rate of approximately 1400 l/min
(370 US gal/min). At this refuel rate you can refuel the aircraft (from its usual reserves to full) in approximately 20 minutes.
The necessary total quantity of fuel is set when you move the rocker switch, on the
preselector, to INC (increase) or DEC (decrease). The quantity of fuel that is set
is shown in the PRESELECTED display. The total contents actually in the tanks is
shown in the ACTUAL display.
When the conditions that follow are met the tanks will start to fill:
the PRESELECTED display is greater than the ACTUAL display
the REFUEL VALVES switches set to NORM
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Fuel A321
the MODE SELECT switch set to REFUEL.
Where the preselected quantity is greater than the maximum capacity of both the
wing tanks fuel will automatically be added to the center tank.
The END annunciator, on the preselector 5QT, will come on when the refuel procedure is complete. That is when the ACTUAL value is the same as the PRESELECTED value +/- 100kg (220lb). If the refuel procedure stops before the ACTUAL
value and the PRESELECTED value are the same, the END annunciator will flash
to show a fault.
To control pressure refuel manually, the MODE SELECT switch on panel (800VU)
is set to REFUEL and the REFUEL VALVES switch(es) are set to OPEN. The
quantities of fuel that go into the tanks are then monitored at the indicator (6QT).
When the tank(s) have the required amounts, the REFUEL VALVE switch(es) are
set to SHUT.
The refuel gallery is a fuel pipe that connects from the LH wing tank refuel valve
through to the RH wing tank refuel valve. From this pipe, other branch pipes supply fuel, through diffusers, to the fuel tanks.
Gravity Refueling
Each wing tank has an overwing refuel adapter 42QM(43QM). This can be used
to refuel the aircraft when a pressure refuel source is not available. During an
overwing refuel, the fuel only goes into the wing tank. It is then necessary to do a
ground fuel transfer to get the fuel into the correct fuel-load configuration. The
adaptor has an overwing refuel cap 44QM(45QM) which gives access to and seals
the adaptor. The refuel adaptor and cap are installed in the upper wing surface
(between RIB19 and RIB20) and has an electrical ground point adjacent to it.
Defuel
The main fuel pumps (Ref. 28-21-00) remove the fuel from the wing fuel tanks and
supply it to the refuel/defuel coupling where it can be removed from the aircraft.
The defuel/transfer valve, when open, connects the main fuel pump system (Ref.
28-21-00) to the refuel/defuel system. The main transfer system (Ref. 28-26-00)
transfers fuel from the center tank to the wing tanks.
To defuel the aircraft you must use the main fuel pumps (Ref. 28-21-00) to remove
the fuel from the fuel tanks. If there is fuel in the center (transfer) tank, you must
move the fuel to the wing tanks (Ref. 28-26-00) before you can defuel the aircraft
completely.
To defuel the aircraft you must set:

Level 3 B1 B2
28-25-2
Training Manual
A320 Family

the L TK (R TK) PUMPS 1 and 2 P/BSWs (Ref. 28-21-00), on the panel 40VU,
to ON
the CTR TK L (R) XFR P/BSWs, on the panel 40VU, to ON
the REFUEL VALVES switches, on the panel 800VU, to SHUT
Fuel A321
Fuel Transfer
To move fuel from one wing tank to the other wing tank, or, to the center (transfer)
tank, you must set:
the main fuel pump (Ref. 28-21-00) to ON, for the tank from which you move
the fuel
the X FEED P/BSW (Ref. 28-23-00) (on the panel 40VU) to OPEN
the applicable REFUEL VALVE switch (on the panel 800VU) to OPEN, for the
tank that is to get the fuel
the MODE SEL switch (on the panel 800VU) to DEFUEL XFR.
To move fuel from the center (transfer) tank to one of the wing tanks, you must
set:
the main fuel pump (Ref. 28-21-00) to ON, for the wing tank to which you move
the fuel
the related CTR TK XFER pump (Ref. 28-26-00) switch to ON.
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A320 Family
Fuel A321
Figure 2: Refuel/Defuel Control Panel

The refuel/defuel control panel is installed in the RH side of the belly fairing aft of
FR36.
Access to the refuel/defuel control panel is through a quick-release door 192MB.
This panel controls the operation of:
an automatic or manual pressure refuel
a pressure defuel (together with the main pumps (Ref. 28-21-00)).
The primary components on the refuel/defuel control panel are:
the control panel 800VU
the fuel quantity preselector 5QT (Ref. 28-42-00)
the fuel quantity indicator 6QT (Ref. 28-42-00).
a BATT POWER (refuel-on-battery) switch 10PR (Ref. 24-67-00)
a MODE SELECT switch 3QU
a MODE SELECT OPEN light 21QU
a TEST P/BSW 2QJ (Ref. 28-46-00)
three fuel tank hi-level indicator-lights 3QJ, 4QJ, 5QJ (Ref. 28-46-00)
three REFUEL VALVES switches 4QU, 5QU, 6QU.
a fuel tank hi-level indicator-light 49QJ (Ref. 28-46-00)
a REFUEL VALVE switch 40QU
a FQI SELECT CTR/ACT switch 67QT (Ref. 28-42-00).
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Cockpit Preselector
Fuel A321
The cockpit preselector 10QT is installed in the cockpit on the overhead panel adjacent to panel 51VU. The crew use the preselector 10QT to set the quantity of
fuel required for an automatic pressure refuel. The preselector 10QT cancels all
quantities set on the fuel quantity preselector 5QT.
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Refuel/Defuel Coupling 100QM(40QM)
The refuel/defuel couplings 100QM(40QM) are the interfaces between the aircraft
fuel tanks and the external fuel supply. A single coupling is attached to the forward
face of each wing front spar, between RIB14 and RIB15. The refuel/defuel coupling caps 101QM(41QM) are installed on the refuel/defuel couplings.
Fuel A321
The ready for refuelling light 30QU1(30QU2) is adjacent to the refuel/defuel coupling on the panel 522JB(622JB). The light comes on when the the fuel quantity
required is set on the cockpit preselector 10QT. When the light comes on you can
start to refuel the aircraft.
Figure 4: Refuel Coupling
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Fuel A321
Refuel Valve 7QU(8QU), 10QU

The refuel valves 7QU(8QU) and 10QU are the interfaces between the refuel gallery and the related fuel tank. Each valve is solenoid controlled, but pressure operated. Thus when the solenoid is energized, and a refuel pressure is supplied,
the valve opens. The refuel valve has a manual override-button. If the solenoid
does not operate correctly, the manual override-button can be used to open the
valve. The valve 7QU(8QU) is on the leading edge of the wing in the refuel valve
canister 19QM(20QM). The valve is behind the access panel 522GB(622GB). The
valve 10QU is installed on the rear spar (FR42) of the center tank in the refuel
valve canister (88QM).
ACT Refuel Valve (41QU) and Canister (164QM)

The ACT refuel valve (41QU) and canister (164QM) are installed as part of the
ACT system provision. They do not have a function without the ACT installed.
Operation
When the solenoid valve is de-energized a hydraulic-lock (fuel) is made behind the
refuel valve piston. This hydraulic-lock and the compression springs hold the piston in the closed position.
When the solenoid valve is energized, the hydraulic-lock is released. The fuel
pressure then pushes the piston (against the spring pressure) to the open position.
The fuel that made the hydraulic-lock is pushed through the solenoid valve and
into the refuel gallery. When the solenoid is de-energized, the hydraulic-lock is
made again. Fuel pressure behind the piston increases and (together with the
spring pressure) moves the piston to the closed position.
The manual command button (on the front of the valve body) connects directly to
the manual command valve. If the solenoid valve does not operate, the manual
command button can be pushed in (and held) to release the hydraulic-lock. The
refuel valve then operates as usual.
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Training Manual
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Fuel A321
Figure 5: Refuel Valve
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Defuel/Transfer Valve 11QM
Fuel A321
Figure 6: Defuel/Transfer Valve
The defuel/transfer valve (11QM) is in the center transfer tank, on the rear spar.
The defuel/transfer valve connects the main fuel pump system (Ref. 28-21-00) to
the refuel gallery. When open, the valve lets the fuel in the main fuel pump system
be moved into the refuel gallery. This lets the fuel be:
moved from one tank to another
delivered to the refuel/defuel coupling for removal from the aircraft.
A single motor actuator (11QU) operates the defuel/transfer valve. A V-band
clamp (82QM) attaches the actuator to the defuel/transfer valve.
A MODE SELECT switch (3QU), on the refuel/defuel control panel (800VU), controls the operation of the defuel/transfer valve (11QM). The actuator (11QU) will
open the defuel/transfer valve (11QM) when the switch (3QU) is moved to the DEFUEL XFR position. When the defuel/transfer valve is open, an OPEN light
(21QU), adjacent to the switch (3QU) will come on. The actuator will close the defuel/transfer valve when the switch (3QU) is in the OFF or the REFUEL positions.
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Air Inlet Valve 161QM(162QM)/Fuel Drain Valve 31QM(32QM)
The air inlet valve 161QM(162QM) is on the inboard face of RIB16. A pipe connects the air inlet valve to the refuel gallery. The air inlet valve lets air into the refuel gallery after a refuel procedure. Thus fuel can drain from the refuel gallery
through the fuel drain valve 31QM(32QM).
Fuel A321
A fuel drain valve is installed at the lowest point of the refuel gallery in each wing
(the outboard face of RIB1). Fuel pressure in the refuel gallery closes the fuel drain
valves. When the pressure source is removed the valve opens to allow fuel to
drain into the wing tank from the refuel gallery.
Figure 7: Air Inlet and Fuel Drain Valve
Pressure Relief Valve 97QM

The pressure relief valve 97QM is installed in the RH RIB1. If a center tank overflow occurs the pressure relief valve releases the fuel into the RH wing tank.
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Fuel A321
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Fuel A321
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Fuel A321
Figure 1: Valve and Jet Pump Location
General
to the two wing tanks. The system uses jet pumps to move the fuel from the center
(transfer) tank to the wing tanks. The Fuel Level Sensing Control Unit (FLSCU)
(Ref. 28-46-00) automatically controls the system, but the crew can, if necessary,
manually control it from the cockpit.
(which together make the ECAM) give main transfer system information to the
crew. If specified failures occur:
The main transfer system has these components:
a jet pump 157QM(158QM)
a strainer 220QM(221QM)
a control valve 153QM(154QM)
a control valve actuator 11QL(12QL).
The FLSCU (Ref. 28-46-00) has automatic control of the transfer system through
the control valve 153QM(154QM). The crew can control the transfer system from
the cockpit through the CTR TK XFR and the MODE SEL P/BSWs on the control
panel 40VU. When the MODE SEL P/BSW (4QL) is released out (MAN), the automatic control of the transfer system stops. In this configuration, when the CTR
TK XFR P/BSWs (5QL, 6QL) are pushed in (ON), the related control valve is
opened and transfer starts. When the CTR TK XFR P/BSWs are released out
(OFF), the related control valve is closed and transfer stops.
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Training Manual
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Fuel A321
Control Valve and Actuator
Strainer 220QM(221QM)
The control valve 153QM(154QM) is attached to the bottom skin of the center
(transfer) tank.
The strainer is a wire mesh cage with a flange at one end. The strainer is attached
to the jet pump at this flange. The strainer removes contamination from the fuel
that enters the related jet pump.
The valve has a spindle that goes through the tank skin to engage with the related
control valve actuator. The actuator is attached to the outer bottom face of the
center (transfer) tank. When energized, the actuator moves the related control
valve to the open or closed position. The V-band clamp attaches the control valve
to the control valve actuator.
The see/feel indicator gives an indication of the valve position without removal of
the actuator.
The jet pump and its related strainer is attached to the bottom skin of the center
(transfer) tank as follows:
the LH jet pump and strainer between FR36 and FR42 (LH side)
the RH jet pump and strainer between FR36 and FR42 (RH side).
The strainers remove contamination from the fuel before it goes through the jet
pumps.
A check valve is installed in the end of the transfer pipe. The check valve stops the
movement of fuel from the wing tank collector-cell to the center (transfer) tank.
Jet Pump 157QM(158QM)

The jet pump has:
an inlet body
a jet pump body
a jet nozzle
a non-return valve
an outlet body.
When the control valve is open, fuel from the main pumps (Ref. 28-21-00) flows
through the control valve and a nozzle in the jet pump 157QM(158QM). The flow
of fuel through the nozzle causes a suction in the jet pump. This suction removes
the fuel from the center (transfer) tank, through the strainer 220QM(221QM), and
moves it (together with the fuel from the main pumps) to the related wing tank. The
non-return valve prevents an opposite flow through the jet pump.
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Training Manual
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Fuel A321
Figure 2: Transfer Valve and Jet Pump
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Fuel A321
Figure 3: Automatic Operation
The main transfer system is usually controlled automatically, but it can be controlled manually when necessary.
Automatic Operation
The Fuel Level Sensing Control Unit (FLSCU) has automatic control of the main
transfer system when you:
push in the MODE SEL P/BSW (4QL)
push in (ON) the CTR TK L XFR (CTR TK R XFR) P/BSW
The control valves are automatically set to open or closed, independently of each
other. The jet pumps will supply fuel to the related wing tank, as necessary, when
the control valves are open.
The main transfer system operates as follows:
the auto control relays (7QL, 8QL) are energized and the control valves are given signals to open, independently of each other
a control valve will not open if the related FULL sensor (27QJ1, 27QJ2) is wet
a control valve will open when the related UNDERFULL sensor (26QJ1,
26QJ2) is dry and the related LOW LVL sensor (21QJ, 22QJ) is wet
a control valve will close when the related FULL sensor (27QJ1, 27QJ2) becomes wet again. The difference between the full and the underfull level-sensors is equal to a fuel quantity of 500kg (440 lb).
a signal is given to the time delay relay (9QL, 10QL) when the related LOW LVL
sensor (21QJ, 22QJ) becomes dry. The related control valve stays open for
five minutes and then closes
if a LOW LVL (21QJ, 22QJ) sensor becomes wet during this five minute period
the related control valve will stay open. This cycle continues until the LOW LVL
sensor stays dry for the five minute period. The related control valve then closes and the center (transfer) tank is empty
FAULT INHIBIT relays do not let the FAULT annunciators come on during the
five minute period.
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Level 3 B1 B2
28-26-4
Training Manual
A320 Family
Fuel A321
Figure 4: Typical Application of Main Transfer in Automatic Mode
Jun04/THTA

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28-26-5
Training Manual
A320 Family
Fuel A321
Figure 5: Main Transfer Logic
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28-26-6
Training Manual
A320 Family
Manual Operations
Fuel A321
Figure 6: Manuel Operation
The crew have manual control of the transfer system when they:
release out (MAN) the MODE SEL P/BSW
push in (ON) the CTR TK L XFR (CTR TK R XFR) P/BSW.
In this configuration the jet pumps will run continuously until the CTR TK L XFR
(CTR TK R XFR) P/BSW is released out (OFF).
Jun04/THTA

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28-26-7
Training Manual
A320 Family
Fuel A321
Figure 7: Cockpit
Jun04/THTA

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28-26-8
Training Manual
A320 Family
Fuel A321
Main Transfer System Fault Indication

P/BSW FAULT Annunciators
The main transfer system has FAULT annunciators on:
the MODE SEL P/BSW
the CTR TK L XFR (CTR TK R XFR) P/BSW.
If a fault occurs in the main transfer system:
the related FAULT annunciator will come on
the failure message FUEL L(R) XFR VALVE FAULT will be shown on ECAM.
The FAULT annunciator of the MODE SEL P/BSW will only come on in the AUTO
configuration. If the FAULT annunciator of the MODE SEL P/BSW comes on, the
P/BSW must be set to MAN. The crew then have manual control of the main transfer system.
The FAULT annunciator of the CTR TK L XFR (CTR TK R XFR) P/BSW can come
on in the AUTO or the MAN configuration. If a FAULT annunciator of one of the
CTR TK XFR P/BSWs comes on, that P/BSW must be set to OFF.
If one of the CTR TK XFR P/BSWs is set to OFF:
fuel will transfer from the center (transfer) tank to one wing tank only
the crew must crossfeed fuel (Ref. 28-23-00) from one wing tank to the other
to keep the aerodynamic balance of the aircraft.
Gravity transfers fuel from the center (transfer) tank if the the two CTR TK XFR P/
BSWs are set to OFF. Fuel only gravity transfers to the wing tanks when the level
of fuel in the center (transfer) tank is greater than that in the wing tanks. When
gravity transfer is in operation, approximately 2000 kg (4400 lb) of unusable fuel
will remain in the center (transfer) tank.
Jun04/THTA

Level 3 B1 B2
28-26-9
Training Manual
A320 Family
Jun04/THTA

Fuel A321
Level 3 B1 B2
28-26-10
Training Manual
A320 Family
Fuel A321
28-28 Additional Center Tank Transfer

System
Jun04/THTA

Level 3 B1 B2
28-28-1
Training Manual
A320 Family
General
The aircraft has provisions which lets the operator install and operate the aircraft
with one or two Additional Center Tanks. The additional center-tank transfer-system controls the fuel transfer from the two Additional Center Tanks (ACT1 and
ACT2) to the center tank. The ACT are installed in the AFT cargo compartment
and each ACT can hold approximately 2349 KG (5168 lb) of usable fuel. A fuel line
connects the ACT1 and ACT2 with the refuel gallery or with the center tank. In
flight, an electrical control circuit automatically controls the fuel transfer from the
ACT1 and ACT2 to the center tank via the level sensors in the ACT and center
tank. Air pressure from the cabin pressure control system, pressurizes the ACT1
and ACT2 for the forward fuel transfer.
A manually selected pump, which is installed in the center tank, provides a standby transfer and a transfer capability on the ground.
The refuel transfer system refuels each ACT (Ref. 28-25-00).
The Electronic Centralised Aircraft Monitoring (ECAM) and the Auxiliary Fuel
Management Computer (AFMC) give information about the ACT transfer system
to the crew. If specific failures occur:
a fault caption on the AUTO/MAN p/bsw illuminates
a warning is given on the upper ECAM display unit
the fuel page shows on the lower ECAM display unit.
31-56-00) to look at the fuel page.
shrouded refuel/defuel line and vent line to the aircraft drain mast. If a fuel leak
occurs in the ACT bladder tank or in a shrouded line, the fuel will go through the
drain to the atmosphere. The drain lines have leak monitors. Maintenance personnel must use the leak monitors to do a check and make sure that there is no fuel
leakage in the ACT bladder or shrouded lines.
Fuel Transfer System

The fuel transfer system has these components:
an ACT fuel pump pressure switch (2QH)
an ACT fuel pump (1QH) and its related mounting plate (163QM)
an ACT fuel transfer valve (165QM) and its related electrical actuator (6QH)
an ACT transfer thermal relief valve (169QM)
a check valve (176QM)
a shrouded fuel transfer line
a surge relief valve.
The ACT transfer pump 1QH and the ACT transfer pump of the pressure switch
2QH are installed at the rear spar FR42. The pump operates when the manual forward fuel transfer p/bsw is selected.
The pressure switch monitors the fuel pressure downstream of the ACT fuel transfer pump 1QH. When the pressure switch detects a low pressure for more than
180 seconds and the ACT1 is empty (if the aircraft is in flight) a warning appears
on the EWD. The ACT pushbutton switch must be switched off.
The ACT transfer system is divided into the following sub-systems:

two additional center tanks (ACT1 and ACT2)
a fuel transfer system,
a vent system
a pressurization system.
The ACT fuel transfer valve (165QM) is installed at the rear spar FR42 in the fuel
line to the center tank. The actuator (6QH) opens the valve when an automatic or
manual forward fuel transfer is selected.
ACT1 and ACT2

The ACT1 and ACT2 are installed between FR47.2 and FR53 in the AFT cargo
compartment. Each ACT is a structural container in which a flexible bladder tank
is attached to all internal surfaces. The structural containers are the same size as
a full width cargo container.
A drain line connects the space between each ACT bladder tank and each ACT
structual container to the aircraft drain mast. A second drain line connects the
Jun04/THTA
Fuel A321
The ACT1 fuel inlet valve (166QM1) and the ACT2 fuel inlet valve (166QM2) are
installed inside the related ACT in the fuel line. The actuator (5QH1 or 5QH2)
opens the related valve when an automatic, manual forward fuel transfer or refuel
is selected.
The ACT refuel valve (41QU) is installed at the rear spar FR42 in the fuel line to
the refuel gallery. The integral solenoid opens the valve during refuel (Ref. 28-2500).

Level 3 B1 B2
28-28-2
Training Manual
A320 Family
A refuel restrictor valve 180QM1 (180QM2) is installed in the fuel line inside the
ACT1 (ACT2) . This valve makes sure that the refuel rate of the ACT1 or ACT2 is
within a safe limit, but it will not limit the defuel rate of the ACT1 and the ACT2.
Restrictors downstream of the fuel pump (1QH) and the ACT transfer check valve
limit the transfer defuel rate of the ACT1 and ACT2.
A shrouded fuel transfer line connects the ACT1 and ACT2 with the center tank.
It transfers the fuel from each ACT to the center tank when automatic or manual
forward fuel transfer is selected.
Fuel A321
Vent System
The shrouded ACT vent line connects the ACT to the air-space at the top of the
center tank. The center tank air-space is ventilated to atmosphere by the tank
venting system (Ref. 28-12-00).
The actuator 4QH1 (4QH2) closes the ACT1 (ACT2) vent valve 167QM1
(167QM2) to pressurize the ACT1 (ACT2) for automatic fuel transfer.
The inward pressure relief valve prevents excessive inward pressure on the bladder bag during descent and emergency descent.
The overpressure protector installed in the vent line in each ACT depressurizes
the related ACT through the vent line if the tank pressure is too high.
Pressurization System
The ACT air shutoff valve 168QM is installed in the pressurization line of the ACT.
The actuator 3QH opens the valve when the automatic forward fuel transfer is selected. This activates the pressurization system and the air pressure in the cabin
(pressurized from the pressure control system) enters the ACT through the pressurization line and transfers the fuel from the ACT to the center tank. In the pressurization line is a pressure reducing valve 171QM which regulates the ACT
pressurization supply to about 0.195 bar (2.83 psi) over ambient air pressure. It
also has check valves which prevent the vapor from the ACT1 and ACT2 entering
the cabin. The pressurization line has a filter to make sure that clean air goes into
the tank.
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28-28-3
Training Manual
A320 Family
Fuel A321
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28-28-4
Training Manual
A320 Family
Fuel A321
The fuel transfer from the ACT to the center tank stops.
ACT1 and ACT2 Refuel

For a full description of the Refuel System, go to 28-25.
ACT1 and ACT2 Automatic Forward Fuel Transfer

For the automatic forward transfer to occur, you must have these conditions:
the aircraft is in flight,
the slats are retracted,
the ACT pushbutton switch is in the AUTO position (on the overhead FUEL
panel 40VU)
the ACT2 low level sensor is wet,
the center tank hi-level sensor has been dry for at least 10 minutes.
When these conditions occur, the control circuit:
closes the ACT1 and ACT2 vent valve,
opens the air shutoff valve,
opens the fuel transfer valve,
The air pressure in the cargo compartment transfers the fuel from the ACT2 to the
center tank.
If the center tank hi-level sensor becomes wet during a forward fuel transfer, the
Tank Level Sensing system and the control circuit close the ACT fuel transfer
valve and the ACT2 fuel inlet valve. The fuel transfer stops. When the center tank
hi-level sensor becomes dry, the Tank Level Sensing system and the control circuit (after a 10 minutes delay) opens the ACT fuel transfer valve andthe ACT2 fuel
inlet valve. The fuel transfer starts again.
The fuel is now transferred from the ACT1 to the center tank.
opens the vent valve,
closes the air shutoff valve,
closes the fuel transfer valve,
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Level 3 B1 B2
28-28-5
Training Manual
A320 Family
Fuel A321
Figure 2: ASM 28-28-00 Automatic Transfer
Jun04/THTA

Level 3 B1 B2
28-28-6
Training Manual
A320 Family
Fuel A321
ACT1 and ACT2 Manual Forward Fuel Transfer

For a manual forward transfer to occur, you must push the ACT pushbutton switch
(the FWD legend comes on). The normal fuel transfer sequence is, ACT2 first and
then ACT1.
When the ACT pushbutton switch is pushed, the electrical control circuit:
opens the ACT fuel transfer valve
opens the ACT fuel inlet valve
energizes the ACT transfer pump.
It transfers the fuel from the ACT2 to the center tank.
If the ACT1 and ACT2 are empty (the ACT pump pressure switch detects a low
pressure for more than 180 seconds) the FUEL - ACT PUMP LO PR warning appears on the upper ECAM display unit. When the ACT pushbutton switch is released (the FWD legend goes off) the control circuit:
closes the ACT fuel transfer valve
closes the ACT1 and ACT2 fuel inlet valve
de-energizes the ACT transfer pump.
Thus the fuel transfer from the ACT1 and ACT2 to the center tank is stopped.
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28-28-7
Training Manual
A320 Family
Fuel A321
Figure 3: ASM 28-28-00 Manuel Transfer
Jun04/THTA

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28-28-8
Training Manual
A320 Family
Operation with Failure
Fuel A321
Figure 4: Cockpit
Failure of the Automatic Transfer

The FQIC signals a transfer fault if in the center tank there is less than 3000Kg
(6614lb) of usable fuel and if one ACT has more than 250Kg (550lb) of fuel available , then:
the EWD shows the warning FUEL - ACT XFR FAULT on the upper ECAM display unit
Failure of the ACT Transfer Pump

If the ACT transfer pump is selected to run and the ACT transfer-pump pressureswitch 2QH detects a low pressure for more than 180 seconds (with the ACT1
empty if the aircraft is in flight):
the EWD shows the warning FUEL - ACT PUMP LO PR,
Jun04/THTA

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28-28-9
Training Manual
A320 Family
Jun04/THTA

Fuel A321
Level 3 B1 B2
28-28-10
Training Manual
A320 Family
Fuel A321
Jun04/THTA

Level 3 B1 B2
28-29-1
Training Manual
A320 Family
General
APU Fuel LP Valve
System Description
Power Supply
Fuel A321
Electronic Centralized Aircraft Monitoring (ECAM) system (Ref. 31-51-00).
the valve, which come through holes in the rear spar, are used to attach the actuator (3QF). The valve is a body with pipeline attachments. The fuel inlet connector
is a threaded-type connection. The fuel outlet-port has four studs for installation of
the fuel outlet tube. The valve body includes a ball with 0.5 in. (12.7 mm) dia. bore
and a drive-shaft for the includes a ball with 0.5 in. (12.7 mm) dia. bore and a driveshaft for the Polytetrafluorethylene (PTFE) valve seat. An integrated spring loaded
poppet-valve allows thermal pressure relief in the opposite direction to normal flow
when the valve is closed. The drive slot on top of the ball permits the ball to move
relative to the drive-shaft.
Actuator Assembly
the valve if the other motor does not operate. Two groups of three microswitches
activate the related 'OPEN' or 'CLOSED' circuit for operation of the valve. They are
located at the bottom of the actuator. The microswitches are operated with levers,
which are tipped with a cam on the actuator drive-shaft. A window in the actuator
body gives a visual indication of the valve, RED for 'OPEN' or GREEN for
'CLOSED' position.
Interfaces
Normal Operation
The APU LP fuel shutoff system has interfaces with:

APU fuel-pump system (Ref. 28-22-00),
APU emergency-shutdown system (Ref. 49-62-00),
APU fire-extinguishing system (Ref. 26-22-00),
APU fuel distribution system (Ref. 49-31-00),
Jun04/THTA
The APU Fuel Supply
APU Shutdown

Level 3 B1 B2
28-29-2
Training Manual
A320 Family
APU Fuel-Feed Pump Operation for Ground Maintenance
maintenance).
Fuel A321
Indication
You can also see the valve position at the visual positon.
14QM,
valve will close.

APU Emergency Shutdown
APU EMERG SHUTDOWN
MASTER SW ................OFF
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28-29-3
Training Manual
A320 Family
Jun04/THTA

Fuel A321
Level 3 B1 B2
28-29-4
Training Manual
A320 Family
Fuel A321
28-40 Indicating
28-40 Indicating
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28-40-1
Training Manual
A320 Family
Quantity Indication
Fuel A321
28-40 Indicating
fuel tanks:
the center (transfer) tank.
the additional center tank (ACT)(if installed)
the preselector 5QT
the indicator 6QT.
two On-Board Replaceable Modules (OBRM)
the fuel probes 21QT1(21QT2), 23QT1(23QT2), 25QT1(25QT2) thru
30QT1(30QT2), 34QT1(34QT2), 35QT thru 37QT, 51QT, 54QT1(54QT2),
56QT1(56QT2), 59QT1(59QT2) thru 61QT1(61QT2)
the dualcomp 53QT
the ultracomps 50QT, 52QT
the preselector 5QT
the multi-tank indicator 6QT
the cockpit preselector 10QT.
in each fuel tank.
Jun04/THTA


Level 3 B1 B2
28-40-2
Training Manual
A320 Family

computation of the automatic refuel control
(Ref. 31-53-00)
system failures
Fuel A321
28-40 Indicating
Figure 2: Fuel Quantity Preselector/Multi Tank Indicator
memories.


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28-40-3
Training Manual
A320 Family
Fuel A321
28-40 Indicating
Jun04/THTA

Level 3 B1 B2
28-40-4
Training Manual
A320 Family
Fuel A321
28-40 Indicating
FQI Probe
Wing Tanks - 21QT1(21QT2), 23QT1(23QT2), 25QT1(25QT2) thru
30QT1(30QT2), 34QT1(34QT2), 54QT1(54QT2), 56QT1(56QT2) and
59QT1(59QT2) thru 61QT1(61QT2).
Center Tank - 35QT thru 38QT and 51QT.
of fuel in a tank.
The FQI probe 54QT1(54QT2) has a temperature sensor installed at its lower end.
The temperature sensor has an electrical resistor, the value of which changes in
relation to the temperature of the fuel. The FQIC continuously measures the resistance value and uses it to calculate the fuel temperature. The fuel temperature
is displayed on the System Display (SD) FUEL page of the ECAM.
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28-40-5
Training Manual
A320 Family
Fuel A321
28-40 Indicating
Jun04/THTA

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28-40-6
Training Manual
A320 Family
Ultracomps 50QT, 52QT
Fuel A321
28-40 Indicating
Figure 5: Ultracomp
The ultracomps 50QT, 52QT are installed near to the lowest part of the center
(transfer) tank and the RH wing tank. The FQIC regularly monitors these components and their outputs used to calculate the fuel density. When the FQIC knows
the fuel volume (from the probes) and the fuel density, it can calculate the fuel
mass in each tank. The fuel mass is shown on the EWD (Ref. 31-66-00) and the
SD FUEL page.
Fuel moves freely into and out of the ultracomp. The fuel acts as a di-electric between the parallel plates of the capacitor. The FQIC calculates the charge on
plates, from which K, the relative permativity of the fuel, is calculated.
The velocimeter measures the Velocity Of Sound (VOS) through the fuel. The velocimeter transmits a sound wave through the fuel to a fixed target. The FQIC
monitors the velocimeter and calculates the time taken for the sound wave to
reach the target and return.
The temperature sensor has an electrical resistor, the value of which changes in
relation to the temperature of the adjacent fuel. The FQIC continuously monitors
the resistance value and uses it to calculate the Temperature (T) of the fuel.
The FQIC uses the values K, VOS and T to calculate the density of the fuel.
Jun04/THTA

Level 3 B1 B2
28-40-7
Training Manual
A320 Family
Dualcomp 53QT
Fuel A321
28-40 Indicating
Figure 6: Dualcomp
The dualcomp 53QT is installed near to the lowest part of the LH wing tank.The
FQIC regularly monitors these components and their outputs used to calculate the
fuel density. When the FQIC knows the fuel volume (from the probes) and the fuel
density, it can calculate the fuel mass in each tank. The fuel mass is shown on the
EWD (Ref. 31-66-00) and the SD FUEL page.
The fuel moves freely into and out of the dualcomp. The fuel acts as a di-electric
between parallel plates of the capacitors. The FQIC calculates the charge on the
plates, from which K, the relative permittivity of the fuel is calculated. The FQIC
uses the value K with the VOS and T values from the ultracomp in the opposite
wing tank to calculate the density of the fuel.
Jun04/THTA

Level 3 B1 B2
28-40-8
Training Manual
A320 Family
The ultracomps (50QT, 52QT) and dualcomp (53QT) send signals to the FQIC
from which the density of the fuel is calculated.
preselector 5QT
Fuel A321
28-40 Indicating
of 100 kg (100lb).
INC (increase)
neutral
DEC (decrease).
this if:
complete)
Accuracy
LED displays.
Cockpit Indications

Jun04/THTA

Level 3 B1 B2
28-40-9
Training Manual
A320 Family
Fuel A321
28-40 Indicating
Effective Attitude
Test
Jun04/THTA

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28-40-10
Training Manual
A320 Family
Fuel A321
28-40 Indicating
Jun04/THTA

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28-40-11
Training Manual
A320 Family
Fuel A321
28-40 Indicating
Figure 8: ECAM
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28-40-12
Training Manual
A320 Family
Tank Level Sensing
Fuel A321
28-40 Indicating
High Level Sensing

The high level sensors, 17QJ1(17QJ2) and 20QJ, control the high fuel level in
each tank during refuel or a fuel transfer. When the high level sensor becomes
wet, the FLSCU closes the related inlet valve. During a refuel, the FLSCU also
causes the applicable HI LVL light (3QJ, 4QJ and 5QJ) to come on at the refuel/
defuel control panel 800VU.
The Fuel-Level Sensing-System (FLSS) gives:

high level sensing
low level sensing
full level sensing
underfull level sensing
overflow level sensing
temperature sensing
shut-off of fuel recirculation for Integrated Drive Generator (IDG) cooling
center (transfer) tank to wing tank fuel-transfer control.
Lo Level Sensing
The system has level sensors that the Fuel Level Sensing Control Units (FLSCUs)
monitor continuously. The sensors are installed at different positions in the fuel
tanks to give fuel level data in the range low level to overflow. The FLSCUs supply
a voltage to the sensors electrical resistive-element. When the voltage returns to
the FLSCUs it is compared with a specified reference to find if the related sensor
is 'wet' or 'dry'. The FLSS uses the fuel level data to:
control the operation of the refuel valves during refuel and fuel transfer when
the aircraft is on the ground
control the operation of the transfer pumps when the center (transfer) tank is
at low level
makes sure that the fuel in the wing tanks does not decrease to less than 500
kgs below 'full', when the center (transfer) tank contains fuel
give fuel low-level warnings to the Engine/Warning Display (EWD) (Ref. 31-6600).
The system has temperature sensors that the FLSCUs continuously monitor. The
FLSCUs supplies a voltage to the sensors electrical resistive-element. When the
voltage returns to the FLSCUs it is compared to a specified reference to find if the
fuel adjacent to the sensor is 'hot'. The FLSCUs use the hot-signal to control the
operation of the fuel recirculation for the cooling system (Ref. 28-16-00). The FLSCUs also transmit the temperature data to the Full Authority Digital Engine Control
(FADEC) (Ref. 73-20-00) to control the operation of the Fuel Return Valve (FRV)
(Ref. 73-10-00).
When the center-tank low-level-sensor (21QJ,22QJ) is dry for more than 5 minutes, the related center-tank pump control valve will close. If, during the 5 minutes
the sensor becomes wet, for a minimium of 11 seconds, the center-tank pump
control valve will stay open. The control valve will stay open until the sensor is continuously dry for five more minutes.
When the wing low-level sensors 15QJ and 40QJ are dry for 30 seconds continuously, a 1500kg (3300lb) LO LEVEL warning is shown on the ECAM display unit.
When the wing low-level sensors 16QJ and 39QJ are dry for 30 seconds continuously, a 750kg (1650lb) LO LEVEL warning is shown on the ECAM display unit.
Full and Underfull Level Sensing

The full level sensors, (23QJ, 27QJ), and the underfull level sensors, (24QJ, 25QJ
and 26QJ), monitor the fuel transfer to the wing from the center-tank jet-pumps.
When one of the full level and the related underfull level sensors become dry, the
FLSCU signals the center-tank jet-pump control-valve to open. When the full-level
sensor becomes wet again the FLSCU signals the control valve to close.
The difference between the full and the underfull level-sensors is equal to a fuel
quantity of 500kg (440 lb).
The tank level sensing system operates automatically. When a sensor is in the fuel
it is wet and when it is not in the fuel it is dry. When a sensor becomes wet or dry
it changes its signal to the FLSCU.
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Level 3 B1 B2
28-40-13
Training Manual
A320 Family
Overflow Level Sensing
Fuel A321
28-40 Indicating
Figure 9: Level Sensors
If fuel from the wing tank overflows into the vent surge tank, the FLSCUs signal
the Engine Interface Unit (EIU) (Ref. 73-20-00) to close the fuel return-valve.
If an overflow sensor becomes wet, the FLSCUs will send a signal to:
the annunciator light test and dimming system (Ref. 33-14-00). This system will
signal the related CTR TK XFR pump pushbutton switch (5QL, 6QL) (Ref. 2826-00) FAULT annunciator to come on
the ECAM Engine/Warning Display (EWD) to show the warning FUEL - L(R)
WING TK OVERFLOW
the FADEC to close the FRV and thus stop the recirculation system (Ref. 2816-00).
IDG Shut-off Sensors:

One in each wing tank 38QJ1(38QJ2).
The IDG shut-off sensors stop the IDG cooling when the fuel quantity is less than
280kg (616lb). The FLSCUs signal the FADEC to close the FRV, which stops the
fuel flow from the IDG cooling system to the recirculation system.
Jun04/THTA

Level 3 B1 B2
28-40-14
Training Manual
A320 Family
Fuel Level Sensing Control Units (FLSCUs)
The FLSCU has these functions:
a current supply, kept to a limit of safe values, for each sensor
a detection circuit to find when a sensing thermistor is in fuel
a switch comparator which has relay-contact output-signals and logic outputsignals
a fault monitoring circuit that continously monitors for an open circuit or short
circuit sensor (or sensor line) (and moves the output relay to the fail safe state)
Built In Test Equipment (BITE), controlled and monitored by the FQI computer,
to do a test of the fuel system sensors.
Fuel A321
28-40 Indicating
Each temperature sensor is near the lowest part of the tank. This makes sure that
the temperature sensor is in the fuel for most of the time.
The electrical resistance of the temperature sensor is in relation to the temperature of the adjacent fuel. When the temperature of the fuel, as calculated by the
FLSCU, is at a specfied level the FLSCU stops the recirculation system (Ref. 2816-00).
The FLSCUs continuously monitor all the sensors. The FLSCUs use the data from
the fuel sensors to:
control other parts of the fuel system
send fuel low level warnings to the EWD.
The FLSCUs (7QJ and 9QJ) are installed in the FWD electronics rack 92VU, in
the aircraft avionics bay.
Each FLSCU sends an electrical current to its related sensors, the voltage of
which is set. When the electrical current goes back to a FLSCU from a sensor the
voltage is measured. The FLSCUs compare the measured voltage to a set value
to find if:
the sensor is wet or dry (for the level sensors)
the adjacent fuel is hot (for the temperature sensors).
The voltages that go back to the FLSCUs from groups of low level, full and underfull sensors go through groups of logic gates. These logic gates help to make sure
that:
incorrect warnings are not shown on the EWD during flight
the main transfer system (Ref. 28-26-00) operates correctly at all aircraft attitudes.
Temperature Sensors
The tank level sensing system has one temperature sensor, 29QJ1 (29QJ2), installed in each wing tank. It is sensitive to temperatures of more than 52.5 deg C.
On the ground, closure of the FRV, due to high fuel temperature in the
wing tank, is prevented.
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Level 3 B1 B2
28-40-15
Training Manual
A320 Family
Fuel A321
28-40 Indicating
Dummy Load Resistors

Center-Tank High-Level Dummy-Load Resistor (6QJ)
The FLSCU 1 and the FLSCU 2 are the same. But only the FLSCU 1 supplies
center-tank high-level sensing (through the high level sensor 20QJ). The equivalent FLSCU 2 center-tank high-level sensing channel has the dummy-load resistor
(6QJ).
The dummy-load resistor makes sure that the center-tank high-level sensing
channel in each FLSCU is used.
Wing-Tank Temperature Dummy-Load Resistors (41QJ, 42QJ)

The FLSCU 1 and the FLSCU 2 each have two temperature sensing channels.
One temperature sensor 29QJ1(29QJ2) is connected to each of the FLSCUs.
Thus one temperature sensing channel in each of the FLSCUs is not used. This
channel has the wing-tank temperature dummy-load resistor 41QJ(42QJ) connected to it
The dummy-load resistors make sure that the temperature sensing channel in
each FLSCU is used.
Level Sensor
When an electrical current goes through the thermistor, its temperature increases.
The electrical resistance of the thermistor changes with its temperature. When the
sensor is in the fuel, the temperature increase is less than when the sensor is in
the air. The FLSCU compares the current value from the sensor to a specified value to find if the related sensor is wet or dry.
Test
The high-level sensors and their circuits are tested from the refuel/defuel panel
800VU, with the TEST switch (2QJ). The same switch also has a filament test facility. The Fuel Quantity Indicating System (FQIS) (Ref. 28-42-00) computer controlled Built-In Test Equipment (BITE) has test facilities for all the sensors and their
circuits. When BITE is operated, with a failure-monitoring-signal, the Centeralized
Fault Display System (CFDS) (Ref. 31-30-00) will show and identify a:
defective sensor and/or
defective control-unit.
Jun04/THTA

Level 3 B1 B2
28-40-16
Training Manual
A320 Family
Fuel A321
28-40 Indicating
Figure 10: ASM 28-46-00 Hi Level
Jun04/THTA

Level 3 B1 B2
28-40-17
Training Manual
A320 Family
Fuel A321
28-40 Indicating
Figure 11: Full- Underfull Sensing
Jun04/THTA

Level 3 B1 B2
28-40-18
Training Manual
A320 Family
Fuel A321
28-40 Indicating
Jun04/THTA

Level 3 B1 B2
28-40-19
Training Manual
A320 Family
Jun04/THTA

Fuel A321
28-40 Indicating
Level 3 B1 B2
28-40-20
Training Manual
A320 Family
Fuel A321

Quantity Indiction
fuel tanks:
the center tank.
the preselector 5QT
the indicator 6QT.
computation of the automatic refuel control R
(Ref. 31-53-00)
system failures

the preselector 5QT
memories.
in each fuel tank.
Jun04/THTA

Level 3 B1 B2
28-42-1
Training Manual
A320 Family
Fuel A321


Jun04/THTA

Level 3 B1 B2
28-42-2
Training Manual
A320 Family
Fuel A321
FQI Probe
of fuel in a tank.
Jun04/THTA

Level 3 B1 B2
28-42-3
Training Manual
A320 Family
Fuel A321
Jun04/THTA

Level 3 B1 B2
28-42-4
Training Manual
A320 Family
Fuel A321
Operation/Control
fuel is the dielectric between the five parallel plates of the capacitor assembly. 4.
energize the 28VDC ESS BUS (801PP) (channel 1 supply) and the 28VDC BUS
2 (206PP) (channel 2 supply) and 28VDC FUELLING BUS 2 (502PP)
close the related circuit breakers 1QT (801PP), 2QT (206PP) and 8QT (502PP).

preselector 5QT
LED displays.
Cockpit Indications


Jun04/THTA

Level 3 B1 B2
28-42-5
Training Manual
A320 Family
Fuel A321
Figure 4:
of 100 kg (100lb).
INC (increase)
neutral
DEC (decrease).
this if:
complete)
Jun04/THTA

Level 3 B1 B2
28-42-6
Training Manual
A320 Family
Accuracy
Fuel A321
Figure 5: CFDS
Effective Attitude
Test
Jun04/THTA

Level 3 B1 B2
28-42-7
Training Manual
A320 Family
Fuel A321
Figure 6: CFDS
Jun04/THTA

Level 3 B1 B2
28-42-8
Training Manual
A320 Family
Fuel A321

General
The Manual Magnetic Indicators (MMIs) are a secondary direct-reading system
used to calculate the fuel quantity in the LH wing, the RH wing and the center tank
(when the A/C is on the ground). It is not necessary to have electrical power to use
the MMIs. The MMI indications, the aircraft attitude figure and the fuel relative density, are used with tables (Ref. 12-11-28) to give the amount of fuel in each tank.
The wing tank MMIs are in the bottom surface of the wing tanks. The center tank
MMI is in the belly fairing directly below the center tank.
The attitude monitor 39QM is in the aircraft fuselage.
The MMIs are as follows:
seven in each wing tank
one in the center tank.
Each MMI has a Magnetic Level Indicator (MLI) 104QM thru 111QM, 204QM thru
207QM, 210QM and 211QM. The MLI is contained in its related Magnetic LevelIndicator Housing (MLIH) 56QM thru 63QM, 200QM thru 203QM and 208QM thru
209QM.
When a MLI is extended from its MLIH, the fuel level in that area of the fuel tank
can be measured.
The attitude monitor 39QM is in the belly fairing, behind the access panel 192MB.
When the MMIs are used, a reading is taken from the monitor. This reading gives
the out-of-level attitude of the aircraft in the pitch and the roll axes.
Jun04/THTA

Level 3 B1 B2
28-43-1
Training Manual
A320 Family
Fuel A321
Figure 1: MLI
Jun04/THTA

Level 3 B1 B2
28-43-2
Training Manual
A320 Family
MLI (Magnitic Level Indicator)
Fuel A321
The MLI is made of glass-reinforced plastic and has marks along its length to show
fuel levels. At one end of the MLI is a magnet. At the other end is a slot and a bayonet-type lock. The MLI is installed in the MLIH (Magnetic Level Indicator Housing).
The top tube is attached to the upper body assembly. The upper body assembly
is on the bottom skin of the fuel tank. An end cap is at the upper end of the top
tube. The end cap prevents a fuel leakage when the MLI is in use or removed. The
float assembly (which contains a magnet) is free to move up and down the outside
of the top tube.
A center body is immediately below the upper body assembly. The lower body assembly is immediately below the center body and is attached to the belly fairing.
The center body and the lower body assembly hold the bottom tube. The top and
bottom tubes are aligned so that the MLI can move through one tube and into the
other. The MLIH has a bayonet-type recess in the lower assembly into which the
MLI bayonet-lock engages.
Attitude Monitor 39QM

The attitude monitor is a circular level with graduations on the surface. Each
square of the grid is equal to 0.5 deg. change of attitude. The position of the attitude monitor bubble, in relation to the grid, gives the aircraft attitude.
Jun04/THTA

Level 3 B1 B2
28-43-3
Training Manual
A320 Family

To measure the quantity of fuel in the wing tanks it is necessary to:
extend and read the MLIs
use the attitude monitor 39QM to measure the attitude of the aircraft (in pitch
and roll)
measure the relative density of the fuel.
Each MLI is unlocked when it is pressed in and turned through 90 deg. It is then
lowered slowly and carefully until it is extended to its maximum length. The MLI is
then slowly pushed into its MLIH until a magnetic link is felt between the MLI and
the float magnet. The point where the MLI meets the aircraft skin shows the fuel
level in that part of the tank. The indication is read and the MLI is pushed fully into
its MLIH and locked into position.
A set of mathematical tables (Ref. 12-11-28) are used to find the fuel volume from
the MLI value and attitude monitor indication. When the volume of fuel is known,
you must multiply this by the fuel relative density figure to get the fuel mass.
Procedure to enter the Parameter Alpha Call-up through the

MCDU.
On the panel 20VU
set the 3 ADIRS switches to the NAV position.
On the MCDU
turn the BRT knob to the ON position.
Fuel A321
The ROLL data shows - RECORD THE DATA.

Read and write down the ROLL data.
On the MCDU keypad enter the code for PTCH into the scratchpad.
PITCH appears at the bottom of the display (scratchpad).
The PITCH data shows - RECORD THE DATA.
Read and write down the PITCH data.
10. Push the line key adjacent to the CLEAR ALL indication.
In Table 1, use the PITCH data to find the equivalent number.
In Table 1, use the ROLL data to find the equivalent letter.
Put together the number and the letter to identify the square to use in the MLI
Pitch
Ref
Roll
Ref
minus
1.5
minus
1.5
minus
1.0
minus
1.0
minus
0.5
minus
0.5
0.0
0.0
The MCDU is on.

plus
0.5
plus
0.5
The MCDU MENU page comes into view.
plus
1.0
plus
1.0

Push the line key adjacent to the AIDS indication.
plus
1.5
plus
1.5

Push the line key adjacent to the PARM ALPHA CALL-UP indication.
The AIDS ALPHA CALL-UP page comes into view.
On the MCDU keypad enter the code for ROLL into the scratchpad.
ROLL appears at the bottom of the display (scratchpad).
Jun04/THTA

Level 3 B1 B2
28-43-4
Training Manual
A320 Family
Fuel A321
Figure 3: How to use MLI
Jun04/THTA

Level 3 B1 B2
28-43-5
Training Manual
A320 Family
Fuel A321
Figure 4: Table for MLI Nr. 1 & 2
Jun04/THTA

Level 3 B1 B2
28-43-6
Training Manual
A320 Family
Fuel A321
28-99 CFDS
28-99 CFDS
Jun04/THTA

Level 3 B1 B2
28-99-1
Training Manual
A320 Family
Fuel A321
28-99 CFDS
Figure 1: CFDS
Jun04/THTA

Level 3 B1 B2
28-99-2
Training Manual
A320 Family
Fuel A321
28-99 CFDS
Figure 2: CFDS
Jun04/THTA

Level 3 B1 B2
28-99-3
Training Manual
A320 Family
Jun04/THTA

Fuel A321
28-99 CFDS
Level 3 B1 B2
28-99-4
Training Manual
A320 Family
Study Questions
Fuel System A321
28-Study Questions
28-00 General
28-16 Fuel Recirculation / Cooling
1. How are the fuel tanks named on the A321 and what are their capacities?
5. What is the purpose of the pressure holding valve built on to the fuel return
line?
2. How many boost pumps are installed on the A321 and where are they located?
28-20 Distribution
6. To which systems are the boost pumps of the A321 supplying fuel?
3. What type of system is used to empty the center tank on the A321?
7. Which level sensors are used to control the center tank transfer valve in AUTO
MODE?
4. Is it possible to make a direct engine feed from the center tank on the A321?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Fuel System A321
28-40 Indication
8. What is the APU fuel pump pressure switch used for?
12.Where can you read the FOB?
28-25 Refuel / Defuel System

9. On which position must the refuel valve switches be placed if you make an automatic refueling?
13.Note the different sensors which are connected to the fuel level sensing control
unit on the A321.
10.Which level sensor is used to close the refuel valve and to prevent overfilling if
the tank Is full?
14.On which tank level are the wing tank low level sensors installed?
11.What indication shows you that the automatic refueling is completed?
15.How much is the difference between the full and underfull level sensors?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Fuel System A321
16.Which computers in the fuel system are linked to the CFDS system?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Oct03/THTA

Study Questions
Fuel System A321
Level 3 B1 B2
Training Manual
A320 Family
Hydraulic Power
29-00
29 Hydraulic Power
Jun04/THTA

Level 3 B1 B2
29-00-1
Training Manual
A320 Family
29-00 General
Hydraulic Power
29-00 General
Normal system operating pressure is 3000 psi (206 bars).
Electric Pumps
System Presentation
The blue system is pressurized by an electric pump.
General
An electric pump allows the yellow system to be pressurized enabling ground operations when the engines are stopped.
There are three independent hydraulic systems: Green, Blue and Yellow.
Normal system operating pressure is 3000 psi (206 bars).
In normal operation, the green and yellow hydraulic systems are powered by Engine Driven Pumps (EDPs), and the blue hydraulic system by an electric pump.
Hand Pump
Auxiliary power is provided by an electric pump in the yellow system.
The hand pump is used to operate the cargo doors when electrical power is not
available.
A bidirectional Power Transfer Unit (PTU) enables the green system to be powered by the yellow system or vice versa, without fluid transfer.
It is located on the yellow ground service panel.
A Ram Air Turbine (RAT) is provided in the blue system for emergency use.
A hand pump is provided in the yellow system for cargo door manual operation.
Reservoirs
Each hydraulic system has its own reservoir.
It supplies hydraulic fluid to the system pumps, and is pneumatically pressurized.
The green reservoir is located in the main landing gear bay, the yellow reservoir
in the yellow hydraulic compartment and the blue reservoir above the blue ground
service panel.
All the reservoirs are filled from the green ground service panel.
Fire Shut-Off Valves

On the green and yellow systems, a fire shut-off valve is positioned upstream of
the engine driven pump to isolate the system.
They are operated by their respective engine fire pushbutton switches to isolate
the engine driven pump in case of engine fire.
Engine Driven Pumps

The green and yellow systems are each pressurized by a pump driven respectively by engine 1 and engine 2.
Engine Driven Pumps (EDPs) are located on the accessory gearbox of each engine. They are of the variable displacement type.
Jun04/THTA

Level 3 B1 B2
29-00-2
Training Manual
A320 Family
Hydraulic Power
29-00 General
Figure 1: Hydraulic Power System
Yaw Damper 1
Rudder
Flaps & WTB
Slats L & R WTB
Stabilizer
L Elevator
L & R Spoiler 1
L & R Aileron
L & R Spoiler 5
NW Steering
Emer Generator
Landing Gear
Slats
Flaps
Slats & Flaps

Priority
P
Valve
Priority
P
Valve
Rudder
Flaps L & R WTB
Slats L & R WTB
L & R Elevator
L & R Spoiler 3
L & R Aileron
Leak Measurement
Valve
Leak Measurement
Valve
Yaw Damper 2
Rudder
Flaps L WTB
Stabilizer
R Elevator
L & R Spoiler 2
L & R Spoiler 4
Leak Measurement
Valve
Normal Brake
Alternate Brake
Reverser Eng. 1
Reverser Eng. 2
MP
MP
System
Accu
Cargo Doors
Eng. 2
Pump
M
RAT
Elec
Pump
Eng. 2
Fire M
Valve
Green Reservoir
Jun04/THTA
System
Accu
Power
Transfer
Unit
Eng. 1
Pump
Eng. 1
Fire Valve
System
Accu
Priority
P
Valve
Blue Reservoir

Hand
Pump
Yellow Reservoir
Level 3 B1 B2
29-00-3
Training Manual
A320 Family
Hydraulic Power
29-00 General
Hydraulic System Users

A Ram Air Turbine extends automatically in the event of both engine and APU
generator failures and allows the blue hydraulic system to be pressurized.
RAT delivered pressure is 2500 psi (172 bars).
Automatic deployment is inhibited on ground.
Manual operation from the cockpit is always possible.
The Ram Air turbine is located in the blue hydraulic compartment.
Green, Blue, Yellow Users

The three independent hydraulic systems respectively supply the users indicated
on the diagram.
Between these systems, the users are shared in order to ensure the aircraft control, even if only one hydraulic system is inoperative.
On the blue hydraulic system, the Constant Speed Motor/ Generator (CSM/ G) is
used to provide aircraft electrical power in case of emergency.
RAT stowage is possible on ground only.
Line Routing
Accumulators
An accumulator, in each circuit helps to maintain a constant pressure during normal operation by covering transient demands.
The three systems are hydraulically independent. There are no hydraulic pipes in
the passenger cabin or flight compartment.

A bidirectional Power Transfer Unit enables the green system to be powered by
the yellow system or vice versa, without fluid transfer.
The PTU is automatically activated when the differential pressure between the
green and yellow system is higher than 500 psi (34 bars). When the engines are
shut down, the PTU allows the green system to be pressurized using the yellow
electric pump. The PTU is inhibited during the first engine start and is automatically tested at second engine start.
Priority Valves
In the event of low hydraulic pressure, the priority valves maintain the operation of
essential systems by cutting off hydraulic power to heavy load users.
Jun04/THTA

Level 3 B1 B2
29-00-4
Training Manual
A320 Family
Hydraulic Power
29-00 General
Figure 2: Line Routing of Center Part
Jun04/THTA

Level 3 B1 B2
29-00-5
Training Manual
A320 Family
Figure 3: Line Routing of Forward Part
Jun04/THTA
Hydraulic Power
29-00 General
Figure 4: Line Routing of Aft Part

Level 3 B1 B2
29-00-6
Training Manual
A320 Family
Hydraulic Power
29-00 General
Figure 5: Location of Hydraulic Components
Jun04/THTA

Level 3 B1 B2
29-00-7
Training Manual
A320 Family
Hydraulic Power
29-00 General
Figure 6: Location of Hydraulic Components
Jun04/THTA

Level 3 B1 B2
29-00-8
Training Manual
A320 Family
Hydraulic Power
29-00 General
Figure 7: Pipeline and Component Identification
Jun04/THTA

Level 3 B1 B2
29-00-9
Training Manual
A320 Family
Hydraulic Power
29-00 General
Connections
The manifolds have bobbin type connections for some components. The bobbins
are equipped with a square seal on the component side and an o-ring on the manifold side.
Figure 8: Bobbin Type Connection
Jun04/THTA

Level 3 B1 B2
29-00-10
Training Manual
A320 Family
Hydraulic Power
Jun04/THTA

Level 3 B1 B2
29-10-1
Training Manual
A320 Family
Hydraulic Power
System Controls
Blue Pump Override
Engine 1 Pump
For maintenance purposes, the blue hydraulic circuit can be pressurized by pressing the BLUE PUMP OVRD pushbutton on the maintenance overhead panel.
ENG 1 PUMP pushbutton controls the engine 1 hydraulic pump.

In normal conditions the engine driven pump 1 pressurizes the green system.
When the pushbutton is set to OFF, the pump operates in the depressurized
mode.
On ground, the electric pump operates, provided the BLUE PUMP OVRD pushbutton has been pressed in and the ELEC PUMP pushbutton is set to AUTO.
Leak Measurement Valves

A leak measurement valve is positioned in each circuit upstream of the primary
flight controls.

The RAT MAN ON guarded pushbutton permits Ram Air Turbine deployment at
any time.
RAT deployment is automatic in case of failure of main generators (engines and
APU) in flight.
Used for the leakage measurement of each circuit, they are closed, on ground only, by selecting OFF the leak measurement valve pushbutton switches on the
maintenance overhead panel.
Blue Electric Pump

The blue ELEC PUMP pushbutton controls the blue electric pump.
With the BLUE ELEC PUMP pushbutton set to AUTO, the electric pump operates
from the moment the first engine is started until the last engine is shutdown.
When the pushbutton is set to OFF, the pump is de- energized.

The PTU pushbutton controls the arming of the bidirectional Power Transfer Unit
automatic function.
Engine 2 Pump
ENG 2 PUMP pushbutton controls the engine 2 hydraulic pump.
In normal conditions the engine driven pump 2 pressurizes the yellow system.
When the pushbutton is set to OFF, the pump operates in the depressurized
mode.
Yellow Electric Pump

The yellow ELEC PUMP pushbutton controls the yellow electric pump.
Jun04/THTA

Level 3 B1 B2
29-10-2
Training Manual
A320 Family
Hydraulic Power
Figure 1: System Controls
Jun04/THTA

Level 3 B1 B2
29-10-3
Training Manual
A320 Family
Hydraulic Power
Figure 2: Hydraulic Control Panel
A
B
RAT MAN ON P/B

The RAT may be extended at any time by
depressing the RAT MAN ON P/B.
NOTE: The RAT is automatically extended in
case of loss of AC BUS 1
and 2 (refer to ELECTRICAL chapter).
BLUE ELEC PUMP P/B

Auto
- The electrical pump is energized provided

AC power available:
In flight.
On ground provided one engine is
running or the BLUE PUMP OVRD P/B
on the maintenance panel has been
pressed.
OFF
- The pump is de-energized.
ENG 1 (2) PUMP P/B
BLUE PUMP OVRD P/B (springloaded)

ON
- The blue electrical pump is energized

provided the ELEC PUMP P/B on the HYD
panel is in AUTO position.
Jun04/THTA
On
- The pump pressurizes the system when

the engine is running.
OFF
- The pump is depressurized.

generation stops.
Power
FAULT - Illuminates amber associated with ECAM

in the event of:
Reservoir low level.
Reservoir overheat.
Reservoir low air press.
Pump low press (inhibited on ground
when engine stopped).
Extinguishes when OFF is selected except
during an overheat (in this case, the light
remains on as long as overheat is present).

FAULT - Illuminates amber accompanied by ECAM

activation in the event of:
Reservoir low level.
Reservoir overheat.
Reservoir low air press.
Pump low press (inhibited on ground
when engines are stopped).
Pump overheat.
Extinguishes when OFF is selected except
during an overheat (in this case, the light
remains on as long as overheat is present).
Level 3 B1 B2
29-10-4
Training Manual
A320 Family
Hydraulic Power
Figure 3: Hydraulic Control Panel
Jun04/THTA

Level 3 B1 B2
29-10-5
Training Manual
A320 Family
Jun04/THTA

Hydraulic Power
Level 3 B1 B2
29-10-6
Training Manual
A320 Family
Hydraulic Power
Jun04/THTA

Level 3 B1 B2
29-11-1
Training Manual
A320 Family
Hydraulic Power
Green Hydraulic System
Ground Couplings
Most of the system components are installed in the main landing gear compartment.
The ground service panel consists of two connectors used to pressurize the green
hydraulic system from a ground cart, a selector valve, two connectors and a hand
pump used for hydraulic reservoir refilling.
Reservoir
The reservoir is equipped with a direct reading gauge, a quantity indicator and a
low level switch for ECAM indicating and warning.
Normal fill level: 14 l. (3.7 US gal)
Maximum gaugeable level: 18 l. (4.76 US gal)
Low level warning: 3.0 0.4 l. (0.79 0.1 US gal)
Reservoir Pressurization
The reservoir is normally pressurized with air to prevent cavitation of the pumps.
The reservoir is pressurized to 50 psi (3.43 bar) and is sealed to hold the pressure
when there is no air supply.
The threshold of the low pressure switch is 22 psi (1.52bar).
Fire Valve
The green system fire valve installed in the left hand wing, inboard of the pylon, is
controlled by ENG 1 FIRE pushbutton.
When the valve closes it stops the supply of fluid to the Engine Driven Pump.
Engine Driven Pump

The Engine Driven Pump is attached to the accessory gearbox. A solenoid valve
controlled by the ENG 1 PUMP pushbutton selects the pressurized or depressurized mode.
The Engine Driven Pump cooling and lubricating flow passes through the case
drain filter installed in the return circuit.
Pump outlet pressure is 3000 psi (206 bar) at zero flow.
The Engine Driven Pump includes a blocking valve which isolates the pump from
the hydraulic system when the pump operates in the depressurized mode.
Case drain filter clogging indication: 87 8.7 psi (6 0.6 bar).
Jun04/THTA

Level 3 B1 B2
29-11-2
Training Manual
A320 Family
Hydraulic Power
Figure 1: Green Hydraulic System
Jun04/THTA

Level 3 B1 B2
29-11-3
Training Manual
A320 Family
Hydraulic Power
Pressure Switch
It also makes a supply of fluid available in case of any demand.
The pressure switch monitors the Engine Driven Pump outlet pressure for ECAM
indications.
The accumulator is precharged with nitrogen to 1885 psi (130 bar) at 20C. It holds
0.18 liter (0.047 US gal) of usable fluid when it is full.
The threshold of pressure switch is 1740 psi (120 bar).
Sampling Valve
A check valve downstream of the pump stops the fluid flow to the pump if the
system is pressurized by the Power Transfer Unit (PTU).
A sampling valve is provided on the HP manifold.
Pressure Relief Valve

The Power Transfer Unit will run automatically when the differential pressure between the green and yellow circuits is greater than 500 psi (34. 5 bar).
The PTU is inhibited during the first engine start and cargo door operation.
The system relief valve connects the high pressure circuit to the return circuit in
case of overpressure.
The relief valve opens at 3436 psi (237 bar) and closes at 3190 psi (220 bar).
High Pressure Manifold

Pressure Switches
The signals from both pressure switches are sent to the Flight Control Computers,
to the Braking Steering Control Unit, to the ECAM and to the Flight Augmentation
Computer.
The threshold of the pressure switches is 1450 psi (99.5 bar).
Pressure Transducer
The pressure transducer provides data for pressure indication on the ECAM and
sends information to ELAC 1 and 2.
Leak Measurement Valve

The leak Measurement valve isolates the flight controls when the guarded LEAK
MEASUREMENT VALVES pushbutton on the maintenance panel is set to OFF.
HP Filter
The high pressure filter is equipped with a clogging indicator.
The clogging indicator operates when the differential pressure is higher than 87
8.7 psi (6 0.6 bar).
Accumulator
The accumulator acts as a damper for small changes.
Jun04/THTA

Level 3 B1 B2
29-11-4
Training Manual
A320 Family
Hydraulic Power
Jun04/THTA

Level 3 B1 B2
29-11-5
Training Manual
A320 Family
Hydraulic Power
Leak Measurement Manifold

The leak measurement valve block supplies the flight controls of the right hand
wing, left hand wing and tail section via three outputs.
Operating a spool valve allows the associated section to be supplied for leak
measurement test.
Power Transfer Manifold

Normal Braking Selector Valve
The normal braking selector valve cuts- off the hydraulic supply to the normal
brakes.
Solenoid Valve
The solenoid valve installed in the Power Transfer Unit supply line stops the Power Transfer Unit operation.
Priority Valve
The priority valve makes sure that all available hydraulic pressure is sent to the
primary flight controls if pressure in the system is reduced.
Return Manifold
The return manifold comprises:
one return filter equipped with a clogging indicator.
one temperature transmitter which consists of one temperature switch and two
temperature transducers.
The bypass operates when the differential pressure across the filter is more than
29 2.35 psi (2 0.16 bar).
Temperature switch and temperature transducers send data to the ECAM for
warnings.
Jun04/THTA

Level 3 B1 B2
29-11-6
Training Manual
A320 Family
Hydraulic Power
Jun04/THTA

Level 3 B1 B2
29-11-7
Training Manual
A320 Family
Hydraulic Power
Green Hydraulic System Components

Leakage Measurement Manifold
The ground leakage measurement manifolds of the three hydraulic systems are
identical. The 2-way spool valves are manually opened for ground maintenance
tasks only. (leak measurement test)
Figure 4: Leakage Measurement Manifold
Hydraulic Fluid Outlet

A
Z147
E
D
C
A
Manual Operated
Spool Valves
Jun04/THTA
Hydraulic
Fluid Inlet

Level 3 B1 B2
29-11-8
Training Manual
A320 Family
Hydraulic Power
Filter
The HP manifold has ports which connect it to the other parts:

A system pressure inlet from pumps and ground supply.
Two outlets to the Leak Measurement System Manifold.
One outlet and one inlet to the PTU manifold.
One connection to the accumulator/ cargo doors selector valve/ brake manifold.
The filter element is of the replaceable type. It cannot be cleaned.

The filter also includes a clogging indicator which has to be reset manually after
replacement of the filter element.
An anti- spill device is also included in the filter in order to prevent any hydraulic
fluid flow when the filter element and the bowl are removed.
The HP filter has a filtration rating of 15 microns.
Figure 5: HP Manifold Components
Leak Solenoid
Valve
A
Pressure
Switches
C
Z147
Pressure
Transducer
Pressure Relief
Valve
C
Manifold
HP Manifold
HP Filter
Fluid Sampling
Valve
End Cap Removed

and used as Tool
to open Valve
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A320 Family
Pressure Transducer
Hydraulic Power
Figure 6: HP Manifold Components
The pressure transducer measures the system pressure and sends signals to the
SDAC for ECAM display and to ELAC 1/ 2 for Flight Control System.
Fluid Sampling Valve

The sampling valve makes it possible to take samples of fluid for analysis with the
system at full pressure.
The end cap provided with a slot is used as a tool to open the valve.
Kevlar
Reinforcement
The pressure relief valve protects the system from overpressure. It opens at 237
bar (3436 psi) and closes at 220 bar (3190 psi).
T147
Leakage Solenoid Valve

The leakage solenoid valve controls the fluid flow to the leakage measurement
system manifold. It is normally open. During ground operation of the system, the
valve is closed to connect the HP outlet port to the return circuit and thus shuts the
HP inlet port.
Pressure Switches
The two pressure switches monitor the system pressure, and send a signal at both
low and high pressure.
The pressure switch 1151GN sends information to the FWC, the flight control system and the auto flight system.
Steel Casing
Rubber
Bladder
Gas Space
Fluid Space
Oil Valve
The pressure switch 10CE- 2 sends information to the flight control system only.
Accumulator
The accumulator is of the cylindrical type with an internal bladder. The metal body
has an outer layer of kevlar to make it stronger. The accumulator is precharged
with nitrogen to 130bar (1885psi) at 20C.
Fluid Connection
It holds 1liter (0,26 US gal) of usable fluid when it is full. The bladder is made of
rubber and isolates the nitrogen gas from the hydraulic fluid. A nitrogen charging
valve (shrader type) and a direct reading pressure gage are installed on the accumulator.
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Hydraulic Power
Engine Driven Pump 1
EDP 1 Case Drain Filter
The Engine Driven Pump (EDP), which is of the variable displacement type, is attached to the accessory gearbox on the bottom of the engine via keyhole slots and
The filter is equipped with a pop- out clogging indicator. It operates when the differential pressure across the filter is 87 8.7 psi (6 0.6 bar). There is no bypass
device if the filter element is clogged.
installation bolts. The suction line has a quick disconnect self- sealing coupling to
facilitate pump removal/ installation.
The filtration rating is 15 microns.
Figure 7: Engine Driven Pump/Case Drain Filter
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Hydraulic Power
EDP 1 Pressure Switch
Green Hydraulic Reservoir
The switch monitors the output pressure of the engine driven pump. It sends a low
pressure signal at 1740 72.5 psi (120 5 bar pressure decreasing) and stops
the signal when the pressure reaches 2200 psi (152 bar pressure increasing).
Reservoir
Engine Fire Valve

The fire valve, which is of the ball valve type is installed in the LH wing between
the rear spar and the false rear spar inboard of the pylon. The electric motor is a
28 VDC type motor. An indicator, visible through a window provided in the valve
housing, shows the valve position (open or shut).
The reservoir is made of two moulded light alloy sections welded together. The top
of the reservoir has a manifold for the components of the air pressurization system. The reservoir is divided into two parts. The lower part is always full. A transfer
tube enables hydraulic fluid exchange with the upper part which constitutes the fluid reserve.
Figure 9: Green Hydraulic Reservoir Location
Figure 8: Engine Fire Valve
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Figure 10: Reservoir
Hydraulic Power
Drain Valve
A hollow type drain valve is installed at the bottom of the reservoir. The valve is
opened by turning (counterclockwise) and pushing the bushing/valve pin assembly. Then the bushing is rotated clockwise to lock the valve in the open position.
Low Level Switch

The low level switch is a float operated switch which includes a relay and a magnet
which keeps the contacts open when the float is high. A metal shroud around the
float operates as a damper for small changes in the fluid level.
Figure 11: Low Level Switch
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Figure 12: Reservoir Components
Air Pressure Gage

The reservoir pressure gage displays the air pressure in a range of 0-75 psi (0- 5
bar).
It includes an arm fitted with a float which drives a gear train on a magnetic coupling. The synchro transmitter shaft supports a pointer to permit direct reading of
the fluid level.
Air Pressure Switch

The air pressure switch closes when the pressure decreases to 22 1.5 psi (1.5
0.1 bar). The contacts open when the pressure increases to 25 psi (1.7 bar).
Air Relief Valve

The air relief valve relieves pressure to the atmosphere in the event of a system
overpressurization (77 psi/ 5.3 bar).
Level Transmitter
The level transmitter permits:
Direct reading of the hydraulic fluid level.
Transmission of the level indication to the cockpit.
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Hydraulic Power
Return Manifold
Temperature Transmitter
The LP return manifold is the connection point for return lines from different parts
of the LP system.
The temperature transmitter connected to the SDAC comprises:

a temperature switch which operates at 95 2.2C (203 4F).
two temperature transmitters which measure fluid temperature between -55C
(+ 131F) and 120C (248F).
The LP filter and a temperature transmitter are directly connected to the manifold.
LP Return Filter
The LP RETURN filter has a filtration rating of 3 microns. The bypass device allows fluid to go from the inlet to the outlet without filtration.
Figure 13: Return Manifold
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Ground Service Panel
Hydraulic Power
Figure 14: Ground Service Panel
Ground Test Connectors

The delivery ground connector (1008GM) and suction ground connector
(1006GM) are of the self- sealing type.
Reservoir Depressurization Valve

The reservoir depressurization valve is a manually operated 2- way valve. It is normally closed by spring force. It opens by turning the cap assembly or by connecting the ground depressurization coupling.
Reservoir Quantity Indicator

The indicator has three coloured scales, one for each reservoir. Three lights: two
Light Emitting Diodes (LEDs) for green and yellow, and filament lamp for blue, indicate which system the indicator is set to.
Reservoir Filling Selector

The reservoir filling selector valve assembly has two main parts:
the hydraulic selector unit which controls the flow of fluid to the reservoirs.
the electrical switch unit which controls the electrical supply to the quantity indicator.
Filling Filter
The mechanical clogging indicator of the HP filling filter has a thermal lock which
inhibits its operation when the fluid temperature decreases to 0C (32F).
The thermal lock releases when the fluid temperature increases to 30C (86F).
Filling Hand Pump

The Hand Pump is a two stroke type pump and supplies 40 ml per stroke at a low
pressure or 10 ml per stroke at a high pressure. It is interchangeable with that of
the yellow system.
The hand pump includes a manually operated filling valve which is also used as a
flexible hose connector.
Reservoir Filling Connector

The reservoir filling connector is half of a self- sealing quick- disconnect coupling.
The filling valve also incorporates a filter and a check valve.
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Hydraulic Power
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29-11-18
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A320 Family
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Hydraulic Power
Level 3 B1 B2
29-11-19
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A320 Family
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Hydraulic Power
Level 3 B1 B2
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A320 Family
Hydraulic Power
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Hydraulic Power
Most of the system components are installed in the blue hydraulic compartment
located in the left hand belly fairing, forward of the main landing gear compartment.
Reservoir
low level switch for ECAM indicating and warning.
Normal fill level: 6l (1.58 US gal)
Maximum gaugeable level: 8l (2.11 US gal)
Low level warning: between 2.0 and 2.3l (0.52 and 0.6 US gal).
The reservoir is normally pressurized with air to prevent pump cavitation.
The threshold of the air pressure switch is 22 psi (1.52 bar).
Electric Pump
With the ELEC PUMP pushbutton set to AUTO, the blue electric pump will run, if
one engine is running, or BLUE PUMP OVRD pushbutton is set to ON, or Nose
Landing Gear is not compressed and AC power is available from APU. With the
last condition, at touch down a time delay relay maintains the pump operation for
two minutes after nose landing gear compression.
The pump outlet pressure is 3000 psi (206 bar) at zero flow.
A temperature switch sends a signal to the ECAM if the pump body temperature
exceeds 165C.
The electric pump cooling and lubricating flow passes through the case drain filter
installed in the return circuit.
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A320 Family
Hydraulic Power
Figure 1: Blue Hydraulic System
Pulsation
Damper
TEMP. TRANSMITTER
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Blue Hydraulic System
Priority Valve
Ram Air Turbine
The Ram Air Turbine is deployed automatically in flight if the electrical power is
lost, or manually by using either of the guarded pushbuttons.
Pressure Switch
The pressure relief valve connects the high pressure circuit to the return circuit in
case of over pressure.
The pressure switch monitors the electric pump pressure for ECAM indications.
The threshold of the pressure switch is 1450 psi (99.5 bar).
Sampling Valve
A check valve stops the flow of fluid to the electric pump if the system is pressurized by the Ram Air Turbine (RAT).
A sampling valve is provided on the HP Manifold.

Pressure Switches
The signals from both pressure switches are sent to the ECAM system and to the
Flight Control Computers.
Pressure Transducer

The leak measurement valve isolates the flight controls when the guarded LEAK
HP Filter
The high pressure filter is equipped with a clogging indicator.
8.7 psi (6 0.6 bar).
Accumulator
The accumulator acts as a damper for small changes. It also makes a supply of
fluid available in case of any demand. The accumulator is precharged with nitrogen to 1885 psi (130 bar) at 20C. It holds 0.18l (0 047 USgal) of useable fluid
when it is full.
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Pulsation
Damper
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Blue Hydraulic System

wing, left hand wing and tail section via three outputs.
Operating a spool valve allows the associated section of the flight controls to be
supplied for leak measurement test.
Return Manifold
one return filter equipped with a clogging indicator.
one temperature transmitter which consists of one temperature switch and two
temperature transducers.
29 2.35 psi (2 0.16 bar).
Temperature switch and probes send data to the ECAM for indication and warnings.
Ground Couplings
On ground it is possible to pressurize the blue hydraulic system from a ground
power unit.
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Pulsation
Damper
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Hydraulic Power
Figure 4: Blue Electric Hydraulic Pump Control
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Blue Hydraulic System Components
identical.
The 2- way spool valves are manually opened for ground maintenance tasks only.
The supply of all the consumers other than the slat motor and the CSM/ G goes
through the leakage measurement manifold.
Figure 5: Leakage Measurement Manifold
FR41
FR42
Hydraulic Fluid
Outles
Z195
Manual Operated
Spool
Valves
Hydraulic
Fluid Inlet
Airmanifold
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The supply of most of the consumers goes through the HP manifold.
The HP manifold is installed in the blue hydraulic compartment.
Figure 6: HP Manifold
MANIFOLD
FLUID SAMPLING VALVE
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HIGH PRESSURE MANIFOLD
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A320 Family
Priority Valve
The priority valve ensures sure that all available hydraulic pressure is sent to the
primary flight controls if the pressure in the system is reduced.
Hydraulic Power


The leakage solenoid valve controls the flow of the fluid to the leakage measurement system manifold. It is normally open.
During ground operation of the system, the solenoid valve can be operated from
the maintenance panel 50VU in the flight compartment, to isolate the primary flight
users. In this case, the valve is closed to connect the HP outlet port to the return
port and shut the HP inlet port.

The pressure relief valve protects the system from overpressure.
It opens at 3436 psi (237 bar) and closes at 3190 psi (220 bar).
Pressure Switches
Two pressure switches send a low pressure signal at 1450 72.5 psi (95 5 bar)
(pressure decreasing) and send a high pressure signal at 1750 psi (120 bar) (pressure increasing). The pressure switch 2151GN sends information to the FWC and
the Flight Control System. The pressure switch 10CE- 1 sends information to the
Flight Control System only.
Pressure Transducer
ELAC 1/ 2 for Flight Control System and to the SDAC for ECAM display. The transducer is a sealed unit.
HP Filter
The filter element is of the replaceable type. It cannot be cleaned. The filter also
includes a clogging indicator which has to be reset manually after replacement of
the filter element.
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A320 Family
Accumulator
Hydraulic Power
Figure 7: HP Manifold
The accumulator is of the cylindrical type with an internal bladder.

The metal body has an outer layer of kevlar to make it stronger.
The accumulator is precharged with nitrogen to 1885 psi (130 bar) at 20C.
The bladder is made of rubber and isolates the nitrogen gas from the hydraulic fluid. It holds 1 liter (0,26 US gal) of usable fluid when it is full.
Blue Electric Pump

The electric pump of the blue hydraulic system is installed in the blue hydraulic
compartment. It is interchangeable with the yellow electric pump.
BLUE ELECTRIC
PUMP
Low Pressure Switch

PULSATION
DAMPER
The pressure switch is installed downstream of the electric pump to monitor the
output pressure. It sends a signal to the ECAM and a local warning to display the
blue pump low pressure warning.
Case Drain Filter

The case drain filter is equipped with a pop- out clogging indicator. It operates
when the differential pressure across the filter is 87 8.7psi (6 0.6 bar).
ACCUMULATOR
There is no by-pass device if the filter element is clogged. The filtration rating is
15 microns.
Pulsation Damper
The pulsation damper, which is a metal sphere, is installed in the pump outlet line
to remove pulses from the HP flow.
CASE DRAIN
FILTER
LOW PRESSURE
SWITCH
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Figure 8: Blue Electric Pump
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Blue Electric Pump Protection
Hydraulic Power
Figure 10: Phase Unbalance Detector
A current transformer and a phase unbalance detector provide protection if there

is a fault in the electric pump motor or in the supply. The current transformer compares the flow of current in each phase of the AC motor supply.
If a difference is detected, the current transformer sends a signal to the phase unbalance detector which stops the pump motor.
A test pushbutton is provided on the phase unbalance detector to simulate current
transformer operation.
An indicator light comes on to show that both units have operated correctly.
Figure 9: Current Transformator
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Figure 11: RAM Air Turbine
The purpose of the rat is to pressurizethe blue hydraulic system in case of hydraulic system pressure loss.
Beside the normal hydraulic pressure userssupply. The pressure is also able to
operate an emergency generator (CSM/G).
The RAT is installed in the LH belly fairing. It is extended into the airflow by an actuator. RAT retraction is only possible when the aircraft is on ground.
The RAT is a constant speed unit.
The RAT is extended and locked in position by means of a RAT actuator.
Manufacturer:
RAT for A319/ A321 is Sunstrand USA

RAT for A320 is Dowty England
RAT Actuator
The RAT actuator is installed between the aircraft structure and the RAT leg assembly. It is used for RAT extension and retraction. It is extended by spring force
and retracted by hydraulic power. The jack is mechanically locked in both the extended and retracted positions. RAT extension is controlled by two solenoids located at the top of the actuator. A ground retraction module controls the retraction
of the actuator.
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A320 Family
Blue Hydraulic Reservoir
Hydraulic Power
Figure 12: Blue Hydraulic Reservoir
The inside of the reservoir includes baffles which give a supply of fluid under negative "g" conditions.
The baffles also form an anti-emulsion device which limits the emulsion when
there is a large return flow.
Air Pressure Gage

The reservoir pressure gage displays the air pressure in a range of 0-75 psi (05.15 bar).
Air Pressure Switch

The air pressure switch closes when the pressure decreases to 22 psi (1.5 bar).
The contact opens when the pressure increases to 25 psi (1.7 bar).
Air Relief Valve

overpressurization (77 psi - 5.3 bar).
Low Level Switch

float operates as a damper.
Level Transmitter
It gives a visual indication and sends a signal to the SDAC and to the reservoir
quantity indicator on the green ground service panel for fluid content indication.
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Return Manifold
Hydraulic Power
Figure 13: Return Manifold, Return Filter and Temp. Transmitter
Filter
The LP return filter has a filtration rating of 3 microns.
The bypass device allows fluid to go from the inlet to the outlet without filtration.
a temperature switch which operates at 95 2C (203 4F)
two temperature transmitters which measure fluid temperature between - 55C
(+ 131F) and 120C (248F).
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Ground Service Panel
Reservoir Drain Valve
A hollow type drain valve is installed on the service panel. The valve is opened by
turning (counterclockwise) and pushing the bushing/ valve pin assembly. Then,
the bushing is rotated clockwise to lock the valve in the open position.
The reservoir depressurization valve is a manually operated 2- way valve. It is

closed by spring force.
It opens by turning the cap assembly or by connecting the ground depressurization coupling.
Ground Connectors
The delivery ground connector (2008 GM) and suction ground connector (2006
GM) are of the self- sealing type.
Figure 14: Hydraulic Service Panel
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A320 Family
RAT Ground Control Panel
Hydraulic Power
Figure 15: RAT Control Panel
The RAT ground control panel comprises the controls to stow the RAT. The
GROUND CHECK connector is the connector for the RAT ground test equipment.
The guarded ARM switch supplies electrical power to the STOW/ RESET selector
switch.
Indication lights are checked by using the LAMP test pushbutton. The indication
lights come on during the RAT retraction.
The RAT control panel is protected by means of a cover provided with a window
so that the indication lights can be seen with the cover in the closed position.
The RAT control panels A319/321 to A320 are different. (see 29-22)
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A320 Family
Hydraulic Power
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A320 Family
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Hydraulic Power
Level 3 B1 B2
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Hydraulic Power
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Hydraulic Reservoir Pressurizing System
Filter
General
A filter fitted with a clogging indicator is installed in the reservoir pressurization unit
to filter the air from the different supply sources.
An air pressure system is provided to pressurize each hydraulic reservoir in order

to ensure adequate fluid supply to the pumps.
Water Separator
Each reservoir is pressurized by air at 50 psi (3.5 bar). The system also remains
airtight in the event of pressurization system failure or after engine shutdown.
A water separator is installed on the reservoir pressurization unit. It makes sure

that the air delivered to the reservoirs is clear of any fluid.
Sources
There are two drain valves which prevent freezing of the water in the RPU. One is
an automatic drain valve which is opened after each engine or APU shutdown, the
other one is a manual self- sealing drain valve.
The pressure sources are engine 1, via a restrictor or both engines and the APU,
via the pneumatic manifold. The pressure sources are:
the engine 1 HP compressor (usual operation).
the pneumatic system in case of loss of engine1.
the ground supply.
Restrictor
A restrictor limits the airflow and reduces the temperature of the high pressure air
to a satisfactory level.
Reservoir Check Valves

Downstream of the reservoir pressurization unit, the air supply is divided into three
flows to supply the reservoirs through their related check valve. The green and yellow check valves are installed between the floor beams above the hydraulic bay
and the blue one is installed in the Aft cargo compartment.
Pressure Gage
The restrictor also prevents too much bleed air leakage in case of a leak downstream of the restrictor.
An air pressure gage is installed on each hydraulic reservoir to indicate the actual
pressure. LOW AIR PRESS warning is generated by the pressure switch if the
pressure is less than 22 psi / (37 psia / 1.52 bar).
Reservoir Pressurization Unit
The reservoir pressurization unit (RPU) controls the pressure of the air supplied to
the reservoirs.
A pressure relief valve, installed on each reservoir, relieves pressure to the atmosphere in the event of a system overpressure.
Pressure Reducing Valve
The threshold of the pressure relief valve is 77 psi (5.3 bar).
A pressure reducing valve is fitted to the reservoir pressurization unit.
Manual Depressurization Valve
In normal operation, the delivery pressure of engine 1 has priority over the pressure supply from the pneumatic manifold.
Pressure reducing valve outlet pressure: 50 psi (3.5 bar).
A manual depressurization valve is fitted on each ground service panel to depressurize each reservoir.
Two check valves prevent any reverse flow.
WARNING: When using the manual depressurization valve put on eye protection
and keep away from the outlet of the valve.
Ground Connector
The air can be hot and contain particles of dust and/ or hydraulic fluid.
Pressurized air from a ground supply cart goes directly to the reservoir pressurization unit through a ground connector.
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Hydraulic Power
Figure 1: Reservoir Pressurizing System
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Figure 2: Hydraulic Reservoir Pressurizing System
FILTER WITH
CLOGGING INDICATOR
AUTOMATIC DRAIN
VALVE
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MANUAL DRAIN
VALVE

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Hydraulic Power
Figure 3: Hydraulic Reservoir Filling
Z151
CLOGGING INDICATOR
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Hydraulic Reservoir Filling
Hydraulic Power
Figure 4: Reservoir Filling Filter
Coupling Socket
The coupling socket is used to fill the reservoir from a pressurized ground hydraulic supply.
The coupling socket includes a check valve.
Restrictor
A restrictor located between the coupling socket and the reservoir filling selector
valve protects the system against over pressure.
Hand Pump
The hand pump is used to refill the reservoirs if no ground cart is available.
The hand pump lever is on the yellow ground service panel. A specific filling valve
including a filter and a check valve is installed on the hand pump.
The function of the handpump is equal to handpump in the yellow hydraulic system.
Filling Filter
The filter of the reservoir filling system is equipped with a clogging indicator.
No bypass possibility on this filter.
Reservoir Filling Selector Valve

The reservoir filling selector valve directs the hydraulic fluid from the supply source
to the reservoir of the selected system. Do not depressurize the hydraulic reservoir
to refill it.
In the NEUTRAL position, an internal thermal relief valve protects the selector
valve from thermal expansion of the fluid.
Reservoir Quantity Indicator

A reservoir quantity indicator allows refilling monitoring. It shows the contents of
the selected hydraulic reservoir which is indicated by one of the three colored
lights.
The direct reading gauges are used if no electrical power supply is available.
Check Valve
The hydraulic fluid is sent to the reservoirs via a check valve and the filter of the
low- pressure return circuit.
The check valves isolate the main hydraulic systems from the reservoir filling system when it is not in use.
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Figure 5: Green Filling Hand Pump
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Seal Drain System Presentation

General
The seal drain system collects hydraulic fluid from the seal drains of some hydraulic components.
The hydraulic fluid which may escape from some hydraulic components (leak or
abnormal condition such as hydraulic reservoir overfilling or internal overpressure)
is drained into collector tanks.
Forward System
The forward system consists of flexible hoses and rigid pipes connected to a collector tank.
The forward collector tank is attached between the frames 40 and 41 in the yellow
hydraulic compartment.
The components which are drained into the forward collector tank located in the
yellow hydraulic compartment are:
Blue electric pump
Yellow electric pump
Slats Power Control Unit (PCU)
Green hydraulic reservoir
Yellow hydraulic reservoir
AFT System
The aft system consists of flexible hoses and rigid pipes connected to a collector
tank.
The aft collector tank is attached to the right side of the keel beam in the main hydraulic compartment.
The components which are drained into the aft collector located in the main landing gear compartment are:
Flaps Power Control Unit (PCU)
Constant Speed Motor/Generator (CSM/G)
Blue hydraulic reservoir
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Figure 6: Forwards Seal Drain System
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Leakage Measurement System Presentation

The yellow system has been chosen as an example.
General
The return flow of a hydraulic system is equal to the users demand flow plus the
permanent internal leakage.
Even with users at neutral, there is a permanent flow. If the permanent flow
is too high the corresponding system operation will be affected.
The flight controls users are permanently supplied through Leak Measurement
Valves. These valves have to be closed during leak hydraulic system test.
Internal leakage (full system check) is measured for each group of users through
manually operated shut- off valves.
Hydraulic System Test

To test a complete hydraulic system, a hydraulic ground cart equipped with a flow
meter has to be used to pressurize the circuit.
Precautions
Before starting the test make sure that all servocontrols are in their neutral position
and that the spoilers are retracted. Do not forget to disconnect the isolation coupling of the PTU to prevent inadvertent pressurization of the green system by the
PTU.
The internal leakage flow rate is indicated by the flow meter.
If the flow rate is too high, a full system check has to be carried out to find out the
faulty group of hydraulic users (RH wing, LH wing, Tail section, Central section).
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Figure 7: Leakage Measurement System
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Full System Check

Once the hydraulic system is pressurized from the ground cart, make sure that the
ELACs, SECs and FAC2 are set to ON to supply the hydraulic users.
The Flight Controls surfaces must be kept in the neutral position.
The internal leakage check has to be done with the hydraulic fluid at its normal working temperature.
The full system check is carried out by checking successively the four sections of
the hydraulic system with the corresponding Leakage Measurement Valve in the
closed position.
The indicated flow must be compared to the theoretical one and if the flow is over
the limit the failed component belongs to this group of users.
Component Check
Each type of hydraulic component has a maximum permitted internal leakage limit.
The total leakage of the components within a section must be less than the
permitted maximum for that section. All together, the total leakages of the
sections must not be more than the leakage permitted for the complete system.
If the internal leakage is too high, the faulty component must be identified and replaced.
High leakage rate causes an increase of component temperature.
If a servocontrol is considered to be faulty, it must be disconnected and the corresponding hydraulic section rechecked.
If the internal leakage rate is now within the limits, the servocontrol is confirmed
as defective.
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Figure 8: Leakage Measurement System
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Figure 9: Leak Measurement Manifolds and Solenoid Valves
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Figure 10: Leak Measurement Valves Electrical Control
During cargo door ops

inhibition of:
- Primary flt contr
(LM valve)
- Sec flt contr
(SFCC input)
- PTU
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Most of the system components are installed in the yellow hydraulic compartment,
located in the right hand belly fairing, forward of the main landing gear compartment.
Hydraulic Power
Ground Couplings
On the ground it is possible to pressurize the yellow hydraulic system from a
ground power unit.
Reservoir
low level switch for ECAM indications and warnings.
Normal fill level: 12 l (3.17 US gal).
Maximum gaugeable level: 18 l (4.76 US gal).
Low level warning: 3 0.4 l (0.79 0.1 US gal).
The reservoir is normally pressurized with air to prevent cavitation of the pumps.
The threshold of the air pressure switch is 22 psi (1.52 bar).
Fire Valve
The yellow system fire valve installed in the right hand wing, inboard of the pylon,
is controlled by ENG2 FIRE pushbutton.
When the valve closes it stops the supply of fluid to the Engine Driven Pump.
Engine Driven Pump

The Engine Driven Pump is attached to the accessory gearbox. A solenoid valve
controlled by the ENG 2 PUMP pushbutton selects the pressurized or depressurized mode.
The Engine Driven Pump cooling and lubricating flow passes through a case drain
filter installed in the return line.
Pump outlet pressure is 3000 psi (206 bar) at zero flow.
The Engine Driven Pump includes a blocking valve which isolates the pump from
the hydraulic system when the pump operates in the depressurized mode.
Case drain filter clogging indication: P = 87 8.7 psi (6 0.6 bar).
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Figure 1: Yellow Hydraulic System
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Pressure Switch
A pressure switch monitors the Engine Driven Pump outlet pressure for ECAM indications.
The threshold of the pressure switch is 1740 psi (120 bar).
A check valve downstream of the pump stops the fluid flow to the pump if the
system is pressurized by the Power Transfer Unit (PTU) or by the yellow
electric pump.

The Power Transfer Unit will run automatically when the differential pressure between the green and yellow systems is greater than 500 psi (34.5 bar).
The PTU is inhibited during the first engine start and cargo door operation.
Electric Pump
The yellow electric pump runs if the ELEC PUMP pushbutton is set to ON, or if a
cargo door selector is operated.
The electric pump cooling and lubricating flow passes through the return filter.
In case of cargo door operation, the PTU is inhibited, the yellow leak measurement
valve is closed and a signal is sent to SFCC2 to prevent flaps movement.
A check valve downstream of the pump stops the fluid flow to the pump if the system is pressurized from the Engine Driven Pump or the PTU.
Hand Pump
The hand pump is installed on the ground service panel of the yellow system and
is used for manual cargo door operation only. On ground, when no electrical power is available, the hand pump can be used to open or close the cargo doors.
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Pressure Switches
The signals from both pressure switches are sent to the ECAM system, to the
Flight Control Computers and to the Flight Augmentation Computer 2.
Pressure Transducer

The leak measurement valve isolates the flight controls when the guarded LEAK
The solenoid valve is automatically closed if the yellow electric pump is energized
by using cargo door selectors. This is to prevent any movement of the flight controls.
HP Filter
The High Pressure filter is equipped with a clogging indicator.
8.7 psi (6 0.6 bar).
Accumulator
The accumulator acts as a damper for small changes.
It also makes a supply of fluid available in case of any demand.
The accumulator is precharged with nitrogen to 1885 psi (130 bar) at 20C. It holds
0.18l (0.047 USgal) of useable fluid when it is full.
Sampling Valve
A sampling valve is provided on the HP manifold.

The pressure relief valve connects the high pressure circuit to the return circuit in
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wing, left hand wing and tail section via three separate outputs.
Opening a spool valve allows the associated section of the flight controls to be
supplied for leak measurement test.
PTU Manifold
Quick Disconnect
The quick disconnect is used for maintenance operations to prevent Power Transfer Unit operation.
Priority Valve
Solenoid Valve
The solenoid valve, installed in the Power Transfer Unit supply line, stops the
Power Transfer Unit operation.
Return Manifold
a return filter equipped with a clogging indicator.
a temperature switch and two temperature transducers.
29 2.35 psi (2 0.16 bar).
Temperature switch and probes send data to the ECAM for indication and warnings.
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Yellow Hydraulic System Components

identical. The 2- way spool valves are manually opened for ground maintenance
tasks only.
Figure 5: Yellow Leakage Measurement Manifold
Hydraulic
Fluid Outlet
Z196
196BB
Manual Operated
Spool
Valves
Hydraulic
Fluid
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The HP manifold has ports which connect it to the other parts:
A system pressure inlet from pumps and ground supply.
Two outlets to the Leak Measurement System Manifold.
One outlet and one inlet to the PTU manifold.
One connection to the accumulator/cargo doors selector valve/brake manifold.
HP Filter
Hydraulic Power
The pressure switch 3151GN sends information to the FWC, the flight control system and the auto flight system.
The pressure switch 10CE- 3 sends information to the ACCUMULATOR
Accumulator
The accumulator is of the cylindrical type with an internal bladder. The metal body
has an outer layer of kevlar to make it stronger. The accumulator is precharged
with nitrogen to 130bar (1885psi) at 20C.
The filter also includes a clogging indicator which has to be reset manually after
replacement of the filter element.
It holds 1liter (0,26 US gal) of usable fluid when it is full. The bladder is made of
rubber and isolates the nitrogen gas from the hydraulic fluid. A nitrogen charging
valve (shrader type) and a direct reading pressure gage are installed on the accumulator.flight control system only.
Yellow Hydraulic System Electric Pump
The HP filter has a filtration rating of 15 microns.
The electric pump assembly includes an electrical motor (115 VAC - 400 Hz - 3
phases), a pump inlet impeller a piston type hydraulic pump and a blower.
The filter element is of the replaceable type. It cannot be cleaned.
Pressure Transducer
SDAC for ECAM display and to ELAC 1/ 2 for Flight Control System.
Yellow Hydraulic System Electric Pump

The electric pump assembly includes an electrical motor (115 VAC - 400 Hz - 3
phases), a pump inlet impeller a piston type hydraulic pump and a blower.

The pressure relief valve protects the system from overpressure. It opens at 237
bar (3436 psi) and closes at 220 bar (3190 psi).

The leakage solenoid valve controls the fluid flow to the leakage measurement
system manifold. It is normally open. During cargo doors operation the valve is
closed to avoid hydraulic pressure to the flight controls users.
Pressure Switches
The two pressure switches monitor the system pressure, and send a signal at both
low and high pressure.
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Figure 6: Yellow HP Manifold
A
D
C
Z196
196BB
Leak Solenoid
Valve
B
Pressure
Switches
Manifold
Pressure
Transducer
Pressure Relief
Valve
C
HP Manifold
HP Filter
Fluid Sampling
Valve
Accumulator
End Cap Removed

and used as Tool
to open Valve
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Yellow Hydraulic System Electric Pump Protection
A Current Transformer and a Phase Unbalance Detector give protection if there is
a fault in the electric pump motor or in the supply. The Current Transformer compares the flow of current in each phase of the AC motor supply. If a difference is
Hydraulic Power
detected the Current Transformer sends a signal to the phase unbalance detector
which stops the supply of electrical power to the electric pump. A test pushbutton
is provided on the Phase Unbalance Detector to simulate a malfunction. An indicator light comes on to show that both units have operated correctly.
Figure 7: Current Transformator-Phase Unbalance Detector
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Yellow Engine Driven Pump 2
Hydraulic Power
Figure 8: Yellow Engine Driven Pump
The Engine Driven Pump (EDP), which is of the variable displacement type, is attached to the accessory gearbox on the bottom of the engine via keyhole slots and
installation bolts. The suction line has a quick disconnect self-sealing coupling to
facilitate pump removal/ installation.
EDP 2 Case Drain Filter

The filter is equipped with a pop- out clogging indicator. It operates when the differential pressure across the filter is 87 8.7 psi (6 0.6 bar). There is no bypass
device if the filter element is clogged.
The filtration rating is 15 microns.
EDP 2 Pressure Switch

The switch monitors the output pressure of the engine driven pump. It sends a low
pressure signal at 1740 72.5 psi (120 5 bar pressure decreasing) and stops
the signal before the pressure reaches 2200 psi (152 bar pressure increasing).
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Engine Fire Valve
The fire valve, which is of the ball valve type is installed in the RH wing between
the rear spar and the false rear spar inboard of the pylon. The electric motor is a
Hydraulic Power
28 VDC type motor. An indicator, in the valve housing, shows the valve position
(open or shut).
Figure 9: EDP Fire Shut Off Valve
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Reservoir
The reservoir is made of two moulded light alloy sections welded together. The top
of the reservoir has a manifold for the components of the air pressurization sys-
Hydraulic Power
tem. The reservoir is divided into two parts. The lower part is always full. A transfer
tube enables hydraulic fluid exchange with the upper part which constitutes the fluid reserve.
Figure 10: Yellow Reservoir
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Drain Valve
Hydraulic Power
Figure 11:
A hollow type drain valve is installed at the bottom of the reservoir. The valve is
opened by turning (counterclockwise) and pushing the bushing/valve pin assembly. Then the bushing is rotated clockwise to lock the valve in the open position.
Low Level Switch

float operates as a damper for small changes in the fluid level.
Air Pressure Gage

The reservoir pressure gage displays the air pressure in a range of 0- 75 psi (0- 5
bar).
Air Pressure Switch

The air pressure switch closes when the pressure decreases to 22 1.5 psi (1.5
0.1 bar). The contacts open when the pressure increases to 25 psi (1.7 bar).
Air Relief Valve

overpressurization (77 psi/ 5.3 bar).
Level Transmitter
The level transmitter permits:
Direct reading of the hydraulic fluid level.
Transmission of the level indication to the cockpit.
It includes an arm fitted with a float which drives a gear train on a magnetic coupling. The synchro transmitter shaft supports a pointer to permit direct reading of
the fluid level.
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Return Manifold
The LP return manifold is the connection point for return lines from different parts
of the LP system.

a temperature switch which operates at 95 2.2C (203 4F).
two temperature transmitters which measure fluid temperature between -55C
(+ 131F) and 120C (248F).
The LP filter and a temperature transmitter are directly connected to the manifold.
LP Return Filter
The LP RETURN filter has a filtration rating of 3 microns. The bypass device allows fluid to go from the inlet to the outlet without filtration. ( P > 58 psi)
Figure 12: Return Filter
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Yellow PTU-Manifold
Components at the manifold:
Priority valve
Check Valves
PTU-solenoid valve
PTU-Solenoid Valve
It allows PTU operation in case of a hydraulic pressure malfunction.
Priority Valve
It stops the supply of fluid to non-essential consumers if the system pressure is too
low. (Close at 1885 psi)
Yellow Brake Manifold

The yellow brake manifold supplies the alternate or the parking brake system.
Components at the brake manifold:
Accumulator pressure transmitter
Pressure relief valve
Check valves
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Figure 13: PTU-Manifold
Man Depress.
valve
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Yellow Ground Service Panel

The reservoir depressurization valve is a manually operated 2- way valve. It is normally closed by spring force. It opens by turning the cap assembly or by connecting the ground depressurization coupling.
Cargo Door Selector Valve

Ground Connectors
The delivery ground connector (3008GM) and suction ground connector
(3006GM) are of the self- sealing type.
Cargo Door Hand Pump

The hand pump is a two stage type pump and supplies 10 ml per stroke at a high
pressure or 40 ml per stroke at a low pressure. (P < 290 psi = low pressure mode)
198CB
The same hand pump lever (3270GM) is used for yellow and green hand
pump operation.
Figure 14: Yellow Ground Service Panel
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Figure 15: Yellow Hand Pump
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electric pump supplies the Yellow main hydraulic system and, through the PTU,
also supplies the Green main hydraulic system.
General
The auxiliary hydraulic power systems are those which supply the aircraft when
the supply from the main pumps is not available. The auxiliary systems and their
related main systems are:
the Blue auxiliary system (Ram Air Turbine (RAT) (Ref. 29-22-00), which supplies the Blue hydraulic system,
the power transfer (Ref. 29-23-00), between the Green and the Yellow hydraulic systems,
the electric pump (Ref. 29-24-00), which supplies the Yellow hydraulic system.
On the ground, the electric pump starts automatically (when the aircraft has AC
power) if the cargo compartment doors are set to open or close. At the same time,
the PTU and the flight control circuits of the Yellow hydraulic system are isolated.
Thus, there is no danger of movement of the flight controls when the hydraulic system is pressurized.
There is also a hand pump (Ref. 52-36-00) which supplies the hydraulic power of
the cargo compartment doors only.
The power transfer system has a Power Transfer Unit (PTU) which transfers hydraulic power (in either direction) between the Green and Yellow hydraulic systems. The connection between the Green and Yellow sides of the PTU is
mechanical. Thus no hydraulic fluid can get from one system into the other. Operation of the power transfer system is automatic, with the PTU armed all of the time.
The PTU starts to operate when one of the two hydraulic systems has a pressure
approximately 500 psi (34.47 bar) less than the other system.
Operation of the PTU can be stopped (or the PTU can be disarmed) from the flight
compartment if required. The PTU can also be isolated hydraulically for maintenance to make it possible to pressurize only the Green or the Yellow hydraulic system.
The RAT supplies the Blue main hydraulic system with hydraulic power. Deployment of the RAT into the airflow is automatic when there is a total loss of AC power
(when the aircraft speed is greater than 100 kts). The flight or the maintenance
crew can deploy the RAT from the flight compartment. When the RAT deploys automatically (or by use of the ELEC OVRD switch), the constant speed motor/generator (CSM/G) also automatically operates. Thus, the aircraft is supplied with
electrical power and the Blue main system is pressurized. Once deployed, hydraulic power is necessary to retract the RAT. It is only possible to retract the RAT
when the aircraft is on the ground.
The electric pump of the Yellow auxiliary hydraulic system can also supply the Yellow main hydraulic system with hydraulic power. Operation of the pump is not automatic, the pump is switched on from the flight compartment. On the ground, the
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General
Hydraulic Power
The blue auxiliary hydraulic power system supplies hydraulic power from the ram
air turbine (RAT) to the blue main hydraulic power system.
The RAT is installed in the belly fairing on the left side. When necessary, an actuator extends the RAT into the airflow. The actuator extends the RAT into the airflow automatically when there is a total AC failure. (AC bus 1 and AC bus 2
deenergized) and aircraft in flight (>100kts)
It is possible to extend the RAT into the airflow at any point in the flight envelope
of the aircraft.
The maintenance crews can also extend the RAT manually from the flight compartment.
It is only possible to retract the RAT when the aircraft is on the ground.
and new
A320 A/C
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A320 Family
Hydraulic Power
RAM Air Turbine A319/A321

In an emergency, the blue auxiliary system supplies hydraulic power to the aircraft. Electrical power can also be supplied through the blue auxiliary System by
the constant speed motor generator (CSMG). The system supplies hydraulic power in less than 4.5 seconds from the time it gets the electrical command to extend
the RAT. The hydraulic power available from the RAT is sufficient to supply the
flight controls and the CSMG (for electrical power). The RAT is available and will
operate through the entire flight envelope. The RAT has a stall protection device
which prevents a RAT stall below the governed speed range. The stall protection
device limits the maximum power the pump tan take from the turbine. When the
stall protection device is in operation, the pump displacement is adjusted to get a
constant RAT speed not related to the aircraft Speed.
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Figure 2: RAM Air Turbine Extended
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Figure 3: Installation of the RAT Safety Device
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RAT De-Icing Device

The RAT has a de-icing device which is installed in the nose of the turbine hub.
The de-icing device produces heat which keeps the nose temperature to 3 deg.C
(37.40 deg.F) minimum. This temperature prevents icing conditions at the turbine
hub when the RAT is in operation.
The de-icing device does not use external power sources. The heat is produced
by the eddy current heating device. The heating device has two basic components, an electrically conductive aluminium plate and an even number of samarium cobalt magnets. The magnets are cicumferrentially mounted on a stationary
magnetic plate. When relative rotation take place, the flux field, when it passes
through the aluminium plate, produces a current. As aluminium has an electrical
resistance, power is generated which is than dissipated in the form of heat.
A special inspection tool can be used to check the proper position of the magnets.
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Figure 4: RAT-De-Icing Device
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Figure 5: RAT Extension Logicl
703PP
28VDC
HOT BUS
AC BUS 1
AC BUS 2
Aircraft Speed
> 100 Kts
Automatic
Deployment
CSM/G
AUTO
701PP
28VDC
HOT BUS
Hydr. Override
Deploy Signal to
Solenoids
EXTN
SOL 1
28VDC
BAT 2
Elec. Override
CSM/G
MAN
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RAT Description
The main components of the blue auxiliary systems are:
the RAT,
the leg assembly with its pivot,
the hydraulic pump,
the ejection jack,
the RAT control panel and
selector switches to extend the RAT from the flight compartment.
All the components are in the left belly fairing.
The RAT control panel (3GE) is part of the blue ground-service panel in the left
rear belly fairing. The control panel (3GE) has the controls witch operate the RAT
retraction.
A pushbutton switch is installed on the hydraulic control Panel 40VU in the Cockpit. This switch permits the pilot to manually select the deployment of the RAT.
When it is on stand-by, the RAT stays retracted in its stow compartment. In an
emergency, the RAT is deployed (automatically or manually) to supply hydraulic
power to the blue main hydraulic system.
The turbine is a constant-speed variable-pitch unit with two blades. The mechanical governor and the pitch-change mechanism are installed in the hub. The turbine is attached to the lower end of the leg assembly and operates the gearbox
which drives the hydraulic pump. The hydraulic pump has a stall protection which
makes sure that the power demand from the pump does not exceed the power
available from the turbine.
An index mechanism installed on the front of the leg assembly locks the turbine
hub assembly in the correct position. The turbine hub has markings which allows
easy alignment between the turbine hub and the index mechanism. This then permits the RAT to be stowed.
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During the deployment of the RAT, the index mechanism disengages from the turbine hub when the leg is not more than 10 deg. before full extension. The RAT retracts hydraulically with the hydraulic supply from the blue electric pump or from a
ground supply. The retraction of the RAT is operated by the RAT control panel
(3GE). The RAT can retract only if the turbine is in the correct position and the index mechanism is engaged. If the index mechanism is not engaged, it is necessary to turn the turbine manually until the index mechanism engages. The RAT will
also not retract if the ground test tool is still attached.
The ejection jack is attached to the top end of the leg assembly and the RAT
mounting frame. The ejection jack extends the RAT into the airflow with the forte
of a spring. Therefore no hydraulic power is necessary to extend the RAT. Hydraulic power is required to retract the RAT. You can retract the RAT only when the
aircraft is on the ground.
Two solenoids and one proximity switch are installed on the top of the ejection
jack. The two solenoids release a lock and the RAT extends. The RAT extends
when at least one solenoid is energized. An extend leck keeps the RAT in the extended position.
A stow proximity switch gives a signal to the ECAM system if the RAT actuator is
extended. Two links attach the RAT compartment doors to the leg assembly and
open the doors when the RAT extends. The two links also keep the RAT doors
closed when the RAT is in its normal stow position. The stowed proximity sensor
sends a signal to the RAT control panel and the indicator light RAT STOWED
comes on when the RAT is locked in its retracted position.
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Figure 7: Rat Stowage and Servicing-Retraction Procedure
GEAR BOX
COVER PLATE
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Operation
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Figure 8: RAT Stowage
Retraction Position
In the retracted position, the RAT is kept in the RAT stow compartment with the
doors closed. The leg assembly has two links which are attached to the stow compartment doors and keep them closed. The internal lock in the ejection jack locks
the RAT in the retracted position. The index mechanism on the leg assembly locks
the turbine blades so that they can not turn. The turbine blades are at the fine
pitch.
Extension
The extension of the RAT is controlled by the:
manual Operation of the pushbutton switch OVRD HYD 2805GE on the HYD
section of the overhead Panel 40VU, or
manual Operation of the pushbutton switch OVRD ELEC 24XE on the overhead panel 21VU, or
automatic control in the event of a total failure of the DC busbars 101PP and
202PP.
AC BUSSES 1 and 2
When the RAT receives an automatic or manual command to extend, one of the
two deploy solenoids operates and releases the internal leck. Spring pressure
causes the ejection jack to extend, which extends the RAT into the airflow. The
RAT compartment doors open with the extension of the RAT. When the RAT extends, the stowed proximity switch operates and sends a Signal to the ECAM System where the legend RAT OUT appears.
The index mechanism disengages automatically when the RAT is 8 degrees from
its fully extended position. As the RAT is caught by the airstream, the actuator operates as a shock absorber which prevents high-shock loads on the RAT and aircraft structure. When the rod of the actuator is at its maximum extension,
movement of the turbine assembly stops.
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Figure 9: RAT Control
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RAM Air Turbine A320

In an emergency, the blue auxiliary system supplies hydraulic power to the aircraft. The blue auxiliary system can also supply the aircraft with electrical power
through the constant speed motor/generator (CSM/G). The System supplies hydraulic power in less than 5s from the time it gets the electrical command to extend
the RAT. The hydraulic power available from the RAT (with the landing gear retracted) is sufficient to supply the flight controls and the CSM/G (for electrical power). When the landing gear is extended, the effect of the nosegear on the airflow
reduces the performance of the RAT. Because of that the CSM/G is automatically
switched off when the landing gear is extended. The aircraft gets its supply of electrical power from the batteries. Thus, the RAT has only to supply hydraulic power
for the flight controls. The RAT is available and will operate through all of the flight
envelope, but it will stall if the airspeed is less than 130 knots.
Hydraulic Power
To make sure that sufficient inlet pressure for the RAT is available, the air pressure in the blue system reservoir is monitored. A pressure transmitter is installed
on the air manifold of the reservoir. The pressure transmitter sends information to
the SDAC/FWC. If the air pressure during flight decreases to less than 3.1 bar absolute (45 psi) a class 2 warning is given when the aircraft lands.
RAT Description
The main components of the blue auxiliary system are:
the RAT,
the leg assembly with its pivot,
the hydraulic pump,
the RAT actuator,
the RAT ground retraction module,
the RAT ground check module (GCM)
the RAT control Panel,
selector switches to extend the RAT from the flight compartment.
The RAT control panel and the selector switches are in the left belly fairing. The
RAT control panel is part of the blue ground-service panel.
When the RAT is in its stowed position, the system is monitored for faults. If a fault
is found, the lower display unit (DU) of the ECAM shows the RAT fault warning.
These faults will cause a RAT fault warning:
the RAT is not in its stowed position (and no manual or automatic selection has
been made to extend it),
the change-over valve in the ground check module is in the ground check position (there is an unwanted electrical supply to the change-over valve),
there is hydraulic pressure in the "retract" side of the RAT jack (the jack control
module is in the wrong configuration).
Jun04/THTA

Level 3 B1 B2
29-22-15
Training Manual
A320 Family
Hydraulic Power
Figure 10: RAM Air Turbine-RAT Extended
Jun04/THTA

Level 3 B1 B2
29-22-16
Training Manual
A320 Family
Hydraulic Power
Figure 11: Installation of the RAT Safety Device
Jun04/THTA

Level 3 B1 B2
29-22-17
Training Manual
A320 Family
Hydraulic Power
Figure 12: RAT Deploy (Extended ) Logig
703PP
28VDC
HOT BUS
AC BUS 1
AC BUS 2
Aircraft Speed
> 100 Kts
Automatic
Deployment
CSM/G
AUTO
701PP
28VDC
HOT BUS
Hydr. Override
Deploy Signal to
Solenoids
EXTN
SOL 1
28VDC
BAT 2
Elec. Override
CSM/G
MAN
Jun04/THTA

Level 3 B1 B2
29-22-18
Training Manual
A320 Family
Hydraulic Power
Operation
Retracted Position
In the retracted position, the RAT is in the RAT compartment with the doors
closed. The leg assembly is connected to the doors and keeps them closed. The
internal lock in the RAT actuator locks the RAT in the retracted position. The index
lock mechanism on the leg locks the turbine blades so that they can not turn. The
turbine blades are at maximum coarse pitch. A calibrated flow of warm oil from the
high- pressure bleed in the GCM is supplied to the leg assembly and the pump.
Extension
When the RAT gets a command to extend (from automtic or manual selection),
one of the two solenoids operates and releases the retract lock. Spring pressure
extends the actuator witch extends the RAT into the airflow. The contacts of the
stow limit switch close and send a signal to the ECAM system. The compartment
doors open automtically as the RAT extends. The index lock mechanism disengages automatically when the RAT is 5 degrees from its fully extended position.
The turbine can then start to turn.
The turbine blades are in coarse pitch immediately after the RAT is extended. As
the turbine starts, fluid flows from the outlet of the high-pressure pump through the
flow-sensitive valve of the GCM to the low-pressure system. Thus the turbine can
get to its operating speed before the full load of the hydraulic pump is applied. The
gerotor purnp supplies servo pressure as the turbine speed increases and the
blade pitch angle decreases. The flow from the RAT pump increases and closes
the flow-sensitive by-pass valve. At the same time a flow-sensitive valve in the leg
assembly operates and stops the warm oil bleed.
The turbine speed increases to its controlled value (5400 rpm) and the RAT pump
supplies the blue main system of the aircraft.
Jun04/THTA

Level 3 B1 B2
29-22-19
Training Manual
A320 Family
Hydraulic Power
Figure 13: RAT Extended and Operational
Jun04/THTA

Level 3 B1 B2
29-22-20
Training Manual
A320 Family
Figure 14: RAT IN Operation
Hydraulic Power
Retraction
It is possible to retract the RAT only when the aircraft is on the ground. Retraction
is controlled from the RAT control panel in the blue system ground service panel.
The system must be in this condition before retraction of the RAT is started:
blue main system pressurized,
28 V DC supply to the RAT control panel,
the turbine in its index position.
The turbine is turned manually to the index position, which is indicated by the
alignment marks on the turbine and leg.
When the ARM switch is set to its ON position, electrical power is supplied to the
STOW selector switch. When the switch is set to the STOW position, electrical
power is supplied to the solenoid in the ground retraction module.
Jun04/THTA

Level 3 B1 B2
29-22-21
Training Manual
A320 Family
Hydraulic Power
Figure 15: RAT Control Panel
Jun04/THTA

Level 3 B1 B2
29-22-22
Training Manual
A320 Family
The solenoid operates the pilot valve and connects the high-pressure supply of the
aircraft to the retract side of the RAT actuator. The high-pressure fluid operates
the pressure switch of the ground retraction module and the warning light on the
RAT control panel comes on. Thus there is an indication that the RAT retraction
module is not in its flight position.
Hydraulic Power
Figure 16: Stow (Retract) Logic
The high-pressure supply releases the actuator extend lock and retracts the actuator and RAT assembly into the RAT compartment. Return fluid from the actuator
goes directly into the aircraft low-pressure system. When the RAT gets to its fully
retracted position. the actuator retract lock engages and holds the RAT in place.
At the same time the stow limit switch on the actuator operates and stops the supply to the solenoid of the RAT ground retraction module. The RAT ground retraction module goes back to its flight position and stops the high-pressure supply to
the jack. The warning light on the RAT control panel goes off.
If the STOW switch is released during retraction, the supply of electrical power to
the solenoid of the RAT ground retraction module stops. The RAT retraction module goes to its flight position and the RAT extends because of actuator spring pressure. The RAT will also go back to its extended position if the retract lock does not
engage.
If the turbine is not correctly lined up, and a STOW selection is made, the RAT will
start to retract. When the leg gets to 8.5 degrees from full extension, the turbine
index switch operates. The supply to the solenoid of the RAT ground retraction
module stops and the module goes to its flight position. The RAT then returns to
its extended position.
Jun04/THTA

Level 3 B1 B2
29-22-23
Training Manual
A320 Family
Hydraulic Power
Figure 17: RAT Control
Jun04/THTA

Level 3 B1 B2
29-22-24
Training Manual
A320 Family
Jun04/THTA

Hydraulic Power
Level 3 B1 B2
29-22-25
Training Manual
A320 Family
Jun04/THTA

Hydraulic Power
Level 3 B1 B2
29-22-26
Training Manual
A320 Family
Hydraulic Power
Jun04/THTA

Level 3 B1 B2
29-23-1
Training Manual
A320 Family
Hydraulic Power
PTU General
The aircraft has a power transfer system to transfer hydraulic power between the
green and yellow systems. This is necessary if one of the engine pumps fails. It
also makes it possible to pressurize the green system from the yellow system for
maintenance (with the yellow system electric pump).
The power transfer system is always armed when the hydraulic systems are pressurized. However, the crew can switch it off if necessary.
The connection between the two systems is mechanical. It is impossible for fluid
to get from one system to the other.
When the isolation coupling is disconnected (during ground maintenance operations only), there is no transfer of power.
PTU Description
When the pressure differential between the green and yellow systems is greater
than or equal to 500 psi (34.5 bar) , the system with the greater pressure transfers
power to the other system. The power is transferred through the Power Transfer
Unit (PTU). The PTU of the green and yellow systems is connected to the green
and yellow system solenoid valves respectively.
When the yellow electric pump starts because of operation of the cargo doors,
movement of the flight controls is prevented. Electrical power is supplied to the two
solenoid valves 1012GL and 3012GL and the solenoid valve of the yellow leakage
measurement system 3150GP. Thus no hydraulic power is supplied to the green
or yellow systems.
Two solenoid valves (one in each system) keep the PTU either armed or off. The
solenoid valve 1012GL of the green system is connected to the green PTU manifold. The solenoid valve 3012GL of the yellow system is connected to the yellow
PTU manifold. The two solenoid valves operate at the same time. The PTU switch
on the overhead panel 40VU controls the solenoid valves.
Jun04/THTA

Level 3 B1 B2
29-23-2
Training Manual
A320 Family
Hydraulic Power
Figure 1: Hydraulic System Green/Yellow

NW Steering
Flaps
Landing Gear
Yaw Damper 1
Rudder
Flaps & WTB
Slats L & R WTB
Stabilizer
L Elevator
L & R Spoiler 1
L & R Aileron
L & R Spoiler 5
Slats & Flaps

Yaw Damper 2
Rudder
Flaps L WTB
Stabilizer
R Elevator
L & R Spoiler 2
L & R Spoiler 4
Priority
P
Valve
Leak Measurement
Valve
Leak Measurement
Valve
Normal Brake
Alternate Brake
Reverser Eng. 1
Reverser Eng. 2
MP
System
Accu
MP
Power
Transfer
Unit
Eng. 1
Pump
Eng. 1
Fire Valve
System
Accu
Cargo Doors
Eng. 2
Pump
M
Elec
Pump
Eng. 2
Fire M
Valve
Green Reservoir
Jun04/THTA
Priority
P
Valve
Hand
Pump
Yellow Reservoir

Level 3 B1 B2
29-23-3
Training Manual
A320 Family
Hydraulic Power
Figure 2: Power Transfer Unit/Green and Yellow PTU Manifolds
Jun04/THTA

Level 3 B1 B2
29-23-4
Training Manual
A320 Family
Power Transfer Unit Components
Hydraulic Power
It is used to isolate the secondary flight controls from pressure supply in case of
low hydraulic pressure.
Green PTU Manifold
There are three hydraulic connections on both sides of the PTU:

High Pressure
Low Pressure
Case drain
The green high pressure manifold is connected to the PTU through the green PTU
manifold.
Solenoid Valve
The high pressure and case drain connections on the PTU are of the standard
type union. Only the low pressure connections are self-sealing quick release couplings.
It is installed in the PTU supply line.
Table 1: PTU Performance
Priority Valve
When the solenoid valve is de-energized, the spool moves to open the valve.
The green priority valve is installed on the PTU manifold.
Flow
Direction
Motor Inlet
Flow
Pump Outlet
Flow
Pump
Pressure
Yellow to
Green
119 l/min (31.44

USgal/min)
(max.)
95 l/min (25.10
Usgal/min)
(max.)
206 bar (2987 psi)

between 20 and 80 l/min
(5.28 and 21.13 USgal/min)
76 l/min (20.08
USgal/min)
(max.)
55 l/min (14.53
USgal/min)
(max.)
206 bar (2987 psi)

between 13 and 55 l/min
Green to
Yellow
When the solenoid is energized the valve closes.
It is used to isolate the secondary flight controls from pressure supply in case of
low hydraulic pressure.
Brake Selector Valve

It allows the normal braking system to be pressurized.
It is fitted to the green PTU manifold.
Isolation Coupling
An isolation coupling is installed in the PTU manifold of the yellow hydraulic system.
Yellow PTU Manifold

The yellow high pressure manifold is connected to the PTU through the yellow
PTU manifold. The yellow PTU manifold also has a connection to the flap system.
It is the only way to isolate the PTU for maintenance operations. There is no transfer of power between the two systems (green and yellow) when the isolation coupling is disconnected.
Solenoid Valve
It is a quick-release coupling which seals automatically when it is disconnected. It

also has a ratchet lock to keep it connected.
It is installed in the PTU supply line, this solenoid valve operates at the same time
with the other solenoid valve (1012GL) installed on the green PTU manifold.
When the solenoid is energized the valve closes.
When the solenoid valve is de-energized, the spool moves to open the valve.
Priority Valve
The yellow priority valve is installed on the PTU manifold.
Jun04/THTA

Level 3 B1 B2
29-23-5
Training Manual
A320 Family
Hydraulic Power
Figure 3: Power Transfer Unit Electrical Logic/Control
Oct03/THTA

29 -23 -6
Training Manual
A320 Family
Hydraulic Power
Figure 3: Power Transfer Unit Electrical Control
Jun04/THTA

Level 3 B1 B2
29-23-6
Training Manual
A320 Family
Jun04/THTA

Hydraulic Power
Level 3 B1 B2
29-23-7
Training Manual
A320 Family
Jun04/THTA

Hydraulic Power
Level 3 B1 B2
29-23-8
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
29-30 Indication
April 05/THTA
Level: B1 B2
29-30-1
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 1: ECAM Hydraulic Page
April 05/THTA
Level: B1 B2
29-30-2
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 2: ECAM Hydraulic PAGE

System Label
PTU Control
Green
PTU P/B AUTO and PTU not supplying.
Amber
PTU P/B OFF.
Green
PTU supplies green hydraulic system.
YELLOW
White
Press > 1450 psi
Green
YELLOW
Amber
Press < 1450 psi
Amber
Green
PTU supplies yellow hydraulic system.

System Pressure Indication
Normally green, becomes amber when system pressure is
below 1450 psi.
SYSTEM DISPLAY
YELLOW ELEC PUMP Control

White
ELEC pump off.
Green
ELEC pump on.
Amber
ELEC pump on and yellow

system LO PR.
ELEC Indication
Normally white. Becomes amber if associated power supply
fails.
ELEC Pumps OVHT Indication
Appears amber in case of elec-pump overheat.
FIRE VALVE Indication
Amber
Valve fully closed.
Green
Valve fully open.
Reservoir LO AIR PRESS Indication (3)

Appears amber associated with ECAM caution if the
respective reservoir air pressure drops below normal.
April 05/THTA
Level: B1 B2
29-30-3
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 3: Hydraulic Indications
April 05/THTA
Level: B1 B2
29-30-4
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 4: ECAM Hydraulic Power System
April 05/THTA
Level: B1 B2
29-30-5
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 5: Hydraulic Reservoir Quantity Indication
April 05/THTA
Level: B1 B2
29-30-6
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 6: Hydraulic Tank Low Air Pressure Indication A319/A321
April 05/THTA
Level: B1 B2
29-30-7
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 7: Hydraulic Tank Low Air Pressure Indication A320
April 05/THTA
Level: B1 B2
29-30-8
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 8: Pump Pressure Monitoring
April 05/THTA
Level: B1 B2
29-30-9
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 9: System Pressure Monitoring and Indication
April 05/THTA
Level: B1 B2
29-30-10
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 10: Temperature Monitoring
April 05/THTA
Level: B1 B2
29-30-11
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Figure 11: Fault Indication on the PTU Pushbutton Switch
April 05/THTA
Level: B1 B2
29-30-12
Training Manual
A320 Family
Hydraulic Power
29-30 Indication

AURAL
WARNING
Conditions
SD
PAGE
CALLED
MASTER
LIGHT
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
AURAL
WARNING
Conditions
B+Y
B+G
SYS LO PR
Y+G
System pressure < 1450 psi.
Reset if pressure > 1750 psi.
MASTER
WARNING
CRC
FAULT
B SYS LO PR
System pressure
Reset if pressure
4, 5*
G (Y)
( ) (B)
( ) RSVR LO AIR PR
Reservoir air pressure < 22 psi.i
Reset if air pressure > 25 psi.
A320 only:
B RSVR LO AIR PR
Reservoir air pressure < 30 psi.
(detected in flight but only displayed on
ground after landing)
FAULT
on
associated
pump(s)
pump
(s)
P/B
and on
PTU P/B if
A320 only:
B RSVR LO AIR PR
Reservoir air pressure < 22 psi.
Reset if pressure > 25psi.
Y or G sys
affected
G (Y) (B) RSVR OVHT

Fluid temperature > 93C.
Reset if temp < 88C.
1, 2, 3, 4, 5,
6, 7
SINGLE
CHIME
SINGLE
CHIME
MASTER
CAUTION
RAT FAULT
RAT not fully stowed or pressure present in RAT stowing
actuator or RAT pump not available.
HYD
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
NIL
1,4, 5, 7, 8,
10
FAULT lt
only in case
of G or Y
RSVR
LO LVL or
LO PR
3, 4, 5, 8,
9, 10
NIL
3 to 9
Memo Display
3, 4, 5, 7, 8
If ram air turbine is not fully stowed, RAT OUT message is displayed in green.
Light becomes amber during flight phase 1 and 2.
HYD
G (Y) (B) RSVR LO LVL

Fluid quantity < 3.5 L (green-yellow).
< 2.4 L (blue)
SD
PAGE
CALLED
1450 psi.
1750 psi.
PTU FAULT
PTU not running on ground in case of differential
pressure higher than 650 psi between G and Y system,
or in flight PTU still at AUTO position in case of G or Y
reservoir low level
3 4
3,
4. 5
5, 7
7, 8
MASTER
LIGHT
HYD PTU is displayed in green when PTU is running.
MASTER
CAUTION
G (Y) ENG 1 (2) PUMP LO PR

Pump outlet pressure < 1750 psi.
Y ELEC PUMP LO PR
Yellow system pressure < 1450 psi.
(reset if pressure > 1750 psi) with
- Y ELEC PUMP P/B at ON
- Y ENG PUMP and PTU not available.
4, 5, 7, 8
FAULT
on affected
pump P/B
B ELEC PUMP LO PR
Pump outlet pressure < 1450 psi.
B ELEC PUMP OVHT
Y ELEC PUMP OVHT
3, 4, 5, 7, 8
G (Y) SYS LO PR
System pressure < 1450 psi.
NIL
4, 5, 7, 8*
April 05/THTA
5MIN AFTER
2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
* Inhibited on ground (flight phase 1, 2, 9, 10) by related engine shut down.
10
Level: B1 B2
29-30-13
Training Manual
A320 Family
Hydraulic Power
29-30 Indication
Electrical Supply
Figure 13:
BUS BAR
AC
A/C SYS
DC
ENG 1 DRIVEN PUMP CTL
DC 1
ENG 2 DRIVEN PUMP CTL
DC 2
AC
ESS
ENG 1 FIRE SHUT OFF VALVE
X
Power
AC 1
Control
Yellow ELEC PUMP
Power
X
AC 2 *
Control
Power Transfer Unit
DC 2
Manual control
HOT 2
Auto control
HOT 1
* or from external power
April 05/THTA
DC 2
DC GRND
/FLT
LEAK MEASUREMENT VALVES

RAT
HOT
ENG 2 FIRE SHUT OFF VALVE

Bl e ELEC PUMP
Blue
DC
ESS
Level: B1 B2
29-30-14
Training Manual
A320 Family
Hydraulic Power
29-99 CFDS
29-99 CFDS
Jun04/THTA

Level 3 B1 B2
29-99-1
Training Manual
A320 Family
Hydraulic Power
29-99 CFDS
General
The CFDS SYSTEM REPORT/ TEST menu does not include the hydraulic menu
page.
The purpose of this module is to present the access to the LAST LEG REPORT
of the Auto Flight, Flight Controls, Instrument and Landing Gear systems, in case
of failure of certain hydraulic components.
The hydraulic system components monitored by the AFS, the F/CTL, the INST
and the L/G systems are:
the pressure switches
the pressure transmitters
the temperature transmitters
the quantity indicators.
Jun04/THTA

Level 3 B1 B2
29-99-2
Training Manual
A320 Family
Hydraulic Power
29-99 CFDS
Auto Flight System (AFS)

The green pressure switch 1151GN sends a signal to the Flight Augmentation
Computer 1 (FAC1) and the yellow pressure switch 3151GN sends a signal to
FAC2.
Figure 1: CFDS: Auto Flight System
ELAC 1,2
SEC 1
BSCU
SDAC 1, 2
ELAC 1,2
SEC 2,3
SDAC 1,2
Jun04/THTA

Level 3 B1 B2
29-99-3
Training Manual
A320 Family
Hydraulic Power
29-99 CFDS
Flight Controls (F/CTL)

The blue, yellow and green HP manifold pressure switches (2151GN- 3151GN1151GN) send a signal to the Elevator Aileron Computers (ELACs) and to the
Spoiler Elevator Computers (SECs).
The pressure switches (10CE2- 10CE3- 10CE1) belonging to the Flight Control
System send a signal to ELACs and SECs.
The blue, yellow and green HP manifold pressure transmitters (2065GN3065GN- 1065GN) send a signal to the ELACs.
Jun04/THTA

Level 3 B1 B2
29-99-4
Training Manual
A320 Family
Hydraulic Power
29-99 CFDS
Figure 2: CFDS: Flight Controls
SDAC 1,2
SDAC 1,2
NEXT
PAGE
SDAC 1,2
FAC 2
SDAC 1,2
NEXT
PAGE
SDAC 1,2
BSCU
FAC 1
SDAC 1,2
Jun04/THTA

Level 3 B1 B2
29-99-5
Training Manual
A320 Family
Hydraulic Power
29-99 CFDS
Instruments
The blue, yellow and green HP manifold pressure transmitters (2065GN-3065GN
1065GN) send a signal to the System Data Acquisition Concentrator (SDACs) for
ECAM display.
The blue, yellow and green temperature transmitters (2381GR-3381GR-1381GR)
send a signal to the SDACs for ECAM display.
The blue, yellow and green hydraulic quantity indicators (2000GQ-3000QR1000GQ) send a signal to the SDACs for EQAM display.
A320
The blue air pressure switch (2387GH) sends a signal to the SDACs for
ECAM display (class 2 failure), if the airpressure in the blue reservoir
decreases to less than 45 PSIA.
The pressure switch gives a signal in flight (flight phases 5, 6, 7) which
is then memorized only and displayed after landing.
(flight phases 8, 9, 10).
Jun04/THTA

Level 3 B1 B2
29-99-6
Training Manual
A320 Family
Hydraulic Power
29-99 CFDS
Figure 3: CFDS: Instruments
NEXT
PAGE
NEXT
PAGE
Jun04/THTA

Level 3 B1 B2
29-99-7
Training Manual
A320 Family
Hydraulic Power
29-99 CFDS
Landing Gear (L/G)

The green HP manifold pressure switch 1151GN sends a signal to the Braking and
Steering Control Units (BSCU A and BSCU B).
Figure 4: CFDS: Landing Gear
ELAC 1,2
SEC 2,3
ELAC 1,2
SDAC 1,2
ELAC 1,2
SEC 1
FAC 1
SDAC 1,2
Jun04/THTA

Level 3 B1 B2
29-99-8
Training Manual
A320 Family
Study Questions
Hydraulic Power
29-Study Questions
29-00 Hydraulic Power General
1. How are the hydraulic systems named / numbered?
5. In which systems are handpumps installed?

Answer:
Answer:
6. In which system is the RAT installed?

2. Which systems are equipped with an EDP?
Answer:
Answer:
3. Which systems are equipped with electrically driven pumps?

Answer:
4. Between which systems can the PTU transfer power?

Answer:
Oct03/THTA
7. Where is the system pressure indicated?

Answer:
8. Name all pneumatic sources which can pressurize the hydraulic tanks?
Answer:

Level 3 B1 B2
Training Manual
A320 Family
9. Where is the air pressure manifold installed?
Answer:
Study Questions
Hydraulic Power
29-10 Main Hydraulic System

14.Name the differences between the hydraulic systems of A320 / 321?
Answer:
10.Where are the hydraulic tank pressure relief valves installed?

Answer:

11.If the pressure relief valves open, where is the hydr. fluid drained?
Answer:
12.Where can hydraulic oil be replenished?

Answer:
13.Where are the hydraulic tank levels indicated?

Answer:
Oct03/THTA
15.Which engine is driving the green EDP?

Answer:
16.Which components are installed at the HP manifold?

Answer:
17.For what are the sampling valves used?

Answer:

Level 3 B1 B2
Training Manual
A320 Family
18.How can the fire shutoff valve be closed?
Answer:
19.On which manifold is the normal brake selector valve installed?
Study Questions
Hydraulic Power
22.Where is the oil temperature monitored and indicated?

Answer:
23.How is the electrical motor of the blue pump cooled?

Answer:
Answer:

20.How is the blue hydraulic system pressurized?
24.How can the yellow electrical pump be switched on?

Answer:
Answer:
25.For what is the electrical pump used? Which users can be pressurized?
Answer:
21.When is the RAT unlocked and extended?
Answer:
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
26.For what is the handpump used? Which users can be pressurized?
Answer:
Study Questions
Hydraulic Power
30.What is the normal position of the manually actuated leak measurement

valves?
Answer:
27.For what is the PTU quick disconnect used?

Answer:
29-22 Ram Air Turbine

31.Name the safety instructions regarding the RAT.
Answer:
28.How can the PTU be switched on? When is it switched on automatically?
Answer:
32.Under which conditions is the RAT automatically extended in flight?

Answer:
29.For what is the leak measurement manifold used?
Answer:
33.How can the RAT be extended manually in flight?

Answer:
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Training Manual
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34.How can the RAT be stowed?
Answer:
Study Questions
Hydraulic Power
38.How is the hydraulic tank level indicated on the ECAM?

Answer:
39.Are the fire shutoff valves monitored?
29-23 Power Transfer Unit
Answer:
35.Which hydraulic systems can be pressurized by the PTU?

Answer:
40.How is a system low pressure warning displayed on the ECAM? Indicate color
and pressure limit.
36.When is the PTU automatically switched on on ground.
Answer:
Answer:
41.Are all warnings in all flight phases indicated?

Answer:
29-30 Indicating
37.How are the hydraulic pumps (EDP and ELEC pumps) monitored?
Answer:
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Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Hydraulic Power
29-99 CFDS
42.Where can you find hydraulic malfunctions in the CFDS?
Answer:
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Level 3 B1 B2
Training Manual
A320 Family
Ice and Rain Protection

30-00
30 Ice & Rain Protection
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30-00 General

30-00 General
Figure 1: Ice and Rain Protection System
General
The aircraft has ice and rain protection systems to prevent the formation of ice or
to remove ice from the aircraft. The aircraft parts that are protected include:
three outboard leading edge slats on each win
the engine nose cowls
the potable water service panel
the waste water drain masts
the potable and waste water lines
Air from the pneumatic system is used to remove ice formation from the wing leading edge slats. (See 30-11)
Each engine cowl has an anti-icing system to clear ice, or prevent ice formation
on the nose cowl. Hot engine bleed air is sent from the related engine to the nose
cowl. (See 30-21)
The cockpit windows are heated with integrated transparent heating elements.
The heating elements are on the inner surface of the outer ply of each window.
(See 30-42)
Defogging of the clearview windows and the aft windows is done through integrated transparent heating elements. The heating elements are on the outboard surface of the inner ply of each windshield and window. (See (30-42)
The left and right windshields have windshield wiper systems which operate independently. (See 30-45)
The left and right windshields have rain repellent systems which operate independently. The systems are controlled by the applicable switches on the overhead
panel in the flight compartment. (See 30-45)
The air data probes are electrically heated to prevent ice formation on the pitot
tubes, static plates, angle of attack (Alpha) probes and the total air temperature
(TAT) probes. (See 30-31)
Electrical heating elements give ice protection for the potable water fill and drain
service panel (See 30-72), the drain masts (See 30-30-71) and the potable and
waste water lines (See 30-73)
A dual ice detection system informs the crew if ice condition exists. (See 30-81)
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30-00 General
Hot air
el pwr
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Figure 2: Ice and Rain Protection - Power Supplies
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30-00 General
Figure 3: Ice and Rain Protection - Power Supplies

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A320 Family

30-00 General
Figure 4: Ice and Rain-CFDS Interface to Access Controllers
Zone Controller
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A320 Family

Wing Anti-Ice System Presentation

Sources
Air for wing anti-icing is supplied by the pneumatic system.
Valves
Hot air from the pneumatic system is supplied to each wing via a pressure control
shut-off valve. This valve is electrically controlled to open and pneumatically operated.
The valve controls its outlet pressure to 22,5 psi (1,55 bar). In case of electrical
failure or lack of pressure, the valve closes.
Controls
The valves are controlled from the cockpit by a WING ANTI ICE push-button. On
ground and only for test purposes, the WING ANTI ICE push-button electrically
opens the valves for 30 seconds.
Ducts
Air reaches slat 3 through a telescopic duct. It is distributed to the outboard slats
by piccolo ducts, interconnected by flexible connections.
A restrictor located downstream of the control valve adjusts the airflow. It also limits the flow in case of rupture of a distribution duct.
Users
Only the three outboard slats are protected by the hot anti-icing air. Due to the
aero-dynamic characteristics of the wing, slats I and 2 do not need to be protected.
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Figure 1: Wing Anti-Ice System Presentation
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Figure 2: Controls and Indicators
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Figure 3: Wing Anti-Ice System Warnings
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Wing Anti-Ice Control Valve

The wing anti-ice valve is an eIectricaIIy controlled, pneumatically operated valve.
The valve controls its outlet pressure to 22,5 psi (1,55 bar).
If the pressure increases to 30-32 psi or decreases to 13-15 psi the related pressure switch give a high pressure or low pressure signal.
By means of two manual locking devises the valve can be locked in close or open
position.
One device has a locking crew and a lever. The other device plate with a slot. Each
device has an, indicator to show that the valve is in open or close position.
In case of electrical or pneumatic power loss, the valve is spring-loaded in
close position.
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Figure 4: Wing Anti-Ice Control Valve
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LRUs Wing Anti-Ice Valve

Figure 6: Wing Anti-Ice Valve Cut View (Solenoid energized)
Figure 5: Wing Anti-Ice Valve Cut View (Solenoid de-energized)
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Figure 7: Wing Anti-Ice
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Figure 8: Wing Anti-Ice System Control
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Engine Anti-Ice System Presentation

Source
Air is bled from a high pressure compressor stage of each engine.
Valve
For each engine, hot bleed air is ducted via an ON/OFF valve. In the absence of
air pressure, the valve is spring loaded to the closed position.
Upon energization of solenoid(s), the valve closes. In case of loss of electrical
power supply, the valve is fully open provided engine bleed air pressure is high
enough.
Controls
For each engine, the ON/OFF valve is controlled by a pushbutton.
When both engine anti-ice valves are open, the Cabin Zone Controller determines
the bleed in demand for the Full Authority Digital Engine Control (FADEC) system.
This decreases the N1 limit.
Users
The engine air intake is protected by its related bleed air, which heats the inlet lip
in icing conditions.
The hot air is discharged overboard.
Engine Anti-Ice System Operation

When the pushbutton switch is pressed in, the ON light comes on.
The FAULT light comes on during the valve transit.
The ON-OFF valve opens when the engine bleed air pressure is sufficient.
When the pushbutton is released out, the valve is closed electrically, the ON light
goes off and the FAULT light comes on during the valve transit.
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Figure 1: Engine Anti-Ice System Presentation
Not for all A/C
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Figure 2: Engine Anti-Ice System Controls & Warnings
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Engine Anti-Ice Valve

Figure 3: Engine Anti-Ice Valve
The engine anti-ice valve is spring loaded to the close position in case of no air
pressure.
The solenoid allows the valve to:
close if energized
open if de-energized and air pressure from 9th stage is high enough.
Two internal limit switches monitor the OPEN and CLOSE position.
The valve can be manually operated from a external nut connected to the butterfly
shaft.
The valve can be locked in closed or open position by means of the locking pin.
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Figure 4: Engine Anti-Ice System Electrical Circuits
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Probe Heat System Description

The PHC is also connected to Centralized Fault Display Interlace Unit (CFDIU) by
an ARINC 429 output bus. It receices a discrete signal from it for test.
The static ports, Pitot, Angle of Attack (AOA) and Total Air Temperature (TAT)
probes are electrically heated to prevent ice formation.
Caution
General
If you have to pull the PHC power supply circuit breaker, the related probes and
static ports will be heated (flight position).
The Captain, First Officer and Standby Probe Heat Systems are independent.
Each one consists of: one Probe Heat Computer (PHC) which controls probe and
static port heating.
The Standby System has no TAT probe.
OIL LOW PRESSURE AND GROUND relays are energized by the Engine Interface Unit (EIU) when the related engine is not running.
If you have to pull the EIU power supply circuit breaker, the related ENGINE OIL
LOW PRESS AND GROUND relays are deenergized, this will cause related
probes and static ports to be heated.
Control
Probes and static ports are heated either when one engine is running or when
PROBE/WINDOW HEAT pushbutton is set to ON.
On ground, pitot probe heating is reduced and TAT heating is cut off.
Heating is cut off when the three ground signals are sent to the AND logic. It operates when: PROBE/WINDOW HEAT is set to ON or either engine is running the
related Engine Interface Unit (EIU) deenergizes the ENGINE OIL LOW PRESS
AND GROUND relays.
Power Supply
Each Probe Heat Computer (PHC), static port and probe has its own power supply.
Computer
The PHC controls and monitors heating of the probes in addition, it Identifies and
memorizes faulty components.
For each probe and static port, the monitoring is made by detection of the current
passing through it. Heating of the related probe or port is automatically cut off in
case of low or high current detection.
Interface
In case of a probe heating fault the PHC sends a discrete output to its respective
Air Data Inertial Reference Unit (ADIRU) which in turn transmits the failure to the
Flight Warning Computers (FWCs) via an ARINC 429 output bus.
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A320 Family

Figure 1: Probe Heat
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Probe Heat System Warnings
If a static port or a probe heating is faulty, an aural warning sounds, the MASTER
CAUTION comes on the failure is shown amber on the warning display.

If a Probe Heat Computer is faulty, an aural warning sounds, the master caution
comes on: the failure is shown amber on the warning display.
Same warnings are triggered in case of fault of following probes and static ports
when:
Same warnings are triggered in case of failure of:

PHC 2: F/O PROBES
PHC 3: STBY PROBES.
CAPT LSTAT, RSTAT, ALPHA and TAT.
Figure 4: Channel Probe Failure
F/O PITOT, LSTAT, RSTAT, ALPHA, and TAT.

STBY PITOT, LSTAT, RSTAT and ALPHA.
Warnings are triggered by the related Probe Heat Computer (PHC) through
its associated Air Data Inertial Reference Unit (ADIRU).
Figure 3: Single Probe Failure
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LRUs
Figure 5: Probe Anti-Ice
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Heated in flight only !
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Electrical Circuits
Centralized Fault Display Interface Unit (CFDIU).
Window Heat Computer (WHC).
Landing Gear Control and Interface Unit (LGCIU).
Air Data Inertial Reference Unit (ADIRU).
Probes 1 (Capt):
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Probes 2 (F/O):

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Probes 3 (Stby):

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Maintenance Practises / Bite and Tests
Power Up Test
PHC Bite and Test Description
The power up test starts automatically at power up provided that the aircraft is in
the ground configuration.
General
The Probe Heat Computer (PHC) performs several tests to isolate any failure or
failed component.
The tests performed by the PHC are:
power up test,
MCDU test,
in operation test.
Figure 11:
Jun04/THTA
The power up test performs the following operations

test of the engine running and LGCIU information discrete inputs and their logic
computation,
test of the warning discrete computation,
test of the heating of each sensor and probe, and their monitoring (low heating
of the pitot and TAT heating cut off on ground are tested as well),
check of power heating circuit of each sensor and probe.
The power up test will be initiated if the computer power supply has been cut off
for more than 2 seconds.
If there is a discrepancy between LGCIU 1 and 2 (example: LGCIU 1 in
ground configuration and LGCIU 2 in flight configuration) the probe heat system is set to flight configuration, so the test cannot be initiated.

Level 3 B1 B2
30-31-12
Training Manual
A320 Family
During aircraft power up, here is an example of what is displayed on the ECAM in
case of failure.
Jun04/THTA
The BITE contents of the PHC, read through the LAST LEG REPORT, give the
faulty component.
The power up is not correct. The PHC has to be interrogated through the CFDS in
order to get more information about the problem.
Figure 12:
Figure 13:

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A320 Family

MCDU Test
The MCDU test is almost identical to the power up test. In addition, it tests the output discrete links with the ADIRU.
The test was not correct, here is the message given by the PHC 1 BITE.
This test has to be performed each time a maintenance action is made on the
computer, a sensor or a probe.
This is a class 1 or a class 3 failure.

Figure 15:
Figure 14:
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In Operation Test

Figure 16:
During the operation of the system, the PHC monitors probe and sensor heating
current range as well as their power input.
It also checks the agreement between ENGINE OIL LOW PRESSURE AND
GROUND RELAY inputs, as well as between LGCIU1 and LGCIU2 inputs.
In addition a periodic test is automatically performed every 15 minutes provided
the system is powered.
The periodic test performs the following operations:
test of the engine running and gear information discrete inputs and their logic
computation,
test of the warning discrete computation (in flight only),
test of the heating of each sensor and probe, and their monitoring (low heating
of the pitot and TAT heating cut off on ground are tested as well).
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30-42 Windshield Anti-Icing and

Defogging
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Window Heat System Description

Interface
The window and windshield anti-icing and demisting system is designed to maintain clear visibility through the cockpit front and side windows In Icing or misting
conditions.
Windshields are de-iced, sliding and fixed windows are dimisted.
General
The Window Heat Computer is connected to System Data Acquisition Concentrators (SDACs) by two discrete outputs, one for the windshield and one for both windows to inform the crew of a heating fault.
It is also connected to the Centralized Fault Data Interface Unit (CFDIU) by an ARINC 429 output bus. It receives a discrete signal from it for test.
Users
The system is made up of two independent systems.

Each one includes: One Window Heat Computer (WHC), one windshield and two
windows (one fixed and one sliding).
Control
The windshield and windows are heated either when one engine is running or
when the PROBE/WINDOW HEAT pushbutton is set to on.
Landing Gear Control and Interface Unit (LGCIU) inputs serve for the two heating
levels of the windshield.
Each window and each windshield comprises a heating element and two single
loop sensors. One of the two sensors is a spare.
Electrical heating is provided for anti-icing each windshield and defogging the
cockpit side windows.
Two independent Window Heat Computers (WHC), one for each side, automatically regulate the temperature and provide overheat protection and fault indications.
Caution
The heating is cut off when the three ground signals are sent to the AND logic. It
operates when:
OIL LOW PRESSURE AND GROUND relays are energized by the related Engine
Interface Unit (EIU) when engine is not running.
PROBE/WINDOW HEAT pushbutton is set to ON,
If you have to pull the EIU circuit breaker, the related ENGINE OIL LOW PRESS
AND GROUND relays are deenergized, this will cause windshield and windows to
be heated.
or either engine is running: the related Engine Interface Unit (EIU) deenergizes the
ENGINE OIL LOW PRESS AND GROUND relays.
Power Supply
Each WHC, windshield and window has its own power supply.
Computer
The WHC ensures the monitoring of the system. It identifies and memorizes the
faulty component.
It also incorporates protection against overvoltage due to lightning strike and to
static electricity on the windows.
The WHC provides independent temperature regulation between 35 and 42C (95
and 107.6F).
Safety: Heating is cut off if temperature reaches +60 or -60C (140 or -76F).
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Figure 1:
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Window Heat System Warnings
If either windshield heating is faulty, an aural warning sounds, the MASTER CAUTION comes on: the failure is shown amber on the warning display.
Detection of extreme temperature or failure of the associated sensor causes:
warnings activation,
automatic cut off of the related windshield heating.

If either the sliding window or the fixed window heating is faulty: the failure is
shown amber on the warning display.
Detection of extreme temperature or failure of the associated sensor causes
warning activation,
automatic cut off of the related window heating.
Figure 4: L(R) Window
Figure 3: L (R) Windshield
If both windshield heatings are faulty, an aural warning sounds, the MASTER
CAUTION comes on: the failure is shown amber on the warning display.
Figure 5: L + R Windshield
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Ice and Rain Protection LRUs

Figure 6: Window Anti-Ice
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Figure 7: Window Anti-Ice and Demisting / Left Hand Side

Figure 8: Right Hand Side
El plug at the window
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Maintenance Practises Bite and Tests

WHC Bite and Test Description

General
The Window Heat Computer (WHC) performs several tests to isolate any failure
or failed component.
The tests performed by the WHC are:
power up test,
MCDU test,
in operation monitoring test.
Power Up Test
The power up test starts automatically at power up provided that the aircraft is in
the ground configuration.
The power up test performs the following operations:
test of the engine running and gear information discrete inputs,
test of the warning discrete outputs to the SDACs,
test of the continuity of the sensors, the heating monitoring of windshield and
windows as well as temperature safeties 60C,
check of power heating circuit of windshield, sliding and fixed windows.
The power up test will be initiated if the computer power supply has been cut off
for more than 5 seconds.
If there is a discrepancy between LGCIU 1 and 2 (example: LGCIU 1 in
ground configuration and LGCIU 2 in flight configuration) the window heat
system is set to flight configuration, so the test cannot be initiated.
Jun04/THTA

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A320 Family

During aircraft power up, here is an example of what is displayed:

The power up is not correct.
The WHC has to be interrogated through the CFDS in order to get more information about the problem.
The reading of the BITE contents of the WHC through the LAST LEG REPORT
gives the faulty component.
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MCDU Test

Figure 11:

This test has to be performed each time a maintenance action is made on the
computer, the windshield, the sliding or the fixed window.
In Operation Monitoring
During the operation of the system, the WHC monitors the heating network, the
sensors and the power supply of the windshield and the sliding and fixed windows.
It checks also the agreement between ENGINE OIL LOW PRESSURE AND
GROUND RELAY inputs, as well as between LGCIU1 and LGCIU2 inputs.
The AVIONICS STATUS page gives the system currently affected by a failure.
Inspection of CLASS 3 FAULTS of WHC 2 identifies a problem on EIU and WHC
2 interface.
The TROUBLE SHOOTING MANUAL gives the information to trouble shoot the
failure by testing EIU 1 and EIU 2 and/or testing WHC 2 and/or performing wiring
inspection between WHC 2 and EIU 1KS1(2).
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Rain Removal Systems Presentation and Operation

The cockpit windshield is protected against rain by two systems:
a wiper system,
a rain repellent system.
Wiper System Presentation

Each windshield is provided with an electrical wiper. The two wipers are totally independent.
Wiper Controls
Each wiper is controlled by a rotary selector. SLOW or FAST speed can be used.
When the selector is set to OFF, the wipers stop out of view.
DO NOT OPERATE THE WIPERS ON A DRY WINDSHIELD.
Rain Repellent System Presentation

In moderate to heavy rain conditions, a rain repellent liquid stored in a pressurized
bottle may be sprayed on the windshield to improve visibility.
The spray nozzles are permanently purged by air from cabin hot air supply. On
ground, the rain repellent system is inhibited when both engines are shut down.
Rain Repellent Operation

When it is momentarely pressed in, the solenoid valve opens for a short time. This
causes a measured quantity of liquid to be sprayed onto the related windshield.
To repeat the cycle, the pushbutton must be pressed again.
DO NOT USE RAIN REPELLENT ON A DRY WINDSHIELD. IN THE
EVENT OF INADVERTENT APPLICATION, WASH AT THE EARLIEST
OPPORTUNITY.
The pressure indication shows the nitrogen pressure in the bottle. When the needle is in the yellow range, or the refill float is in view, the bottle should be replaced.
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Figure 1: Rain Repellent System
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Drain Mast Ice Protection System Presentation
Test
General
To perform a complete test of the drain mast system, two tests must be carried
out. One, from Programming and Test Panel (PTP) with both circuit breakers
open, and the second on each Control Unit with circuit breakers closed.
The waste water from the galley and lavatory compartment wash basins is
dumped overboard through drain masts.
Control Supply
To protect drain masts against ice formation, electrical heating, through an automatically controlled system is provided when the aircraft is electrically supplied.
If test is satisfactory:
on the PTP, the message DRAIN MAST TEST OK is displayed,
on the front face of the Control Unit, HTR and CU lights are on as long as the
associated TEST pushbutton is pressed in.
Users
The flexible heater foil, bonded on the drain mast tube, is temperature regulated
via a sensor and powered by the drain mast heating Control Unit.
The AC POWER supply line, within drain mast, is provided with a thermal switch
opening at 85 C (135 F). It will regulate the temperature in case of normal temperature control failure.
Control Unit
The Control Unit regulates the temperature of the drain mast tube. The correct operation of the system is monitored by the BITE function of the Control Unit.
Each Control Unit regulates the heating temperature of the associated drain mast
tube between 5C (40 F) and 15C (59 F).
Monitoring
The system status is sent to the Cabin Intercommunication Data System (CIDS)
for indication on the Forward Attendant Panel (FAP) and the Programming and
Test Panel (PTP).
The failure of the heater (HTR) or Control Unit (CU) is indicated on the FAP (CIDS
CAUTION light), on the PTP and on the front face of the Control Unit (HTR and
CU lights).
The drain mast data is stored in the Centralized Fault Display Interface Unit (CFDIU).
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A320 Family

30 -71 Waste Water Ice Protection
Figure 1: Drain Mast Ice Protection System Presentation
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30 -71 -3
Training Manual
A320 Family
Ice and Rain Protection LRUs

Figure 2: Drain Mast Heater Controller
Figure 1: Drain Mast Ice Protection
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Electrical Circuits
Figure 3: Drain Mast Ice Protection
Jun04/THTA

The following presentation deals with information on the DRAIN MAST system
status, obtained through the Programming and Test Panel (PTP).
Figure 4: Drain Mast Ice Protection-CIDS-PTP Utilization

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Water Service Panel Heating

1. General
The fill/drain nipple at the potable water service panel at the LH lower fuselage
is electrically heated to prevent ice formation.
2. Component Location
FIN
FUNCTIONAL DESIGNATOR
PANEL ZONE ACCESS ATA

PANEL REF.
11DV NIPPLE-FILL AND DRAIN

171
12DV THERMOSTAT-FILL AND DRAIN 171 AL 171
826
826
30-72-52
30-72-00
3. Description
The potable water service panel is located between STA3103/FR65 and STA
3158/FR66 at the LH lower fuselage. The fill/drain nipple is electrically heated
with a heating element. The heating element is part of the fill/drain nippel.
4. Operation
The fill/drain nippel 11DV operates with the electrical circuits energized and the
C/Bs closed. The heating element is supplied with 115 V AC from the NORMAL busbar 2 (210XP-C).
A thermostat controls the heating. The heater comes on at approx. 6C.
(42.8F) and switch off at approx. 13C (55,4F).
The heater has an overheat protection, which comes on in approx. 110C
(230F).
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Figure 1: Water Service Panel Heating - Components
Heater ON T< 6C
OFF T> 13C
OVHT
T > 110C
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Figure 2: Water Service Panel Heating - Electrical Schematic
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Fresh/Waste Water Anti-Ice System Presentation
Electrical Circuit
General
Figure 2: Fresh and Waste Water Anti-Ice
The fresh and waste water lines in section 13/14 are insulated and electrically
heated to prevent ice formation in or around the water lines.
Control Supply
The system operates as soon as the aircraft is electrically supplied.
Control Unit
The Control Unit regulates the temperature range of the heaters via two sensors.
Each sensor controls the temperature of the associated heaters.
The heating temperature is regulated between 6C (42.8F) and 10C (50F).
Test
A manual test of the system is available via a pushbutton located on the Control
Unit.
On the front face of the Control Unit, two green LEDs OK come on if the test is
satisfactory.
Figure 1: Fresh/Waste Water Anti-Ice System Presentation
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Fresh/Waste Water Anti-Ice LRUs

Figure 4: Waste Water
The mechanical pushbutton must be pressed in for removal/installation of the control unit.
Figure 3: Control Unit
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Figure 5: Waste Water
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Figure 6: Fresh Water

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30-81 Ice Detection
30-81 Ice Detection
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30-81 Ice Detection
General
The ice detection system sends warning messages to the flight crew when icing
conditions and heavy icing are detected. It also indicates the end of icing conditions. (For fuel saving)
The system is composed of two ice detectors for redundancy.
Ice Detectors
The ice detectors are probe-type detectors which are designed to detect natural
icing conditions in flight.
The probe consists of a nickel alloy tube which vibrates with 40 kHz driven by a
drive coil. If ice accretes on the tube, the frequency trops. A feedback coil detects
the actual tube frequency to generate an ice signal. If the ice signal is generated,
the probe is deiced by an internal heater to prepare the system for the subsequence detection.
The ice detector generates three signals:
An ICE signal when a thickness of 0,5 mm of ice is accreted on its sensing element. This signal is maintaint for 60 seconds. If a new ice detection occurse
within 60 seconds, the ICE signal is maintaint for 60 seconds after the last detection.
A SEVERITY signal when a number of 7 elementary ice detection is reached.
This corresponds to approx. 5 mm of ice accreted on the wing lading edge.
The ice detection counter is reset and the SEVERERITY signal is inhibited as
long as the ice detector receives a ground input from the relay 6DL (5DL), indicating that the wing anti-ice valves are commanded to open.
A FAULT signal when the internal monitoring system detects a failure. In this
case the ICE and SEVERITY signals are inhibited.
Ice Detector Built In Test (BITE)

The Ice Detector is a type 3 system.
The Ice Detector BITE performs the following function:
acqusition of discrete input signals,
communication with the CFDIU, SDAC 1(2) and FWC 1(2),
Memorization of failure in a Non Volatile Memory,
tests (power-up, MCDU and in operation tests).
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30-81 Ice Detection
Figure 1: Ice Detection System Presentation
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30-81 Ice Detection
Figure 2: Warning and Cautions
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Study Questions
Ice & Rain Protection
30-Study Questions
30-00 General
1. Which aircraft areas are deiced by hot air?
4. Can wing anti-ice be used on the ground?
2. Which aircraft parts are deiced by electrical heating?
5. What indicates WING Anti-ice FAULT?
3. Which anti-ice valve can be locked in open position?
6. What indicates WING A.ICE L HI PR on the ECAM?
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Study Questions
7. How are the wing anti-ice valves operated?
10.What happens in case of insufficient air pressure to the engine anti-ice valve?
8. What happens with pneumatic or electric power loss to the anti-ice valve?
11.With both engine anti-ice pushbuttons set to ON, does the EPR limit change?
12.What does an engine anti-ice fault indicate?
30-21 Engine Ice Protection

9. What happens in case of loss of electrical power supply to the engine anti-ice
valve?
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13.Can the engine anti-ice valve be locked in open or closed position?
Study Questions
16.When is the angle of attack heated?
17.What do you have to know if you open the PHC circuit breakers?
14. When is the TAT probe heated?
30-42 Windshield Anti-icing and Defogging

15.When is the pitot probe heated?
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Study Questions
19.Which windows are deiced and / or defoged?
22.What can be done replace an open window sensor?
20.What happens in case of a WHC failure?
23.Which computer is responsible for ground / flight switching of the window heating?
21.What happens when the EIU power supply circuit breakers are pulled?
30-70 Potable / Waste Water Lines Ice Protection

24. What potable and waste water lines are deiced?
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25.Where is the control box for the drain masts located?
Study Questions
28.How do you perform a complete test of the drain mast heating system?
26.Where is the control box for the heating of the fresh/waste water lines section
13/14 located?
30-81 Ice Detection

29. How many levels of ice detection are provided?
27.Where can you find the system status of the drain masts?
30.When is the ice detection system inhibited?
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Study Questions
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Training Manual
A320 Family
Indication and Recording System

31-10
31 Indicating / Recording System
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31-10 Panels
31-10 Panels
Panels
The aircraft is certificated to be operated by two pilots. An observer seat is installed aft of the pedestal offering maximum visibility over all panels.
Six Cathode Ray Tube (CRT) display units providing high level of flexibility in presentation of information are used for the main display functions i.e. flight guidance,
navigation, engines and aircraft systems monitoring. They are 7.25 X 7.25 full
color, all interchangeable.
Conventional electromechanical instruments are also used to provide mainly
back-up information.
The Captains and First Officers panels are dedicated to flight guidance and navigation information and comprise two CRT display units each, one Primary Flight
Display (PFD) and one Navigation Display (ND).
These two display units are installed side by side.
The center instrument panel is dedicated to:
aircraft monitoring comprising two CRT display units, upper ECAM display unit
for essential engine parameters, flap/slat position indication, fuel on board and
Memo/Warning display and lower ECAM display unit for System/Status display.
standby instruments (ISIS on A320 Enhanced Version. 34-22)
landing gear control.
The overhead panel is dedicated to aircraft system controls.
The center pedestal provides:
multifunction control and display units (MCDU) for navigation, AIDS and maintenance control.
controls for engines, flap/slat, speed brake and trims.
radio management, ECAM, weather radar controls.
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31-10 Panels
Figure 1: Main Instrument Panel
All CRTs are fully interchangable
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31-10 Panels
Figure 2: Pedestal
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31-10 Panels
Figure 3: Overhead Panel
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31-10 Panels
Figure 4: Captains Panel
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31-10 Panels
Figure 5: Center Instrument Panel
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31-10 Panels
Figure 6: First Officers Panel
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Figure 7: Center Pedestal
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31-10 Panels
Figure 8: Overhead Panel Lower Part

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31-10 Panels
Figure 9: Overhead Panel Upper Part
Maintenance Panel
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31-10 Panels
Figure 10: Secondary C/B Panel Upper Part
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31-10 Panels
Figure 11: Secondary C/B Panel Lower Part
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31-10 Panels
Figure 12: Primary C/B Panel RH (A-320)
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31-10 Panels
Figure 13: Primary C/B Panel RH (A-321)
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Figure 14: FWD/AFT Gally ovhd C/B Panel (A-320)
2000VU
31-10 Panels
Figure 15: FWDAFT Gally ovhd C/B Panel (A-321)
2001VU
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31-10 Panels
Figure 16: Primary C/B Panel LH
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31-10 Panels
Figure 17: RH Lateral Avionics Compartment
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31-10 Panels
Figure 18: LH Lateral Avionics Compartment
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31-21 Clock
31-21 Clock
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31-21 Clock
Presentation
Electrical Clock
Universal Coordinated Time (UTC) is provided by an electrical clock on the right
center instrument panel. UTC is also displayed on the ECAM System Display
(SD). The clock is a fully independent electrical clock with built-in time base.
It features the control and the information related to each of the function:
Time (UTC)
Elapsed Time (ET)
Chronometer (CHR)
Date (UTC)
The clock provides UTC and date under ARINC 429 format bus for:
Centralized Fault Data Interface Unit (CFDIU)
Flight Data Interface Unit (FDIU)
Flight Management and Guidance Computers (FMGC)
The clock is powered by two electrical circuits with one circuit directly connected
to the aircraft battery. This enables time to be counted in memory throughout the
periode that aircraft is parked.
UTC displayed on the SD is normally provided by the master clock. In case of failure of the clock, CFDIU provides back-up for UTC and date with updating through
MCDUs.
The chronometer function is a back-up function. The primary chronometer function is performed by EIS on each ND with remote controls for CAPT and F/O.
The clock is programmed to take into account month of 28, 29, 30 or 31 days and
it is capable of identifying leap years up to the year 2025.
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31-21 Clock
Figure 1: Clock Block Diagram
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31-21 Clock
ND Chronometer
A chronometer indication is available in digital form (green digits on a grey background shaded area). This chrono gives the minutes and the seconds from 0 to 59
mn 59 s, then the hours and minutes up to 99 h 59 mn.
The chrono operation is controlled by means of the CHRONO pushbutton switch
(beside the EFIS control section):
1st press: the display appears on the onside ND and the chrono starts counting.
2nd press: the chrono stops counting but indication remains displayed.
3rd press: the display disappears and the chrono is reset.
CFDIU Backup Time and Date

In case of a main clock failure the CFDIU provides backup UTC and date.
The backup time is displayed on the ECAM lower CRT. The backup UTC and date
is provided to all other type 1 A/C systems.
If, in addition, there is a power interrupt > 200 ins, the CFDS sends a UTC 79:99
and adds a GMT/DATE INIT item in its menu, enabling the crew to reinitialize the
time and date on the MCDU.
Mechanical Alert Timer

A mechanical 60 minutes timer can be installed as an option on the overhead panel.
Loss of Electrical Power Supply

1. Loss of main electrical power supply: -display goes off -the chrono pointer
stops -ARINC output disabled -time is still counted in memory through the aircraft battery supply.
2. When the power is restored: -the pointer resumes its operation -the correct
time is displayed again.
3. Loss of aircraft battery power supply: -No effect provided that main power is
available.
4. Loss of main and aircraft battery power supplies. -The clock does not operate.
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31-21 Clock
Figure 2: ND Chronometer
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31-21 Clock
Figure 3: CFDIU Backup Time and Date
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31-21 Clock
Figure 4: Clock Components Location
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Controls and Indications

31-21 Clock
Figure 5: Normal Test Display
1 UTC / date display window. Display either:

Time in 24 hour format (hours, minutes and tens of minutes) or
Date (day, month and year).
2 ET / CHR display window. Display either:
Elepsed time (ET) up to 99 hours and 59 minutes or
Chronometer minutes up to 99 minutes.
3 Second pointer. Indicates chronometer seconds.
4 CHR pushbutton
1st push Starts chronometer and selects CHR display mode.
2nd push Stops chronometer.
3rd push Reset seconds pointer to 0 and enables ET display mode.
5 DATE pushbutton
1st push Selects date display mode
2nd push Selects UTC display mode.
6 ET switch
RUN Starts elapsed time.
HLD Stops ET counter. ET remains displayed.
RESET Resets ET counter to 0.
7 UTC switch
Enables setting of time and date. To set time:
Push DATE Pushbutton to display UTC.
Set UTC switch to HSD to slew hours.
Set UTC switch to MSM to slew minutes.
Set UTC switch to HLDY to hold time.
Set UTC switch to RUN (normal operating position) to start clock.
Display Test
Set the ANN LT switch to TEST. On the clock, the digital displays must show 8 (2
seconds on, 1 second off).
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Clock with GPS Initialization

31-21 Clock
Figure 6: GPS Cloc
GPS/INT/SET switch
A three-position selector switch identified GPS/INT/SET, located in the right middle section of the face of the clock, provides the three following functions:
GPS position: the time display is controlled by the GPS receiver
INT position: the time display is controlled by the clock internal time base
SET position: this position allows to set the clock internal time base
Time is indicated up to 23 hours 59 minutes and 59 seconds.
Setting of time and date

During setting of time or date, only the digits which are flashing can be set. The
other digits are unchanged.
Increasing Setting: by rotation of the SET pushbutton switch, located in the left
middle section of the face of the clock, clockwise.
Decreasing Setting: by rotating of the SET pushbutton switch, counterclockwise.
The minutes digits are flashing first when the selector switch is in the SET position,
then the hours digits when the SET knob is pressed once, then the years digits,
then the months digits and eventually the days digits.
Remark: It is possible to have the time of the day displayed again instead of the
day and month by pressing the DATE pushbutton switch once more.
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31-21 Clock
Figure 7: GPS Synchronized Clock Schematic
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Sequence and Rating

31-21 Clock
Figure 8: Word Format
Parameter sequence on the output bus is as follows :

(1) UTC in BCD format : label 125.
(2) UTC in BNR format : label 150.
(3) Date in BCD format : label 260.
(4) Equipment identification in HEX format : label 377.
The transmission rate is one parameter every 31.25 ms, the whole period being
125 ms.
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31-21 Clock
Figure 9: GPS Synchronized Clock
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31-32 CFDS
31-32 CFDS
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CFDS Presentation

31-32 CFDS
Printer
The PRINTER is used for printing failure messages automatically or on request.
General
The Centralized Fault Display System (CFDS) is a MAN / MACHINE INTERFACE
for maintenance purpose. The CFDS provides a central means to display or interrogate the BITEs (Built In Test Equipment) of the various electronic systems and
to initiate test from the MCDUs located in the cockpit.
The intelligence required for detecting the failures, processing the corresponding
maintenance data and formating the failure messages to be displayed on the
MCDUs is included in each avionics systems BITE.
ACARS
The ACARS (Aircraft Communication Addressing and Reporting System) is used
to send failure messages in real time to the ground via a radio VHF link.
Figure 1: CFDS Presentation
The CFDS includes:

The BITEs of all electronics systems.
The CDFIU (Centralized Fault Display Interface Unit) with a back-up channel.
CFDIU
The Centralized Fault Display Interface Unit (CFDIU) receives failure messages
from the aircraft systems. It memorizes and manages them.
Information is available in various reports. The CFDIU consists of two distinct
channels:
a NORMAL CHANNEL which ensures all the functions
a STANDBY CHANNEL which permits restricted operation when the normal
channel is faulty.
BITE
The BITE is a function incorporated in the computers which detects, localizes and
memorizes failures. All systems including a Built In Test Equipment (BITE) are
connected to the CFDIU.
ECAM
The ECAM monitors the aircraft systems. The warning information is delivered to
the Centralized Fault Display System.
MCDU
The MCDU is used by the CFDS to display and inerrogate BITEs and to initiate
system tests. You can only use the CFDS on one MCDU at a time.
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System BITE Philosophy

31-32 CFDS
Figure 2: System Bite Philosophy
BITE
Most aircraft systems are equipped with a Built In Test Equipment (BITE). The
BITE monitors permanently the system operation. It can also store and transmit
the detected failure. Each system computer includes a BITE circuit which detects
failures. When a failure is detected, it is stored in the BITE memory and is transmitted to the CFDS. Memorization of the 64 previous legs report is done by most
of the BITEs.
CFDS
The Centralized Fault Display System centralizes all information concerning aircraft system failures. Reading or printing of all the failure information is done in the
cockpit. The CFDS functions are accessed through the MCDU.
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Last LEG Report

31-32 CFDS
Figure 3: Post Flight Report
A Current Leg Report is elaboreted during the flight. After the flight, its title becomes Last Leg Report. All failures are reported in the same form and also indicate ATA reference and time of failure occurence. The CFDIU capacity for failures
memorization is up to 40 lines.
Last LEG ECAM Report

Warning messages coming from the ECAM are stored in the Current Leg ECAM
Report during the flight. After the flight, the title of this report becomes Last Leg
ECAM Report. The CFDIU capacity for warning message memorization is up to
40 lines.
Post Flight Report

The Post Flight Report is the sum of the Last Leg Report and of the Last Leg
ECAM Report. The Post Flight Report can only be printed on ground.
The list of ECAM warnings and fault messages with the associated time and ATA
reference allow the maintenance crew to make a correlation for easier troubleshooting.
Legend:
1. Post flight report (PFR) recording time.
Two times are recorded under GMT:
The first one is the beginning of PFR recording (engine start + 3 minutes) and
the second one is the end of PFR recording (80 kts + 30 sec).
2. Occurence counter
The number of identical and consecutive ECAM warning messages received
by the FWC is recorded in the LAST LEG ECAM REPORT (8 occurences
maximum).
3. Correlation function
This function correlates the source failure message with the resulting failure
messages.
SOURCE: Name of system affected by a failure.
IDENTIFIERS: Name of systems affected by an external failure which is correlated with the source failure.
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31-32 CFDS
Internal / External Failures
Memorization
Each BITE can make the difference between an internal and an external failure.
Memorization of failures is different when the aircraft is on ground or in flight.
Let us suppose that an angle of attack sensor failure has been detected and that
system A, B and C are affected by this failure.
The full BITE functions and memorization operate in flight. Internal and external
failures are stored in their flight memory.
The Air Data Reference system will transmit an INTERNAL FAILURE. System A,
B and C will transmit an EXTERNAL FAILURE.
On ground, only internal failures are stored in their ground memory. The BITEs are
provided with flight and ground memory zones.
Figure 4: Internal/External Failures
Figure 5: Memorization
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31-32 CFDS
Failure Gravity
Normal Mode - Menu Mode
The failures are classified according to their importance.
Two CFDS modes are available. NORMAL MODE is always active except on
ground when MENU MODE is selected.
Class 1 failures are the most serious ones and require an immediate maintenance
action subject to the minimum equipment list.
Class 2 failures may have consequences if a second failure occurs. A maintenance action is necessary at the next adequate opportunity.
Class 3 failures can be left uncorrected until the next scheduled maintenance
check.
Figure 6: Failure Gravity
Normal Mode
In this mode, the CFDIU scans all the connected system outputs and memorizes
the failure messages in order to generate the current (last) leg report and the current (last) leg ECAM report.
Menu Mode
In this mode, the CFDIU dialogues with one computer at a time in order to read
the contents of its BITE memory and initiate various tests.
This mode can only be selected on ground and interrupts the normal mode of operation.
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31-32 CFDS
BITE Philosophy
General
A system is composed of LRUs which can be: computers, sensors, actuators,
probes, etc. With the new technology, most of these Line Replacable Units (LRUs)
are controlled by digital computers. For safety reasons, these LRUs are permanently monitored, they can be tested and trouble shooting can be performed. In
each system, a part of a computer is dedicated to these functions. It is called Built
In Test Equipment (BITE). Sometimes, in multi-computer system, one computer is
used to concentrate the BITE data of the system.
BITE
During normal operation, the system is permanently monitored:
internal monitoring
inputs/outputs monitoring
link monitoring between LRUs within the system.
Fault Detection
If a failure occurs, it can be permanent or intermittent.
Isolation
After failure detection, the BITE is able to identify the possible failed LRUs and can
give a snapshot of the system environment when the failure occured.
Memorization
All the information necessary for maintenance and trouble shooting is memorized
in a Non Volatile Memory (NVM).
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31-32 CFDS
Figure 7: BITE Philosophy
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31-32 CFDS
Test
New Concept
The test function can be divided into 4 groups.
The BITE information stored in the system BITE memories is sent to a centralized
maintenance device. The manual tests (SYSTEM TEST and SPCIFIC TEST) can
be initiated via this centralized maintenance device.
Power Up Test
The power up test is first a safety test. The purpose of a safety test is to ensure
compliance with the safety objectives. It is executed only on ground after long
power cuts (more than 200ms). Its duration is a function of the system which is not
operational during the power up test. If the aircraft is airborne, the power up test
is limited to a few items to enable a quick return to operation of the system. The
typical tasks of a power up test are:
test of microprocessor
test of memories
test of ARINC 429 and various I/O circuits
configuration test.
Its main advantages are:

single interface location (cockpit)
easy fault identification
reduction of the trouble shooting duration
simpification of the technical documentation
standardization of the equipment
Figure 8: Bite Tests
Cyclic Tests
These tests are carried out permanently. They do not disturb system operation.
The typical tasks of a cyclic test (also called IN OPERATION TEST) are:
watchdog test (a watchdog is a device capable of restarting the microprocessor
if the software fails)
RAM test
Permanent monitoring is performed by the operational program (e.g. ARINC 429
messages validity).
System Test
The purpose of this test is to offer to the maintenance staff the possibility to test
the system for trouble shooting purposes. This test can be performed after replacement of a LRU in order to check the integrity of the system or sub-system. It
is similar to the power up test but it is more complete. It is performed with all peripherals supplied.
Specific Tests
For some systems, specific tests are available. The purpose of these tests is to
generate stimuli to various command devices such as actuators or valves. They
can have a major effect on the aircraft (e.g. automatic moving of flight control surfaces, engine reverser, etc.).
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System Types

31-32 CFDS
mits to initiate the test or reset. The discrete output indicates if the system is OK
or not.
Type 1 System
Most systems are type 1 systems. These systems can memorize failures occured
in the last 64 flight legs. Type 1 systems are connected to the CFDIU via an ARINC
429 input bus and an ARINC 429 output bus.
Example:
Transformer Rectifier Unit (TRU)
Figure 9: System Types
Single Computer
The first configuration in type 1 is a single computer. Example: VHF 1 Transceiver
Multi Computer
The second configuration in type 1 includes several computers in the same aircraft
system. One computer concentrates the maintenance data of the other computers.
Example:
FMGC and FAC with
FMGC 1 as A
FMGC 2 as B
FAC 1 as C
Duplicated System
A duplicated system includes two different subsystems in the same computer.
Example:
ADIRU with
ADR as subsystem 1
IR as subsystem 2
Type 2 System
Type 2 systems memorize only failures from the last flight leg. The discrete signal
is provided to initiate the test of the system.
Example:
Avionic Electronic Ventilation Computer (AEVC)
Type 3 System
Type 3 systems are simple systems linked to the CFDS by only two discrete signals. Type 3 systems cannot memorize failure messages. The discrete input per-
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Failures Classification

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Figure 10: Class 1 Failures
Class 1
Class 1 failures have an operational consequence on the flight. They are indicated
to the flight crew by means of the ECAM or local warnings.
You can display the class 1 failures on the MCDU:
in the LAST (or CURRENT) LEG REPORT
in the LAST (or CURRENT) LEG ECAM REPORT
Refer to the Minimum Equipment List (MMEL): GO / GO IF or NO GO
Class 2
Class 2 failures have no immediate operational consequence and can be displayed on request on the ECAM STATUS page by the MAINT status which only
shows the system affected by class 2 failure. No warning or caution messages on
the upper ECAM display and no local warning occurs.
You can display the class 2 failures on the MCDU:
in the LAST (or CURRENT) LEG REPORT
in the LAST (or CURRENT) LEG ECAM REPORT
Refer to the MMEL: GO without condition
Example:
Single smoke detector fault in Smoke Detection Unit (SDCU)
Class 3
Class 3 failures have no operational consequence. All aircraft systems remain
available.
You can display the name of the systems affected by at least a class 3 failure in
the AVIONICS STATUS.
Class 3 failures are failures detected by the CFDS which are not indicated to the
flight crew by the ECAM STATUS. Only the CFDS use allows to know the existence of class 3 failures. They can be left uncorrected until the next scheduled
maintenance check (at least before 400 hours or A check). Do not refer to the
MMEL.
AVIONICS STATUS displays on ground the title of the systems currently affected
by any failure class.
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Figure 13: Failure Classification
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CFDS Reports

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Figure 14: CFDS Menu
On ground, the following functions are available:

LAST LEG REPORT
Failures recorded during the last flight leg.
ECAM Warning/Caution messages seen by the crew during the last flight leg.
PREVIOUS LEGS REPORTS
Failures recorded during the 63 last flight legs.
AVIONICS STATUS
List in real time of the systems affected by an internal or external failure.
SYSTEM REPORT / TEST
Allows interactive dialogue with any computer to get detailed information on
system failures.
POST FLIGHT REPORT
Allows by single action, printing of LAST LEG REPORT + LAST LEG ECAM
REPORT.
In flight, only CURRENT LEG REPORT and CURRENT LEG ECAM REPORT are
available.
Note that the CFDS menu comprises two pages.
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Last Leg Report
The LAST LEG REPORT displays failure information delivered by the BITEs of the
aircraft systems. It can store up to 40 failures occured during the last leg.
Pressing the left line key adjacent to an entry allows access to the corresponding
SOURCE/IDENTIFIERS page.
The last leg report displays the internal failures (class 1 and class 2) only.
The SOURCE/IDENTIFIERS page displays the list of systems affected by the
source failure which is an external failure for them.

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On ground, the title of this item is LAST LEG REPORT. In flight, it is CURRENT
LEG REPORT.
When the report is displayed on several pages, an arrow appears on the top righthand corner. The NEXT PAGE key permits to see the following pages. If you select the NEXT PAGE key on the last page, you come back to the first page.
When you select the PRINT line key, all the LAST LEG REPORT is printed, even
if it contains several pages.
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Last Leg ECAM Report
The LAST LEG ECAM REPORT displays the list of ECAM warning messages sent
CFDIU by the flight warning computers. It can store up to 40 warnings occured
during the last leg.
On ground, the title of this item is LAST LEG ECAM REPORT, in flight it is CURRENT ECAM REPORT.

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DOCUMENTARY DATA appears on the print report:

the A/C identification
data and GMT
the flight number
the city pair
All the report is printed.
Figure 16: Last Leg ECAM Report
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At each new flight leg, the content of the LAST LEG REPORT is transferred into
the PREVIOUS LEGS REPORT. This report can store up to 200 failures over the
last 63 flight legs.
The PREVIOUS LEGS REPORT is displayed only on ground.

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Each failure message contains the same kind of data as the LAST LEG REPORT.
It also contains a flight leg counter relative to the previous flight.
(INTM) means that the failure has occurred intermittently.
When you make a print of the PREVIOUS LEGS REPORT, only the displayed
page is printed.
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Avionics Status
The AVIONICS STATUS presents the list of systems which are currently affected
by an internal or external failure. This function is only available on ground. The information presented is permanently updated.
The message contains the name of the system presently affected by a failure or a
NO DATA message when the related system bus is not active.

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The AVIONICS STATUS also indicates the class 3 failures. (CLASS 3) means that
the system is affected by at least one class 3 failure.
Note that there could also be class 1 or 2 failures.
When you make a print, all the AVIONICS STATUS report is printed even if it contains several pages.
Figure 18: Avionics Status
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System Report / Test
The SYSTEM REPORT/TEST function is available on the ground only. It enables
a dialogue between the CFDS and one system computer linked to the CFDS. The

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SYSTEM REPORT/TEST presents the list of all the systems connected to the
CFDS in ATA chapter order.
The SYSTEM REPORT/TEST varies depending on system type (Type 1, Type
2 or Type 3).
Figure 19: System Report/Test
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System Report/Test (Type 1 System)
Type 1 systems are the most common systems. The menu they present depends
on the system itself.

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This information is presented on MCDU in coded language (AIRBUS provides a

TSM 3 floppy disk for decoding).
Now, you are in MENU mode. The menu is transmitted by the system itself.
You talk directly with the system.
The menu includes three basic functions:
the LAST LEG REPORT
the PREVIOUS LEGS REPORT
the LRU IDENTIFICATION
and optional functions, depending on the system for example:
CLASS 3 FAULTS
TEST
GROUND SCANNING
Last Leg Report

This function presents the internal and external failure messages concerning this
system that appeared during the last flight. These failure messages contain the
name of the failed LRU associated with the time at which the failure occured and
the ATA reference.

This function presents the internal and external failure messages concerning this
system that appeared during the previous 64 flights.
The failure messages contain the name of the failed LRU associated with the time
and date at which the failure occured, the flight number (-01 to -64) and the ATA
reference.
LRU Identification
This function presents the part number of the LRUs.

This item presents complementary information concerning the failures for trouble
shooting at level 3 (engineering maintenance). These messages contain data constituting a snapshot of the system environment at the moment of the failure or contain parameters internal to the computer (aircraft configuration, valve position, ...).
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Figure 20: Type 1 System Report Test 1/2
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Figure 21: Type 1 System Report/Test 2/2
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Class 3 Faults
This item presents class 3 failure messages concerning this system that appeared
during previous flights. These failure messages contain the name of the equipment affected by a class 3 fault associated with the time, the date, the flight
number and the ATA reference.
Test
This item initiates system tests and displays the results on the MCDU.
The CFDIU transmits the code of the line key (TEST) to the system. The system
BITE executes its test and may display a wait message to the CFDIU when the
test lasts for a long time. At the end of the test, the BITE transmits the result to the
CFDIU for display.
Ground Scanning
This item presents the internal and external failures concerning this system and
which are present when the request is made (on ground only). This report is established by forcing operation of the BITE in system normal mode (same BITE operation as in flight).
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Type 2 systems present a menu with one basic function, the LAST LEG REPORT
and optional functions depending on the system.
You are in PSEUDO-MENU mode. The menu is transmitted by the CFDIU. You
do not talk directly to the system. The system permanently transmits its data on
the system bus and the CFDIU reads them except for the test. The menu includes
one basic function:
the LAST LEG REPORT
and optional functions depending on the system, for example:
TEST
CLASS 3 FAULTS
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Figure 22: Type 2 System Report/Test
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Type 3 systems present only one function on their menu. Type 3 systems have no
MENU mode. The available functions are displayed by the CFDIU.
The only possible functions are TEST or RESET. When you make a test or a reset,
the CFDIU initiates the test or the reset, receives the result and displays it on the
MCDLI.
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Figure 23: Type 3 System Report/Test
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Post Flight Report
ECAM WARNINGS display the LAST LEG ECAM REPORT.
The POST FLIGHT REPORT is the sum of the LAST LEG REPORT and of the
LAST LEG ECAM REPORT. It is only available on the printer.
FAULT MESSAGES display the LAST LEG REPORT.

You can send this report to the ACARS.
Figure 24: Post Flight Report
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GMT/Data INIT

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Figure 25: GMT/Date Initialization
The GMT/DATA INIT function is available only in case of clock failure and CFDIU
power interrupt.
In normal operation, the CFDIU receives the time from the clock. In the event of
main clock failure, the CFDIU transmits the time and the date using its internal
clock. Reinitialization of the time and the date will be only necessary after a power
cut-off. It shall be carried out on MCDU trough the GMT/DATE INIT function.
GMT and date are entered using the scratchpad.
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Backup Mode
The CFDIU is designed with a cold (normally not powered) BACK-UP CHANNEL
which is interfaced with the main A/C systems.
Engines
Engine Control Systems

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Inertial Reference Systems
The change over from MAIN CHANNEL to BACK-UP CHANNEL is done on

ground:
Either automatically by the CFDIU itself in case of a total failure (e.g.: failure of
the power supply of the main channel).
Or manually through the MCDU in case of minor failure (e.g.: interface cards).
BACK-UP MODE is a selectable item from the CFDS MENU.
Return to MAIN CHANNEL is obtained after a power interrupt greater than 1 sec
(not possible through the MCDU).
In flight, no function is available.
On ground, the only function possible is SYSTEM REPORT/TEST. This function
is available for the main systems only.
Here after is the list of the A/C systems connected to the CFDIU back-up channel.
Air Conditioning
Pressurization System
Autopilot
Autoflight and Flight Management System
Electrical Power
Main Electrical Generating System
Flight Controls
Electronic Flight Control Systems
Flap and Slat Systems
Indicating/Recording Systems
Flight Warning System
Electronic Instrument Systems
Flight Recorder System
Landing Gear
Landing Gear Control Systems
Brake and Steering Control Systems
Navigation
Air Data Systems
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Figure 26: Backup Mode
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ACARS / Print Program
An ACARS/PRINT PROGRAM function is available. It enables programming of
the FCDS reports transmission to the ACARS arid to the printer.

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When the CFDIU has not received any programming from the ACARS, the YES
or NO message is replaced by a blank.
The function written in green are delivered by the ACARS or the CFDIU.
They cannot be modified by the flight crew.
The function written in blue can be changed manually. If you select one of these
function, you will switch the YES message to NO and vice versa.
The POST FLIGHT REPORT is the sum of the LAST LEG REPORT and of the
LAST LEG ECAM REPORT. When the associated SEND is on YES, the POST
FLIGHT REPORT will be automatically transmitted to the ACARS at the end of the
flight (transition from flight phase 9 to 10, second engine shutdown).
The REAL TIME FAILURES provide, in real time, all the internal failure messages
delivered by the systems or created by the CFDIU (CURRENT LEG REPORT).
When the associated SEND is on YES, this data is automatically transmitted to the
ACARS, in real time.
The REAL TIME WARNINGS function provides, in real time, warning messages
sent by the Flight Warning Computers (CURRENT LEG ECAM REPORT). When
the associated SEND is on YES, the report is automatically transmitted, in real
time, to the ACARS.
The AVIONICS DATA function enables to send and/or print system pages available in the SYSTEM REPORT/TEST item. The printing or and sending is not automatjc: you must select the print line key displayed in the system page.
In the system pages, the PRINT messages cannot be modified. But when you print
and send the system pages, the PRINT ALSO SEHDW message appears in the
scratchpad.
The PRINT function associated to:
the POST FLIGHT REPORT
the REAL TIME FAILURES
the REAL TIME WARNINGS
Permits an automatic print of the report. The POST FLIGHT REPORT will be printed automatically at transition from flight phase 9 to 10 (second engine shutdown).
Upon power on, the last selected programmed functions are still present.
Functions delivered by the ACARS:
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Figure 27: ACARS Print Program
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Post Flight Report Filtering Function

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Figure 28: PFR Filtering Function
A new filtering function is installed to improve the Post Flight Report (PFR) efficiency by reducing the number of spurious maintenance messages.
Using the feedback data coming from the airlines or the data coming from laboratory or flight tests, AIRBUS establish and keep up-to-date a spurious maintenance message data base. For the moment, this data base is included in a paper
document, the SIL 0028. This document is updated and transmitted to the airlines
every 3 month.
It has to be noticed that the SIL is an envelope data base; that means that the
SIL includes the spurious messages concerning every possible P/Ns from every
vendor. It is the airline responsibility to select the items (P/N + vendor) applicable
to its fleet configuration in order to manually filter the Post Flight Report.
This function allows the airlines to insert customized criterias for each PFR message, in order to generate a filtered Post Flight Report containing only the messages needing a maintenance action.
This messages filter is uploaded in CFDIU through:
a PC and an adapter software for the elaboration of the customized criterias
and storage of these criterias on a disk.
a Portable Data Loader for the uploading of these criterias in CFDIU Post Flight
Report.
This filtered Post Flight Report concerns only the manual and automatic PRINTER and ACARS transmission. The MCDU display continue to present a complete
Post Flight Report.
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Figure 29: PFR Filter Program
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Figure 30: Non Filtered PFR
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Figure 31: Filter Data Base

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Figure 32: Filtered PFR
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CFDS Flight Phases

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F - After 80 KTS and Before Lift-Off
In flight, the full BITE functions are operative. Transmission and storage of internal
and external failures for type 1/2/3 systems in their flight memory.
After 80 kts. type 1 systems receive signal from the CFDIU and then store all internal and external failures in the flight memory.
Type 1 systems store internal and external failures in their flight memory.
Type 2 systems store internal failures in their ground memory (still on ground).
B - Between Touchdown and 80 KTS + 30 Seconds
G - After Lift-Off and in Flight
This phase differs from the previous one because type 2 systems are now on
ground and store only internal failures in their ground memory while type 1 and 3
systems are still considered in flight.
The fault memories in type 2 systems are erased at each ground/flight transition.
Transmission and storage for internal and external failure for type 1/2/3 systems in their flight memory.
A - In Flight and Before Touchdown
C - Between 80 KTS + 30 Seconds and 5 Minutes After Engine

Shutdown
In this phase, the storage of failures is done in the ground memory for all the systems.
Storage of internal failures of all systems in their ground memory.
All CFDS functions are available on request.
D - Between 5 Minutes After Engine Shutdown and First Engine Start

Note that when the aircraft power supply is turned on, the CFDS starts in this
phase. information of the last flight is always there because stored in non-volatile
memory.
Storage of internal failures of all systems in their ground memory.
All CFDS functions are available on request.
Transmission of last flight failures for type 2 systems, even after electrical power restart.
E - After First Engine Start and Before 80 KTS

At engine start, the content of the last leg report is stored in the previous legs report. The number is then incremented.
Type 1 systems store internal failures in their flight memory.
External failures are not stored.
Type 2 systems store internal failures in their ground memory (still on ground).
Transfer of the LAST LEG REPORT into the PREVIOUS LEGS REPORT is done
at engine start, both in the CFDS and in type 1 systems.
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Figure 33: Failure Storage 1/2
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Figure 34: Failure Storage 2/2
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Figure 35: Reports Availability 1/2
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Figure 36: Reports Availability 2/2
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Flight / Ground Condition Elaboration

For Type 1 Systems
Flight/ground information for type 1 systems are taken in priority from the CFDIU
and as a secondary source from the Landing Gear Control and Interface Unit
(LGCIU) or other systems if the CFDIU fails. The secondary flight/ground information is used to prevent test activation in flight.
Type 1 systems receive flight/ground information from the CFDIU through a data
bus. They also receive a flight/ground discrete signal from the LGCIU.
For Type 2 Systems

Type 2 systems receive flight/ground information from one or several discrete signals. They receive a discrete signal elaborated by the LGCIU or other systems.
For Type 3 Systems

Type 3 systems do not receive any flight/ground information.
For type 3 systems, the CFDIU manages differently data depending on its own
flight/ground condition.
For CFDIU
The CFDIU elaborates its on flight/ground condition using the flight phases transmitted by the FWC and a discrete signal from the LGCIU.
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Figure 37: Flight/Ground Condition
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Figure 38: CFDS Block Diagram
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CFDIU Functions
Interfaces
Main Functions
Clock

31-32 CFDS
The CFDIU stores the failure messages and the ECAM warning messages in a
Non Volatile Memory.
The CFDIU permanently receives the GMT and the date from the aircraft clock
end then sends these two parameters to all type 1 systems. The GMT and date
are used by the system BITEs as well as the CFDIU for the various maintenance
reports.
Management
FAC (Flight Augmentation Computer)
Memory
The CFDIU manages failure information and adds data such as GMT, DATE, ATA
chapter, LEG, FLIGHT PHASE to elaborate reports.
Correlation
If a computer internal failure is detected, the CFDIU achieves a correlation function that means it isolates or ignores the malfunctions of systems relating to this
failure.
Example: ADC FAILURE causes NO DATA FROM ADC in other computers.
The CFDS will present only the initial failure in the last leg report.
The CFDIU receives the flight number and city pair from the FACT. The city pair
(FROM/TO airport) is sent to the Management Unit (MU) of the ACARS and to the
Data Management Unit (DMU) of the AIDS.
EDIU (Flight Data Interface Unit, Flight Recorders)

The CFDIU receives the aircraft identification from the FDIU and sends this parameter to all type 1 systems. The CFDIU is used as an interface between the
FDIU and the FWC to send some FDIU class 2 failures to the FWC in order to constitute the maintenance status.
EWC (Flight Warning Computer, ECAM)
The Function IDENT will then present the systems affected by this failure.
Monitoring
The CFDIU scans permanently all input buses in order to detect a transmitted failure message.
The CFDIU receives the flight phases and ECAM warnings from the Flight Warning Computer. The ECAM warnings are used by the CFDIU to generate the LAST
or CURRENT LEG ECAM REPORT. Only PRIMARY failures, INDEPENDENT
failures and CLASS 2 failure messages (maintenance status) are received.
The CFDIU detects intermittent operation of the system and adds (INTM) to the
failure message.
The CFDIU counts the number (maximum 8) of identical and consecutive ECAM
warning messages and records it in the LAST LEG ECAM REPORT.
Detection
DMU (Data Management Unit, AIDS)
The CFDIU can detect the natur of the failure by reading the ARINC words.
Nature of failures:
Internal Ex: SDAC FAULT
External Ex: FWC 1: NO DATA FROM ADIRU 1
Intermittent (INTM) added
Class 3 (CLASS 3) added
Message requiring more investigation with the help of the trouble-shooting
manual. Ex: CHECK LGCIU-PHC1
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The CFDIU is used as an interface between the Data Management Unit (DMU)
and the Flight Warning Computer (FWC) to send some DMU class 2 failures.
DMU class 2 failures are used for the maintenance status on the ECAM.
DMC (DispIay Management Computer, EIS)

The CFDIU receives the engine serial number from the Display Management
Computer (DMC) and sends this parameter to the Engine Vibration Monitoring
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MU (ACARS Management Unit)

The ACARS Management Unit (MU) receives the city pair from the Flight Augmentation Computer (FAC) through the CFDIU.
EVMU (Engine Vibration Monitoring Unit)

The EVMU receives the engine serial number from the Display Management
Computer (DMC) through the CFDIU. The DMC receives it from the Engine Control Unit (ECU).
Abnormal Operation
Clock Backup
If the aircraft clock fails, the CFDIU takes over and its internal clock sends GMT
and DATE on the output bus to all type 1 systems. Upon power-on after A/C clock
failure, the item UGMT/DATE mit is added to the CFDS menu. This option enables
GMT and date initialization.
Backup Mode
In BACKUP MODE, only the main computers are available and only the SYSTEM
REPORT/TEST function is available.
In the event of main channel failure:
If this failure is serious (power supply or microprocessor) the standby channels
takes over. Only BACKUP MODE is displayed on the CFDS menu. No function is available in flight.
If this failure is minor, the item BACKUP MODE is added to the CFDS menu.
This enables access to the standby channel. The normal channel remains
available.
CFDIU Failure
When the CFDIU is affected by an internal failure, the message CFDIU is displayed on the ECAM MAINTENANCE STATUS page.
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CFDIU Interfaces

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Pin Program by Bus
Input Buses
The CFDIU has several ARINC 429 input buses to receive failure messages from
type 1 and type 2 systems. In addition, there are 3 specific buses which do not carry failure messages (clock, MCDU 1, MCDU 2).
86 ARINC 429 input buses from 73 type 1 systems and 13 type 2 systems.
With the data configuration sent by some systems, the CFDIU can detect the presence of:
VHF3, HF1, HF2, ADF2, MLS1, MLS2 from AMU
WBS1, WBS2, RADAR2 from DMC
TPIS, AFT CARGO HEATING, FWD CARGO HEATING from FWC
VACUUM TOILET from CIDS
Output Buses
The CFDIU is fitted with 4 ARINC 429 output buses to send data to various type
1 systems, including MCDU1, MCDU 3, DMU, MU and printer.
Discrete Inputs
The CFDIU has several discrete inputs. Some inputs receive failure messages
from type 3 systems, the others are dedicated to pin programming, backup commutation and flight/ground signals.
17 discrete inputs, including type 3 systems, pin programs and flight ground signal.
Discrete Outputs
The CFDIU has discrete outputs to send data to various type 2 systems and type
3 systems.
18 discrete outputs to type 2 and 3 systems.
Provision
In addition, the CFDIU has provision for some input buses, discrete inputs, discrete outputs.
Pin Program by Discrete

Due to the fact that the CFDS is linked to many systems and that airlines can get
optional equipment, the CFDIU must know the right aircraft configuration in order
not to regard lack of equipment as a failure. So, to know the aircraft configuration,
the CFDIU uses the pin programming by discrete signals. With the corresponding
pin connected to the ground, the presence of MU, DMU, PRINTER, RMP 3, HUDC
can be detected.
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Figure 39: CFDS Interfaces
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Figure 40: CFDS Component Location
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Data Flow to the CFDIU

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Figure 42:
Systems Connected Directly to the CFDIU

BACKUP: Backup mode connection
TEST PLUG: Test plug connection
Figure 41:
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Figure 43:

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Systems Connected to the CFDIU through another System

Figure 44:
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Figure 45:

31-32 CFDS
Systems not Connected to the CFDIU

The cockpit voice recorder (CVR) is tested independently from the test pushbutton
on the cockpit overhead panel.
Figure 46:
Systems Connected for other than Fault Data

Figure 47:
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CFDIU Bite and Test Description

31-32 CFDS
The CFDIU monitors itself and approximately 130 inputs.
General
The Centralized Fault Display Unit performs several tests to isolate any failure or
failed component. The tests performed by the CFDIU are:
Power up test
MCDU test
In Operation test.
Basically, the two conditions which generate a fault message are:

CHECK (LRU) Ex: CHECK FAC 1
NO (LRU) DATA Ex: NO FAC 1 DATA
A CHECK message means further analysis of the system is required.
A NO DATA message means there is no signal on the bus.
Figure 48: CFDIU Test Logic
Power Up Test
The power up test starts automatically when electrical power is applied to the
CFDIU. Conditions:
The aircraft must be on ground
The power supply must be cut off for at least 5 seconds.
The test checks the integrity of the internal functions of the CFDIU.
The duration of this test is about 60 seconds. During this time, the CFDS menu on
the MCDU is not available.
In case of failure, during power up, CFDIU is displayed on the ECAM.
You have to dialog with the CFDIU menu by selecting the POWER UP TEST RESULT function in order to get more information about the failure.
MCDU Test
The MCDU test is activated by pressing the GROUND SCANNING key.
Condition: The aircraft must be on ground.
This GROUND SCANNING function allows to display the internal and external failures which affect the systems. The detected failures are not memorized. This
check takes 50 seconds to scan all the subscribers.
In Operation Test
During the operational test, all the internal and external components are monitored. The internal components are:
CFDIU (normal and back-up channels including all functions), clock and printer.
The external components are all the system computers and data reporting to
CFDS and MCDU 1 or 2.
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Figure 51: System Report Test
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Figure 52: LRU Identification
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Figure 53: Ground Scanning
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Figure 54: Power Up Test Result
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DFDRS Presentation

31-33 DFDRS
Control Panel
The SSFDR is supplied in the same conditions as the Cockpit Voice Recorder.
The Ground Control (GND CTL) pushbutton enables the SSFDR to be supplied
when the aircraft is on the ground before engine start for maintenance and test
purposes. To prevent the erasure of stored data you must not unnecessarily activate the override function of the power interlock.
The basic DFDRS components are:

Flight Data Interface Unit (FDIU)
Solid State Flight Data Recorder (SSFDR)
Linear Accelerometer (LA)
Control Panel
Event Marker Button
Linear Accelerometer
The minimum equipment of a basic DFDRS must be installed on each aircraft.

This is to meet the requirement of the authorities for recording of mandatory parameters.
The Linear Accelerometer (LA) is located close to the aircraft center of gravity. The
LA measures the acceleration of the aircraft in all three axes (X,Y,Z). It sends the
analog signals to the SDACs which convert them.
SDAC
FDIU
The Flight Data Interface Unit (FDIU) is the heart of the flight recording system.
This system receives, formats and records most of the aircraft flight parameters.
The FDTU acquires, formats and supplies the SSFDR with various critical flight
parameters and system data.
SSFDR
The Solid State Flight Data Recorder (SSFDR) stores system data in CMOS EEPROM devices in a crash and fire protected housing. The recorder has the capability to store all data which the FDIU has collected over the last 25 hours. The
SSFDR status signal is sent to the SDAC. It is also sent to the CFDS through the
FDIU.
The SDAC digitalizes the analog signal of the linear accelerometer and then sends
it to the FDIU. In case of malfunction of the CFDS, status messages from FDIU
and SSFDR are sent directly via SDAC to the ECAM screen.
Event Pushbutton
An EVENT pushbutton is installed to store an Event Mark on the SSFDR memory.
The EVENT pushbutton is located on the cockpit center pedestal.
System
The FDIU is connected to system computers to collect the basic parameter set.
The following system computers are connected to the FDIU:
CLOCK
FWC 1/2
DMC 1/2
FCDC 1/2
BSCU
CFDIU for system test and failure data
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Figure 1: DFDRS Overview
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Figure 2: DFDRS Block Diagram
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DFDRS Interfaces
On Ground
ARINC 429 Inputs
The SSFDR is automatically supplied when the aircraft is on ground with one or
both engines running.
Most information is given to the FDIU through ARINC 429 buses. The FDIU receives 12 ARINC 429 buses and it has provision for 4 additional input buses.
ARINC 429 Outputs

The output bus is used for BITE information and test operation. The FDIU has one
ARINC 429 output bus.
Discrete Inputs
54 inputs are provided for aircraft identification coding. In addition, 2 inputs are
provided for SSFDR BITE and EVENT MARKER information.
Discrete Outputs
The discrete outputs are used by the SDACs for display of a fault condition on the
ECAM. The following messages can be displayes on the ECAM:
The SSFDR continues to run up to five minutes after 2nd engine shutdown.
Five minutes after the second engine shutdown, the SSFDR supply is automatically cut off.
Manual Mode
With the aircraft on ground and both engines shutdown, when you press the
RCDR/GND CTL pushbutton the recorder is supplied. When you release the
RCDR/GND CTL pushbutton, the blue ON light comes on and the SSFDR stays
supplied. The override function supplies the SSFDR until the RCDR/GND CTL
pushbutton is pushed again or the automatic power interlock becomes active.
If one engines is started the blue ON light goes off and the SSFDR is automatically
supplied.
Recorder DFDR Fault

Recorder FDIU Fault
Harvard BI-Phase Output

This bus enables the transmission of data from the FDIU in order to store it on the
SSFDR. Data is transmitted in HARVARD bi-phase format.
Harvard BI-Phase Input

This bus is used to verify stored data. The FDIU receives feedback data through
this serial data link.
Audio Output
A time reference for synchronization of SSFDR and CVR is output as an audio signal (frequency shift 4193 Hz = logic 0, 3607 Hz = logic 1).
DFDRS Operation
IN Flight
The SSFDR is automatically supplied when the aircraft is in flight with engines running or not.
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Figure 3: SSFDR Power Interlock
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Figure 4: DFDRS Component Location 1/2
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Figure 5: DFDRS Component Location 2/2
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FDIU Bite and Test Description

General
The Flight Data Interface Unit performs several tests to isolate any failure or failed
component. The FDIU tests both internal and external data availability.
The tests performed by the FDIU are:
Power up test
MCDU test
In Operation test

31-33 DFDRS
the operation of the memories

the microprocessor
the logic gate arrays
the power supply circuitry
the input/output interface
the SSFDR playback signal
Any faults of the FDIU, the SSFDR and the accelerometer are class 2 failures. All
the other failures are class 3.
Figure 6: FDIU Test Logic
Power Up Test
FDIU.
Conditions:
The aircraft must be on ground with engines off.
The power supply must be cut off for more than one second.
The test checks the integrity of the operational capability of the FDIU and the SSFDR playback signal. The duration of this test is 10 to 25 seconds. In case of failure during aircraft power up, the message RECORDER FDIU FAULT is displayed
on the ECAM. You have to dialog with the FDIU through the CFDS in order to get
more information about the failure.
MCDU Test
power-up test.
Conditions:
The aircraft must be on ground with the engines off.
There are two selections CREATETEST and GROUND SCANNING.
The CREATE TEST is identical to the power up test.
The GROUND SCANNING function presents the internal and external failure
messages concerning the system which are present when the request is made.
ThIs test has to be performed at the installation of SSFDR and FDIU.
In Operation Test
During the In Operation test the FDIU monitors:
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Figure 8: FDIU Test
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Enhanced FDIMS (Flight Data Interface and

Management System) of the A320 Family

31-33 DFDRS
DFDRS Function.
General
The Digital Flight Data Recording System (DFDRS) is a part of the Flight Data Interface and Management System (FDIMS). The FDIMS integrates:
- The Digital Flight Data Recording System (DFDRS) and
- The Aircraft Integrated Data System (AIDS). Refer to Chapter 31-36-00 for details.
The FDIMS is controlled by the Flight Data Interface and Management Unit
(FDIMU).
The main function of the DFDRS is to convert various critical flight parameters into
a recordable form and to record them on a Digital Flight Data Recorder (DFDR).
The stored data is also applicable to monitor the condition of the connected aircraft
systems. The system design covers the basic DFDRS. This includes the units and
parameters which are necessary for the mandatory requirements and an additional part to standardize the installation for different customers.
System Description
The FDIMS is controlled by the FDIMU. The FDIMU puts together the functions of
DFDRS and the AIDS into a single Line-Replacable-Unit (LRU). These two functions are controlled inside the FDIMU by two separate processor-units (FDIU-part,
DMU-part), which operate independently from each other. An internal data-bus
does the data-transmission from the FDIU-part to the DMU-part.
The FDIU-part collects all critical flight-parameters from various A/C-systems and
sends it to the DFDR. The FDIU-part converts the flight parameters and sends
them in serial digital format to the DFDR. These flight-parameters are stored to the
DFDR (and to the QAR, if installed) in data-frame cycles.
At the same time the FDIU-part sends an audio signal encoded in GMT-information to the Cockpit Voice Recorder (CVR).
The three-axis Linear Accelerometer (LA) is installed between Frame 42 and 45
under a floor panel of the passenger compartment (center of gravity of the A/C).
The LA generates acceleration data in analog format. The analog information from
the LA is sent to the System Data Acquisition Computer (SDAC). The SDAC converts this information to a digital format and sends it via an ARINC-429 data-bus
to the FDIU-part. The FDIU-part sends these acceleration data to the DFDR together with the other flight-parameters. On each flight the FDIU-part makes an integrity check of the acceleration-parameters.
The status of the DFDR and the status of the FDIU-part (failure/no failure) is monitored by the SDACs. If a failure occures, it is shown on the ECAM display.
For maintenance and test of the DFDRS, the FDIU-part is connected with the Centralized Fault Display Interface Unit (CFDIU) of the Centralized Fault Display System (CFDS).
AIDS Function (Ref. 31-36-00)

System Architecture
The basic DFDRS Components are:
- The FDIMS is connected to different A/C-systems and receives data in discrete

and digital format.
- A Flight Data Interface Management Unit (FDIMU) (FDIU-Part)
- The FDIMS can transmit reports to the Aircraft Communication Addressing and
Reporting System (ACARS) and to the printer in the cockpit.
- A Linear Accelerometer (LA)
- Via the MCDUs in the cockpit, it is possible to control the FDIMS and to see system-reports.
- A Event Marker Button (EVENT).
- A PCMCIA-Interface is integrated in the FDIMU to upload application-software

and to download AIDS-reports with a notebook-computer.
- It is also possible to load the application-software of the FDIU- and DMU-part via
a Portable Data Loader (PDL) or a Multipurpose Disk Drive Unit (MDDU)(if installed) in the cockpit.
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- A Digital Flight Data Recorder (DFDR)

- A Control Panel (CTL PNL)
The minimum equipment of a basic DFDRS (FDIMU, DFDR, LA, CTL PNL and
EVENT) must be installed on each aircraft. This is to meet the requirement of the
authorities for recording of mandatory parameters.

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Figure 9: FDIMU Interfaces (FDR Part)
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Figure 10: FDIMU Interfaces (DMU Part)

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31-33 DFDRS
Flight Data Interface And Management Unit (FDIMU)
The processor circuitry of the FDIMU is supplied with discrete and ARINC 429 parameters. The inputs are protected against overvoltage and wiring inversion. The
processor circuits also filter, amplify, isolate and convert the input signals.
The FDIMU is a microprocessor controlled unit, used for the collection of discrete
and digital A/C parameters and for their conversion to a recordable form. The
FDIMU puts together the functions of the DFDRS and the AIDS. It has two internal
main parts. These parts are:
The discrete input data are mutiplexed (1 receiver) and the status of these signals
is stored and updated in the memory. The discrete output data is available through
the output interface. These signals are output in case of initialisation and if an output status must change.
- The FDIU-part, which controls the DFDRS
The received ARINC 429 parameters are multiplexed and stored in the respective
memory, controlled by input port, label and SDI. The ARINC 429 transmitter sends
the BITE data from the DFDRS to the CFDIU. The recorder data for the DFDR and
QAR (if installed) are generated by the microprocessor and output through the
harvard biphase ralated bipolar RZ interface.
- The DMU-part, which controls the AIDS (Refer to 31-36-00).

If more than one data bus with the same content, e.g. SDAC 1 and SDAC 2, is
connected to the FDIU-part, the data from system 1 is recorded on the DFDR. This
is as long as the appropriate SSM bits are valid and the data is updated. Invalid
data from system 1 is replaced with the appropriate data from system 2. If one system has bad SSM bits or unrefreshed data, data from the other system are recorded. If no valid data is available for the DFDR recording, then related data bits are
set to zero and in the next mainframe period the respective data bits are set to one.
The FDIU-part can record five different versions (frames) of parameters on the
DFDR. The selection for one version is made by the A/C Pin-Programming. If a
version is not set, the FDIU-part uses the code from the last flight. In case of missing information from the last flight, the FDIU-part works with Version 2 (CFMI
frame) and record speed 128 W/s. The five record versions fulfil the different authoritie's requirements.
FDIMU (FDIU-Part) Functions

The software controlled functions of the FDIMU (FDIU-part) are as given below:
- Collect and format various critical flight parameters and supply the DFDR with
these data for recording.
- Supply a QAR (if installed) via a separate output with the same data frame as the
DFDR.
- Supply a PCMCIA media with the same data frame as the DFDR.
- Supply an audio output, which is encoded with the GMT times to the CVR.
The time reference for the Cockpit Voice Recorder (CVR) through AMU is generated and synchronized by the DFDR and output as an audio signal (frequence
shift 4193 Hz = logic 0, 3607 Hz = logic 1).
The microprocessor generates the output formats for the DFDR/QAR and controls
the RS 232 interface. The processor updates the data frames according to the received parameters. The whole data processing and interface control is managed
on the processor board and the I/O board assembly.
Verification of DFDR Playback Data

To verify the recorded data, the FDIMU (FDIU-part) receives playback data from
the DFDR via a serial data bus. The sync word is checked every 64th/128th/256th
input for the proper sync pattern. If a defective sync pattern is detected, the DFDR
PLAYBACK fault flag will be written into the fault memory of the FDIMU (FDIUpart). The FDIMU also accepts DFDR data without playback.
Identification of Location
The FDIMU recognizes its location on different aircraft by decoding the aircraft
identification and aircraft type, the fleet and the DFDR format version. Parameter
selection and data processing depends on this identification code. This information is input to the FDIMU through 54 discrete input lines.
- Do an integrity check for the acceleration parameter for each flight.

- Communicate with the CFDS for maintenance.
- Communicate via a test connector with a portable test equipment.
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Figure 11: FDIMU

31-33 DFDRS
Mandatory Parameter Integrity Check

The FDIMU (FDIU-part) does a mandatory parameter integrity check during the
flight. The results are stored in a nonvolatile memory and recorded on the DFDR
and the QAR (if installed). The three parameters shown below are checked during
the flight phase 'ENG SHUT DOWN'.
-Normal Acceleration: Average for 8 sec 1 +/- 0.2 g - Lateral Acceleration Average for 8 sec 0 +/- 0.1 g -Longitudinal Acceleration Average for 8 sec 0 +/- 0.1
g. The test condition is 15% less than N2 for all engines. The valid value is available for 8 seconds. The check is done once per second. When the flight phase
and test condition criteria are achieved, the valid value must be true for at least
one second for a pass result, otherwise the integrity result is flagged as failed. If
the test is failed, it is processed as a Class II failure and the bit 17 in the coded
information label 350.00 is set to one.
The internal Class II fault ACCELEROMETER (6TU) is only detected on ground.
To avoid the lost of the failure from the DFDRS LAST LEG CLASS REPORT this
failure is copied from the ground memory corresponding to the end of current leg
into the flight memory corresponding to the beginning of the new leg. This failure
is stored, transmitted in normal mode and available via CFDIU menu after landing.
Test Connector
To enable the connection of a Portable MCDU or a Portable Data Loader (PDL),
a test connector is installed on the front panel of the FDIMU. The interface for test
and program is RS 232.
DFDR-CVR Synchronization
The full 32 data bit word received from the GMT clock bus (label 150) is used to
generate a frequency modulated output. This time code word is send to the CVR
via audio output at a rate of 768 bit/second every 4 seconds (at a beginning of
each data frame) with LSB transmitted first.
Digital Flight Data Recorder (DFDR)

The DFDR is a solid state flight data recorder in compliance with ARINC 717. The
DFDR stores all aircraft information in CMOS bulk erasable EEPROM (Flash
Memory IC) devices. Being a solid state device, the DFDR has no moving parts.
The recorder has the capability to store all data which the FDIMU has collected
over the last 25 hours. It is possible to get a storage capability of greater than 25
hours if the correct combination of DFDR capacity and data rate are used.
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DFDR Functions

31-33 DFDRS
Figure 12: FDIMU
The DFDR stores digital flight data in a crash protected solid state memory. This
solid state memory consists of a number of Flash EEPROM devices which will
keep their contents if the power is removed. The DFDR is able to receive 64, 128
or 256 words/sec series messages (ARINC 747 format) from the FDIU-part of the
FDIMU. The data is recorded in 32K-Word Blocks divided in 512 logical pages of
64 words each. The first two pages contains header information (partition, channel
and block number) and a bad page map. The remaining 510 pages stores the
flight data. The SSFDR software monitors the correct recording operation continuous and an incorrect function will be memorized (BITE). The recording duration
of the recorder is minimum 25 hours under normal flight conditions. After the aircraft has landed, the memorized data can be down loaded for analysis.
Underwater Locator Beacon (ULB)

An ULB is attached directly to the front-panel of the DFDR. The ULB transmits a
radio-signal. The ULB starts its operation if it gets in contact with water. It has a
detection range of 1800 to 3600 meter. The ULB operates in water down to a
depth of 6000 meter. You can service the ULB without disassembly of the DFDR.
Maintenance has to be done at set times to replace the battery of the ULB.
Linear Accelerometer (LA)

The task of the LA is to measure the acceleration of the aircraft in all three axis.
The acceleration force moves a pendulum in the sensing mechanism. A proximeter senses the movement which generates a signal proportional in amplitude to the
movement. A servo-amplifier amplifies the signal to excite a torque coil installed
on the pendulum. The current which flows through the torque coil produces a force
which is directly proportional to the acceleration force. The voltage drop across a
load resistor connected in series with the torque coil is an accurate analog signal
of the acceleration and gives the input signal to the SDAC. The null offset circuit
lifts the null output signal to the required level. At no acceleration, the lateral and
longitudinal axis output signal is 2.6 V DC and the vertical axis output signal is 1.8
V DC.
Range of measurement:
Vertical axis (z) = -3g to +6g
Longit. axis (x) = -1g to +1g
Lateral axis (y) = -1g to +1g
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31-35 Printer
31-35 Printer
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Presentation
Printer Capability
The printer provides onboard printouts of various aircraft systems such as
ACARS, FMGC1 and 2, AIDS, CFDIU and EVMU.
The printer is capable to print 80, 64, or 40 characters per line format. It provides
a storage capability of 8 Kbytes and is able to generate 120 forty-character-lines
per minute.

31-35 Printer
No inhibit mode
Door closed
No out of paper
Internal circuitry
Power supply circuitry
Operating temperature
In case of one of those malfunctions a message is sent to the Centralized Fault

Display Interface Unit (CFDIU).
Users
Data to be printed is formatted within the various system users. The printer determines which input is active and switches on each system in order of their priorities.
Manual Print
In manual mode, prints are triggered from the Multifunction Control and Display
Unit. The MCDU initiates printing of data displayed on MCDU screen or stored in
system reports.
Automatic Print
Some reports are automatically printed provided that the automatic printing function has been programmed in the corresponding system computer.
Ex: Automatic printing of the CFDS POST FLIGHT REPORT upon engine shutdown.
Inputs
Data is transmitted via low speed ARINC 429 buses, one at a time using a hand
shake protocol (ARINC 740). 12 Inputs are available on the printer, but only six
are allocated. Input 1 has the highest priority, input 12 has lowest one.
Outputs
The printer has a single ARINC 429 outputs bus to control the various connected
systems.
Monitoring
The printer provides continuous monitoring of critical internal parameters.
Monitored parameters:
No buffer overrun
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31-35 Printer
Figure 1: Printer Block Diagram
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31-35 Printer
Printer Paper Loading

Note that red stripes on the paper indicate end of roll. Simple one hand in flight
or on ground paper roll loading allows 90 feet printing, 3 rolls being stowed on the
left rear cockpit wall.
Paper Loading Procedure

a) Push the SLEW pushbutton (4). This removes the remaining paper from the
printer. Open, safety and tag the PTR/SPLY (J/21) C/B.
b) Turn the locking system (3). Door is released. Lift the door (2).
c) Move the empty roll (5) from the right to the left to disengage it from its support (7).
d) Clean the remaining paper off the paper cutter (1).
e) Install the new roll of paper on its support (7). Make sure that the roll of paper turns correctly.
f) Manually engage the end of the paper under the drive roller (6). Pull the paper to the slot of the paper cutter (1) in the direction shown on the self-adhesive labels.
g) Close the printer door (2). Remove the safety clip and tag and close the circuit breaker. The paper has been changed.
Using the SLEW pushbutton move the paper out of the slot of the paper cutter and
cut off the unwanted paper.
Test
The functional test is not available on the A/C but only at the shop. To check the
printer, do a print-out and compare it with the page on the MCDU.
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31-35 Printer
Figure 2: Printer Paper Loading
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31-36 AIDS
31-36 AIDS
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31-36 AIDS
AIDS
Aids Purpose
The Aircraft Integrated Data System (AIDS) is designed to monitor, to store and to
display or print aircraft system parameters.
The aircraft system parameters are used for:
Trouble-Shooting
Condition monitoring
Data Management UNIT (DMU)

The Data Management Unit collects parameters from various aircraft systems and
processes these data which are used for various aircraft condition reports.
It is the heart of the Aircraft Integrated Data System.
Aircraft Systems
Engines, APU and aircraft parameters are sent to the DMU for data processing.
Digital AIDS Recorder

The Digital Aids Recorder records parameters delivered by the OMU on a optical
disk.
Multipurpose Control and Display UNIT (MCDU)

The MCDUs are connected to the DMU, and are used to display data and to program the system.
The AIDS system uses only one MCDU at a time.
Printer
The printer is used to print A109 reports and most MCDU AIDS displays.
The printer can be controlled either from the MCDU or from a remote print button
on the center pedestal.
Aircraft Communication Addressing and Reporting System (ACARS)

The DMU is connected to the Management Unit (MU) of the Aircraft Communication Addressing and Reporting System (ACARS).
The ACARS sends reports to a ground station using radio transmission.
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31-36 AIDS
Figure 1: AIDS Block Diagram
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Figure 2: AIDS Components Location
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31-36 AIDS
Aids Pages Hierarchy

The following schemes summarize the main functions of MCDU application for the
ACMS A320/321 and their hierarchy.
Figure 3:
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31-36 AIDS
Initial Menus
After the main menu is displayed, the operator may choose to work with AIDS system. He has then to select the AIDS select key. He can return to the main menu
at any moment by pressing the MENU mode key.
After an AIDS selection, the AIDS initial menu is then displayed.
All lines are used to display other menus except line 6.
No return is provided. The only way to exit DMU communication is to press the
MCDU key.
Manual Start/Stop of the DAR

Each depression of the key LSK 6R shall toggle the running/stoppped status of the
DAR.
The DAR manual start is only possible if the status DAR FAILED is not present.
The status DAR = XXXXXXX is in white characters.
The START/STOP indication and the star beside are blue except for the following
cases:
If the DAR is automatically started, the star disappears and the message
STOP becomes green (not usable), the DAR status being updated.
If the status DAR FAILED is present and the DAR is in STOPPED mode the
message START becomes green and the star is deleted.
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31-36 AIDS
Figure 4: AIDS Main Menu
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Parameter Label Call Up

Every aircraft parameter (ARINC 429 message) available on an acquisition bus is
selectable for display on the MCDU using following information: equipment, system label and SDI.
The raw value of the parameter is displayed in binary and decimal values. The parameter values are refreshed once per second.
If the parameter hasnt been refreshed on the ARINC 429 bus in the previous 1
(one) second then the display value fields contains X.
Format of data:
EQ: Number in hexadecimal of equipment identifier (2 characters).
SYS: System number: possible values are 1 or 2
LABEL: Label in octal representation (1 to 3 characters).
SDI: In binary representation or XX: bits (10,9).
DATA BITS: Least significant data bit used for decimal calculation.
Optional field (default = 18, displayed at initialization).
Equipment, system, label, SDI are required before data display.
Eight pages are possible for this menu (values are kept when a new page is selected).
The raw value is in binary.
The value below databits is the decimal representation of bits 28->N (N = 28-databits+1).
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Figure 5: Parameter Label Call Up
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Parameter Alpha Call Up

Every alpha call-up defined in the set-up data base may be selected to visualize
one or 2 parameters in engineering values. The screen gives in addition the origin
of the parameter (name of the bus).
Each parameter will be displayed on a line and the value of each displayed parameter should be refreshed at rate 1Hz.
Up to 500 alpha call-up may be defined by the GSE, each of them may contain up
to 2 parameters.
This screen is only one page long.
Format of data:
ALPHA: Alpha call-up code (1 to 5 characters).
Alpha is required before data display.
The displayed information are then:
SOURCE of the parameter (up to 6 characters): The name of the equipment/
system parameter comes from.
POSITION (1 character): Position number of the parameter. It may be either 1
(left engine) or 2 (right engine). If no engine is concerned for this parameter,
then a space is displayed.
VALUE (up to 6 characters): The parameter value is displayed with the following rules:
If one of the displayed parameters is not refreshed for two seconds then
a X will appear beside the last displayed value.
If one of the displayed parameters is not valid (bad SSM) for two seconds then a - will appear beside the last displayed value.
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Figure 6: Parameter Alpha Call Up
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Parameters Menus
When this page is selected, the list of the menus programmed on the GSE and
available to the operator is displayed. Up to 20 menus can be programmed by the
GSE.
Each menu contains a programmable title and a list of up to 20 alpha call-ups.
First, when this menu is selected, the titles of all the programmable menus are displayed in front of a LSK.
If more than 5 parameters menus are defined then more than 1 page will be necessary to show the whole display.
When one of these menus is selected, the screen programmed on the GSE will
appear.
This screen consist of:
On the first line: FLIMOD where FLIMOD is the programmed title of the
menu (16 characters) (See Page 13).
On the following lines, the alpha call-up parameters as programmed on the
GSE.
ALPHA (up to 5 characters): Name of alpha call-up parameter.
SOURCE (up to 6 characters): The name of the equipment/system parameter
comes from.
VALUE (up to 6 characters): The parameter value is displayed.
UNIT (up to 4 characters): Units of displayed parameter.
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Figure 7: Parameter Menus
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List of Previous Reports

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Figure 8: List of Previous Reports
The last 20 reports can be visualized on this screen, for information only.
NO (2 characters): Report number
CODE (4 characters): Report code
DATE (5 characters): Date of report generation: Month in clear english and day
LEG (3 characters): Flight leg of report
UTC (6 characters): Time of report generation: Hours/Minutes/Seconds
Trigger Code
The code displayed indicates the reason which triggered the report.
The following table summarizes the meaning of these codes:
Code
Meaning
1000
Manual selection via MCDU.
2000
Flight phase dependent manual selection via remote print button if programmed.
3000
Airline programmable start logic.
4000 to 7000
For these codes, refer to the table of the AMM. (ATA 31-36-00)
Reports are triggered by a predifined combination of logic conditions.
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Stored Reports
Due to the great number of stored reports, the first menu is used to select the type
of report. A second menu will give the stored reports per type.
For each stored report the following informations are displayed:
LEG (3 characters): Flight leg of report.
CODE (4 characters): Report code.
DATE (5 characters): Date of report generation: Month in clear english and day
UTC (6 characters): Time of report generation: Hours/Minutes/Seconds.
In addition, information about destination is given:
prt: the report has been printed.
inacs: the report has been transfered to ACARS but no ground acknowledge
has been received.
dnlnk: he report has been transfered to ACARS and ground acknowledge has
been received.
dmp: the report has been dumped.
It is then possible to print/send each report independantely.
It is also possible to print/send all the reports of a type with LSK 2L.
LSK 1L is used to roll options print and send. The selected option is the one in
the left side. Each time the key is depressed the option changes:
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Figure 9: Stored Reports 1/3
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Notes:
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Standard Header Description

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General Data /1
A standard header is printed on each report.

The even number lines are always blank.
Free Programmable Lines
PH
06 Flight phase
CNT
01204 Means record count (CNT). The three left most numbers are
the numbers of reports that were previously initiated, either automatically or by the remote print button.The example shows 12 reports previously issued and the last report was 04 : Take off report.
CODE
4110 The three left most digits are the logic code number which
has triggered the report. The right most digit shows the number of
the consecutive reports issued or it shows a T if the report was
triggered via ACARS.
The content of these three lines is free programmable to enable airline specific
messages and is stored in the On Board Replaceable Module 2 (OBRM 2).
Report Name
This line contains the report identification, title and number.
Aircraft Date/Flight
A/C-ID
means aircraft identification
Example: F-AIWW
BLEED STATUS
DATE
means date
JUIN 01
09
is the LH pack flow. The shown example means 0.09Kg/s.
UTC
means Universal Coordinated hours minutes and seconds

Time
FROM TO
City pair
LFBO (Toulouse) EDHI (Hamburg)
0
1
0
0
LH wing anti ice valve

LH Nacelle anti ice valve
ENG 1 PRV (Pressure Regulating Valve)
ENG 1 HPV (High Pressure Valve)
FLT
Flight number
0019
Cross Feed valve
0
0
1
0
ENG 2 HPV
ENG 2 PRV
RH Nacelle anti ice valve
RH wing anti ice valve
09
is the RH pack flow. (Same as LH)
APU Bleed Valve
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0=Valve fully closed

1=Valve fully open
(for all valves)
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Figure 12: Standard Header

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Line Identification
Each data line starts with two identification letters.
In this example CC, C1 and CE are line identifiers.
Checksum
A checksum is printed in two hexadecimal characters at the end of each data line.
In this example 97, A0 and 7D are the checksum of the data lines.
General Data /2
TAT
N435
means -43.5 deg.C
ALT
30000
means 30000 Feet
CAS
180
means 180 Kts
MN
7000
means 0.700 Mach
GW
6000
means 60000 Kg (Gross Weight)
CG
250
means center of gravity at 25% MAC
DMU/SW
B0
B0
G1
DMU software identification

OBRM 1 software identification
OBRM 2 software identification
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Manual Report Request

Each report can be individually generated by a MCDU manual request. The report
can then be sent via ACARS, printed or simply stored for further utilisation.
In the above examples, report 37 and 39 are not programmed on the GSE and
cannot be triggered.
LSK 1L is used to roll options print, send and store. The selected option is the
one in the left side. Each time the key is depressed, the option changes:
first depression
Each generated report will be stored in memory. It is then possible either to print
or send it manually or to dump it in a diskette.
second depression
Each generated report will then be sent to ACARS, with the destination that was
selected by GSE for that type of report. If no ACARS selection has been made,
then the default option for ACARS will be ACARS ground.
The asterisk beside a selected report is removed during report generation.
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Figure 13: Manual Report Request 1/3
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Assignement Remote Print

This menu is used to display which report must be generated when Remote Print
Button is pushed. The selection has been previously made by GSE.
Format of display data

rep/eng: Report number and engine number.
When report has two formats (engine #1 and engine #2) then the engine number
is indicated.
For report 10 and 7, if a space is displayed in the engine column the selection
via Remote Print Button is available for the two engines (one after the other).
flph: Flight phase
inc cnt: Incrementation of report count.
This field can take 2 values Y or N:
The report count will be incremented or not when a report via remote print button
will be generated.
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Figure 16: Assignement Remote Print
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Enhanced FDIMS (Flight Data Interface and

Management System) of the A320 Family
31-36 AIDS
To read out the SAR data, use a floppy disk via the PDL or a PCMCIA Card via
the PCMCIA interface.
General
The Aircraft Integrated Data System (AIDS) is a part of the Flight Data Interface
Management System (FDIMS). The FDIMS is controlled by the Flight Data Interface and Management Unit (FDIMU). The FDIMU puts together the functions of
the standard Digital Flight Data Recording System (DFDRS) and the standard
AIDS in one system.
AIDS Part Function

The AIDS-part of the FDIMS monitors the data supplied by various aircraft systems. This data enables the operator to customize his maintenance-planning.
Long-term trend-monitoring of the engines and the APU prevent expensive unscheduled maintenance actions outside of the main base from the aircraft operator. In addition the AIDS is used for various tasks like hard landing-detection,
team-proficiency- monitoring and trouble-shooting on system-level.
The FDIMU (DMU-part) provides different communication interfaces for operator

dialogue and ground communications. The usage of these communication channels is mostly programmable. For example, reports can be either printed out,
transmitted to the ground via ACARS or retrieved by the use of a floppy disk via
the PDL. That means each airline user can setup the FDIMU to support most efficiently the airline specific-data-link structure.
AIDS Data Recording

The FDIMU is able to record AIDS data on a external Digital AIDS Recorder (DAR)
and on an FDIMU integrated Smart AIDS Recorder (SAR) or on the PCMCIA card.
For the purpose of data recording the FDIMU provide 16 independent SAR recording channels on the SSMM. In addition 8 DAR Recording channels are provided.
All record channels can be processed simultaneous. The recording is triggered either automatically from the report or manually from the MCDU or remote print button. The trigger condition is programmable through the GSE.
Data Retrieval
System Description
The AIDS consists of the DMU-part of the FDIMU and an optional Digital AIDS Recorder (DAR). The DMU-part is the central part of the AIDS and is reconfigured via
a Ground Support Equipment (GSE). The DMU-part is a high-performance avionic
computer specialized for the acquisition of ARINC 429 DITS data and associated
processing. The multi tasking architecture allows processing of various tasks in
real time.
An integral part of the FDIMU is a Smart Access Recorder (SAR). Its function is
based on a non-volatile Solid State Mass Memory (SSMM) module which is used
to store flight data. Sophisticated data-compression algorithms ensure efficient
usage of the limited capacity of the SSMM.
A further integral part of the FDIMU is the PCMCIA interface. This interface is able
to accept rotate and solid state ATA disks to store SAR data, DAR data or generated AIDS standard reports.
The FDIMU is able to record AIDS data either by the use of the DAR, the SAR or
the integrated PCMCIA interface.
The storage medium of the DAR is a magnetic tape cartridge or an optical disk
while the SAR stores the data in a solid state mass-memory. To store data via the
PCMCIA interface, a PCMCIA Card in MS DOS format is necessary.
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A download of AIDS reports and SAR files, which are stored on the SSMM or recorded on the PCMCIA card through the MDDU or PDL is possible. For data retrieval the disk must be prepared by the GSE. The data dump is initiated either
manually through the MCDU menu or automatically.
GSE Functions
The Ground Support Equipment (GSE) for the FDIMU is based on an IBM-PC
compatible computer with the operational software WINDOWS. The GSE computer is able to read 3.5 inch double-side high-density magnetic-disks with formatted
data of at least 1.44 MBytes.
The FDIMU vendor supplies appropriate FDIMU ground support software for the
GSE, which has these functions:
- Generation and editing of the FDIMU setup data base
- Retrieval of compressed SAR data
- Retrieval of stored AIDS Reports
- Configuration Management Control and load history status.

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Figure 17: AIDS Main Menu / Component Location
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MDDU/PDL Functions
MCDU AIDS Access Levels
The FDIMU has an interface to the MDDU (if installed), which is compatible to the
Airborne-Computer High-Speed Data-Loader according to ARINC Report 615.
The MDDU is provided either by an Airborne Data Loader (ADL) or a Portable
Data Loader (PDL). In case of the ADL options, the MDDU is permanently installed in the aircraft cockpit. If a PDL is used for the MDDU, only a connector is
installed in the cockpit. The PDL is connected to this connector only on demand.
A discrete signal (PDL enable) indicates, that the MDDU/PDL is available for the
FDIMU. Each time a plug from a PDL is connected to the FDIMU, the "PDL enable" - Pin is connected to ground. This indicates the FDIMU, that a communication
for up- and download from and to the PDL is possible. It is possible to connect a
PDL directly to the test connector on the front of the FDIMU by the use of an adapter cable. The MDDU/PDL provides the following tasks, if the MDDU SEL discrete
(or PDL enable) is connected to ground:
All FDIMU functions, which can be manually activated by the user via the MCDU
are protected by a user access control mechanism based on passwords. Security
users identify themselves to the FDIMU by entering a password in the SPECIAL
FUNCT/REPROGRAMMING menu. No password entry is necessary to get access to the 'Security User 1' functions (lowest access rights). The 'Security User
1' functions are enabled automatically after power-up of the FDIMU. No password
entry is necessary to branch into the sub-menus, to print MCDU screens and to
enter report and SAR/DAR channel numbers for the purpose of menu selection.
Three user access levels are defined as follows:
- Download of SAR channels
It is possible to redefine the Security-Access User assignment on the GSE by the

use of the reconfiguration software.
- Download of AIDS reports, which are stored in the FDIMU internal solid state
memory
- Upload of the FDIMU system software - Upload of the setup data base from and
to the PDL or MDDU.
1. ANYBODY
Unidentified User
2. LINEMTCE
Line Maintenance
3. ENGINEER
AIDS Engineer
Figure 18: PCMCIA Card Removal - Installation
Energization
During normal operation the AIDS is automatically in normal mode at the poweron condition. The FDIMU is supplied directly from busbar 202XP (115VAC). The
DAR (optional) is supplied from the busbar 204PP (28VDC) and the busbar 202XP
(115VAC).
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ECAM General
ECAM (Electronic Centralized Aircraft Monitoring)
The ECAM displays are:
Engine and Warning Display
System or Status Display
The Engine and Warning Display presents engine indications, fuel quantity, flaps/
slats position and warning messages.
Attention Getters
The warning messages are accompanied by either a MASTER WARNING or a
MASTER CAUTION and an aural warning.
MASTER WARNING light flashes red for any red warning
MASTER CAUTION light comes on amber for level 2 amber warnings
Aural warnings are broadcast by two loudspeakers.
ECAM Controls
The ECAM displays are controlled by an ECAM Control Panel. The ECAM Control
Panel and various switching controls are located on the center pedestal.
Reconfiguration
The display can be transferred automatically if a system failure is detected. It is
also possible to transfer them manually.
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Figure 1: ECAM Overview
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ECAM Presentation
ECAM
The ECAM pages are displayed on identical display units (DUs). The ECAM DUs
are controlled through the ECAM control panel.
FWC (Flight Warning Computer)

The Flight Warning Computers monitor the aircraft systems. These computers are
the heart of the ECAM system. Each FWC generates all warning messages to be
displayed and supplies the attention getters. It also computes the flight phases
and provides aural warnings.
SDAC (System Data Aquisition Concentrator)

The System Data Aquisition Concentrators receive various signals from the aircraft systems and send to the FWCs and DMCs. The SDACs acquire most of the
signals used to display system pages and used by the FWCs to generate amber
warnings.
Inputs
The inputs received by the FWC are used to elaborate red warnings.
Inputs corresponding to red warnings or essential information are delivered to the
FWC.
Various information which does not correspond to a warning are directly given to
the DMCs. Various information for systems like engines, fuel, navigation are directly sent to the DMCs.
The inputs received by the SDACs are used to elaborate amber warnings.
Inputs corresponding to amber warnings are delivered to the SDACs for acquisition. These signals will then be sent to the FWC to generate warnings.
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Figure 2: ECAM Presentation
caution
warning
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Figure 3: ECAM Component Location 1/2
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Figure 4: ECAM Component Location 2/2
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ECAM Reconfiguration
Reconfiguration
The display can be transferred automatically if a system failure is detected. It is
ECAM/ND Transfer
This selector enables switching of the ECAM display to the ND (Navigation Display). The ND is not transferred to the ECAM display. The transfer between ECAM
and ND is performed inside the DMCs.
When selecting ECAM/ND transfer, a diagonal line will be displayed instead of the
ND image.
Figure 5: ECAM Reconfiguration
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1. Priority
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Abnormal Operation

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Failure of both ECAM DUs
Failure of the Engine/Warning DU

The ENGINE/WARNING display is automatically transferred to the lower ECAM
DU, replacing the SYSTEM/STATUS display. All ECAM information and SYSTEM/STATUS pages are available on this single display. This configuration is
called ECAM MONO DISPLAY. The ENGINE/WARNING display has priority
over the SYSTEM/STATUS display.
All the ECAM images are lost momentarily. However the crew can recover the E/
W image by using the ECAM/ND XFR rotary selector. The E/W image will then be
displayed instead of the ND. This configuration is called ECAM MONO DISPLAY
because all ECAM information is available on a single display. ECAM/ND transfer
shall be performed to get the ENGINE/WARNING image back.
Figure 7: Failure of both ECAM DUs
Figure 6: Failure of the Engine/Warning DU
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Failure of two DMCs
ECAM Control Panel Failure
The EMER CANC, CLR, ALL and STATUS functions remain available. The remaining functions allow utilization of the EIS system.
Loss of PFD and ND images on either CAPT or F/O instrument panel.

Loss of ECAM system page. ECAM in MONO DISPLAY.
MASTER CAUTION light comes on.
The ECAM system page can temporarily be displayed instead of the ENGINE/
WARNING image by manual page call.
Figure 9: ECAM Control Panel Failure
Figure 8: Failure of two DMC
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Failure of one SDAC
Failure of SDAC 1+2
There is no operational consequence due to the redundancy of the EIS system.
Loss of amber warnings.
The following message is displayed:
EIS ONE SDAC FAULT
EIS SDAC 1 + 2 FAULT

MONITOR OVERHEAD PANEL
ECAM ENG. FUEL. F/CTL
Figure 10: Failure of one SDAC
SYS PAGES AVAIL

Figure 11: Failure of SDAC 1+2
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Failure of one FWC
Failure of FWC 1 + 2
There is no operational consequence due to the redundancy of the EIS system.

All attention getters and loudspeakers remain operative.
Loss of aural warnings.
Loss of attention getters.
FWS FWC 1 FAULT or FWS FWC 2 FAULT

Figure 12: Failure of one FWC

31-50 ECAM
Loss of text messages on E/W display.

The DMC receives no data from the FWCs and displays the following message:
FWS FWC 1 + 2 FAULT
Figure 13: Failure of FWC 1+2
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ECAM Displays

31-50 ECAM
FLAP/SLAT POSITION. The lower part is dedicated to WARNING and MEMO

messages.
Engine/Warning Display
The ENGINE/WARNING display is normally presented on the upper ECAM display unit. The upper part presents ENGINE PARAMETERS, FUEL ON BOARD,
Two symbols can be displayed:

STS: indicates that the STATUS page is not empty.
ADV: indicates an ADVISORY when the ECAM is in MONO display.
Figure 14: ECAM Displays
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Figure 15: Engine/Warning Display
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Cruise Page

31-50 ECAM
It comprises information from the ENGINE and AIR pages.
The CRUISE page is displayed during cruise on the ECAM SYSTEM DYSPLAY.
Figure 16: Cruise Page
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Status Page
Permanent Data
The STATUS page contains the summary of the AIRCRAFT OPERATIONAL

STATUS after a failure. This page is also automatically called when slats > 2 (in
approach).
PERMANENT DATA is displayed at the bottom of the SYSTEM or STATUS display.
Figure 17: Status Page
Total Air Temperature (TAT) and Static Air Temperature (SAT) are displayed in
green. The Greenwich Mean Time (GMT), synchronized with cockpit clock is displayed in green. The Gross Weight (GW) is shown in green. It is inhibited before
flight phase 2 and after flight phase 9.
Two items of information can be displayed one at a time on the display above
GMT:
The load factor (G LOAD) is displayed in amber when the value is out of limits
(above 1.4 g or below 0.7 g).
The altitude selected on the FCU is displayed in green when the metric unit is
selected provided G LOAD parameter is not displayed.
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ECAM Control Panel Utilization
6 CLR
1 2 OFF/BRT Knobs
Comes on as long as a WARNING/CAUTION message or a STATUS message is

present on the ECAM DU. As long as the CLR pushbutton is on, pressing it will
change the ECAM display.
These knobs control the brightness of each ECAM DU. They are associated with
an automatic adjustment of the display intensity depending on the changing light
conditions. On the OFF position, the EIS system is reconfigurated as for a DU failure.
9 T.O. Config
When pressed a take-off power application is simulated. If the configuration is correct the T.O. CONFIG NORMAL message is displayed on the E/W DU.
This test will trigger a warning if the aircraft is not in T.O. configuration i.e:
Slats or Flaps not in T.O. configuration
Pitch trim not in T.O. configuration
Speed brakes not retracted
One door not closed
Wheel brake overheat
One sidestick inoperative
4 RCL
When pressed, the WARNING/CAUTION messages which have been cancelled
are recalled.
5 STS
When pressed the STATUS page is displayed. If no STATUS message is present
the NORMAL message is displayed during 5 seconds.
NOTE: As a precaution against jamming, if a key is pushed for more than 30 seconds (3 mn in single display mode), it is considered as failed and its inputs are invalidated.
The keys are provided with integral lighting enabling selection by night.
8 EMER CANC
When pressed:
1. Any present aural warning is cancelled.
2. In case of a red WARNING, the MASTER WARNING and ECAM message remain displayed.
3. In case of an amber CAUTION, the MASTER CAUTION and ECAM message
are cancelled for the rest of the flight. The STATUS page is automatically
called with the white CANCELLED CAUTION message and the failure title.
The EMER CANC inhibition can be manually restored by pressing RCL for more
than 3 sec.
7 ALL
When pressed all the system pages are displayed successively at 1 second intervals. It also allows, by successive pressing, to display all the system pages one
after the other and to stop on the desired one. This is particularly useful in case of
ECAM control panel failure because the ALL function remains available.
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Figure 18: ECAM Control Panel
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Figure 19: ECAM System Pages 1/2
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Figure 20: ECAM System Pages 2/2
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ECAM Warnings
Lets study the ECAM WARNINGS through an example.
We are in flight in normal configuration. The ECAM displays indicate that all is correct. The cruise page is displayed.
An aural warning, the single chime, and a visual warning, the MASTER CAUTION,
attract your attention. The Engine and Warning display indicates the title of the failure and the action to be taken. On the Status and System display, the hydraulic
page is called automatically.
The CLR pushbuttons come on and as long as the failure is not cleared, they stay
on. On the hydraulic panel FAULT lights come on, indicating the pushbuttons to
release out.
When you press the MASTER CAUTION, it goes off. The corrective actions have
been taken. All the FAULT lights are off. On the Engine/Warning display, the messages associated with the corrective action have disappeared.
On the left hand side of the Engine/Warning display, the result of the failure appears indicating that it is a primary failure. On the right hand side, the secondary
failures are displayed.
When you press CLR, the title of the failure disappears from the left hand part of
the Engine/Warning display and MEMO messages come back. The system page
corresponding to the first secondary failure is displayed.
When you press CLR again, the title of the first secondary failure disappears. The
system page associated with the next secondary failure is displayed. When you
press CLR a third time, the title of the secondary failure disappears. The MEMO
message comes back on the right hand part of the E/W display. The STATUS
page is displayed.
The STATUS reminder STS indicates that the STATUS page is not empty.
When pressed again, the CLR pushbuttons go off. On the system page, the cruise
page comes back. The warning has been cleared. The RCL pushbutton allows the
crew to recall warnings.
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Figure 21: ECAM Display-Normal Operation
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Figure 22: ECAM Display with A/C Fault
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Figure 23: Corrective Action
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Figure 24: Action on CLR Button
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Figure 25: 2nd Action on CLR Button
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Figure 26: 3nd Action on CLR Button
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ECAM Flight Phases

General
A manual page call can replace the current display at anytime. The APU or ENGINE system pages are displayed in priority if they are started.
They remain displayed 10 sec. after APU AVAIL or at the end of ENG START. The
flight phases are computed by the FWCs.
FLIGHT PHASE 1: DOOR/OXY PAGE

FLIGHT PHASE 2: WHEEL PAGE
The WHEEL page is displayed only when engine start has been completed.
The FLT/CTL page replaces WHEEL page for 20 sec. when either sidestick is
moved or when rudder deflection is above 22.
FLIGHT PHASE 3, 4, 5: ENGINE PAGE

During this phase, most warnings are inhibited. TO INHIBIT is displayed on the E/
W display.
FLIGHT PHASE 6: CRUISE PAGE

The cruise page is only displayed in flight. It contains both ENGINE and AIR information. The CRUISE page appears as soon as slats are in and the engines are
no longer at take off power. It disappears when the L/G is selected down (WHEEL
page back). The T.O inhibit message disappears.
FLIGHT PHASE 7, 8, 9: WHEEL PAGE

During this phase, most warnings are inhibited. LDG INHIBIT is displayed on the
E/W display.
Ground spoilers are dispIayed extended only after touch down.
The LDG INHIBIT message disappears.
FLIGHT PHASE 10: DOOR PAGE

Five minutes after 2nd engine shutdown, the FWC starts a new flight leg in
phase 1.
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Figure 27: ECAM Flight Phases
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Audio Warnings
Figure 28: Audio Warnings
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ECAM System Page Logic

The ECAM system pages are displayed with the following priorities:
1 - AUTOMATIC MODE RELATED TO A FAILURE

An ECAM system page call is associated with most of the warnings. The page is
automatically called and has priority over other display modes.
2 - AUTOMATIC ADVISORY MODE

The advisory mode indicates a parameter which drifts out of its normal range before triggering a warning. The parameter and the title of the system page are displayed pulsing. In advisory mode, the ECAM system page is automatically
displayed and the corresponding pushbutton comes on.
3 - MANUAL MODE
When pressed in, an ECAM control panel pushbutton will come on and display the
corresponding system page in normal mode. Pressing it again will return to the
previous page.
4 - AUTOMATIC MODE RELATED TO THE FLIGHT PHASE

If no other mode is selected, the ECAM system page are automatically displayed
according to the flight phase.
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Warning Definition
Class 1
Level 3
This level corresponds to warnings needing immediate crew action. These warnings are associated with repetitive chime or specific sound, warning messages on
CRT and Master Warning Light flashing red.
Level 2
This level corresponds to abnormal situations needing immediate crew awareness
but not immediate action. Level 2 warnings are associated with single chime, master caution steady amber light and warning messages.
Level 1
This level corresponds to cautions. It is associated with CRT warning messages.
It is mainly used for failure leading to a loss of redundancy or system degradation
(for instance: DMC 3 fault when not selected).
Class 2
These failures are indicated on the STATUS page, item MAINTENANCE.
They are also accessible through the CFDS. STS flashes in phase 10.
Class 3
These failures are only accessible through the CFDS.
Independent Failure
The independent failures are displayed on the left part of the Engine/Warning display. Failures which affects an isolated item of equipment without repercussion on
others.
Primary Failure
The primary failures are displayed on the left part of the Engine/Warning display.
Failures of an item of equipment causing loss of others in the aircraft.
Secondary Failure
The titles of the system pages corresponding to the secondary failures are displayed on the lower right part of the Engine/Warning display.
Loss of an item of equipment or system resulting from a primary failure.
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Figure 29: Warning Definition
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ECAM Architecture
FWC Inputs
FWC: Flight Warning Computer
FWC 1 and 2 receive identical signals from the aircraft systems. Each FWC receives:
154 discrete inputs
40 ARINC 429 buses
6 synchro signals
SDAC Inputs
SDAC: System Data Acquisition Concentrator
SDAC 1 and 2 receive identical signals from the aircraft systems. Each SDAC receives:
388 discrete inputs
24 ARINC 429 buses
12 synchro signals
46 analog inputs
1 frequency measurement input
14 temperature measurement inputs
FWC Outputs
Each FWC supplies all the warnings and loudspeakers. Data output is delivered
by three ARINC 429 buses to each DMC, to the other FWC and to the CFDS and
to the SSFDR. An RS 422 message bus delivers warning messages to the DMCs.
SDAC Outputs
Data output is delivered by three ARINC 429 high speed output buses. All three
buses convey identical information.
Attention Getters
Each attention getter warning light s supplied both by FWC 1 and FWC 2.
It incorporates a pushbutton used by the crew to cancel the warning.
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Figure 30: ECAM Block Diagram
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FWC Bite and Test Description

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Figure 31: FCW Test Logic
General
The Flight Warning Computer performs several tests to detect internal failures as
well as failures affecting the input data. The tests performed by the FWC are:
Power up test
MCDU test
In Operation test
The MCDV test and the In Operation test are identical.
Power Up Test
FWC. Conditions: The aircraft must be on ground with the engines shutdown. The
power supply must be cut off for more than one second. The power up test checks
the integrity of the FWC. The test duration is 50 seconds.
In case of failure during aircraft power up, a fault message is displayed on the
ECAM. You have to dialog with FWC 1 or FWC 2 trough the CFDS in order to get
more information about the failure. The reading of the BITE contents of the FWC
through the GROUND SCANNING function of the ECAM menu gives a failure
message.
MCDU Test
power up test. Conditions: The aircraft must be on ground with the engines shutdown.The GROUND SCANNING function presents the internal and external failure messages concerning the system which are present when the request is
made. This test has to be performed at the installation of FWC, SDAC, ECAM
Control Panel and Loudspeakers.
In Operation Test
The In Operation test monitors the performance of the system when the system
operates. During the In Operation test, FWC 1 checks all sections inside the unit,
internal system inputs and external input data.
The slat/flap signal for position indication, synchronization (asymmetry), slat/alpha
lock and flap auto command functions are also monitored. The DMU data is not
monitored.
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SDAC Bite and Test Description

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Figure 34: SDAC Test Logic
General
The System Data Acquisition Concentrator performs several tests to detect internal failures as well as failures affecting the input parameters. The tests performed
by the SDAC are:
Power up test
MCDU test
In Operation test
The SDAC 1/2 BITE output goes through the FWC 1/2 to the CFDIU.
Power Up Test
SDAC. Conditions: The aircraft must be on ground with the engines shutdown.
The power must be cut off for one second. The power up test checks the integrity
of the SDAC. The test duration is S seconds.
In case of failure during aircraft power up, a fault message is displayed on the
ECAM. You have to dialog with the SDAC through the CFDS in order to get more
information about the failure. The reading of the BITE contents of the SDAC
through the GROUND SCANNING function of the ECAM menu gives a fault message.
MCDU Test
The test activated from the MCDV is initiated under the same conditions as the
power up test. The GROUND SCANNING function presents the internal and external messages when the request is made. This test has to be performed at the
installation of FWC, SDAC, ECAM Control Panel and Loudspeakers.
The BITE output goes through the FWC to the CFDIU.
In Operation Test
The In Operation test monitors the performance of the system when it operates.
During the In Operation test, the SDAC checks all sections inside the unit, internal
system input sensors and external input data.
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Figure 36:
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Figure 37: ECAM System Report/Test
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Figure 38: ECAM Pin Program
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OEB REMINDER function description
CREATE
General
This item is displayed with empty data. The following must be entered: - the code
of the element, - then the information (answer by YES or NO) related to the effect
on ECAM warning and the effect on ECAM status message.
An Operation Engineering Bulletin (OEB) is launched when the aircraft operation

may be affected. The OEB is available through the on-board paper procedure and
the crew has to remember the complete list of OEB and particularly the list of warnings affected by an OEB. In the way of helping the crew, a visual means to remind
the crew to refer to the paper procedure has been created on the ECAM (display
of REFER TO QRH (Quick Reference Handbook) PROC on the ECAM display
units). The corresponding warnings and status displayed on the ECAM are described in operational presentation The list of warnings affected by an OEB is
stored in an Electrically Eraseable Programmable Read Only Memory (EEPROM)
of the FWC data base. This list is updated through the MCDU, by means of a new
menu. The update can be a creation, a deletion of one or several elements or a
crossloading of the whole data base from one FWC to the other one.
OEB DATABASE Access Menu

This item gives: - the current OEB DATABASE version number and the corresponding checksum number of the FWC1 and FWC2, - the access to the FWC1
LIST and FWC2 LIST pages, - the possibility to update (i.e. to create, delete or
crossload) the OEB data base.
LIST FWC1 and LIST FWC2

The purpose of this item is to present the current FWC data base version number
and the list of elements. Each element is composed of: - the code number, - the
effect on ECAM warning (YES or NO), - the effect on ECAM status message (YES
or NO).
NOTE: If there are more than four elements, the other elements are displayed on
the following pages (using the NEXT PAGE function key). The total number of
pages is displayed in the right top corner of the screen.
NOTE: If the data base is empty, the EMPTY DATABASE indication is displayed.
The coherence between the code number, the effect on ECAM warning and
ECAM status message is checked by pushing the line key adjacent to the INSERT
indication. If there is incoherence, the CHECK ENTRY message is displayed. If
there is coherence, a new page with empty data is displayed.
DELETION
This item enables to delete: - the whole data base elements by pushing the line
key adjacent to the DELETE ALL indication. If the data base is already empty, the
EMPTY DATABASE indication is displayed, - one or several elements by pushing
the line key adjacent to the element(s) to be deleted. The page appears with this
element only. Then push the line key adjacent to the CONFIRM indication. The
previous page appears without this element.
VERSION
This item is active only after a deletion or a creation. It enables to enter, via the
scratchpad, a new data base reference version of the modified FWC. The new version must be different from the previous one. Once the version is entered, the line
key adjacent to the CONFIRM indication becomes active and allows the memorization of the new data base (if successful the UPDATE COMPLETED indication
is displayed).
CROSSLOAD
This item enables to transfer the data base of the opposite FWC to the FWC being
updated.
NOTE: This function is not active if a creation or deletion has been made without
using the CONFIRM key.
OEB DATABASE UPDATE

To get access to this function, a specific password must be entered via the
scratchpad and then by pushing the line key adjacent to the UPDATE CODE indication. This item enables: - the creation of one or several elements in the data
base, - the deletion of one or several elements in the data base, - the crossloading of the whole data base from one FWC to the other one, - the assignment of a
new version number, - the confirmation of the validation of the updating.
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Figure 39: OEB Reminder 1
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EIS General
Introduction
The EIS (Electronic Instrument System) presents data for:
Electronic Flight Instrument System (EFIS)
Electronic Centralized Aircraft Monitoring (ECAM)
The 6 Display Units (DUs) are identical and interchangeable.
EFIS
The Primary Flight Display presents all flight parameters necessary for short term
aircraft control. The Navigation Display presents navigation and radar information.
The EFIS displays are:
PFD: Primary Flight Display
ND: Navigation Display
EFIS Controls
The EFIS displays are controlled by an EFIS control panel and PFD/ ND transfer
pushbutton. Two EFIS control panels are provided. A PFD/ND transfer pushbutton
is also fitted on each side.
Reconfiguration
The displays can be transferred automatically if a system failure is detected. It is
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Figure 1: EIS Overview
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EIS Presentation
EFIS
The EFIS are displayed on identical display units (DUs). The EFIS DUs are controlled through the EFIS control panels.
DMC
DMC: Display Management Computer
The Display Management Computer process data in order to generate codes and
graphic instructions corresponding to the image to be displayed.
Note the particular role of DMC 3 which can be switched instead of DMC 1 or DMC
2. Each DMC can process three displays: PFD, ND and upper or lower ECAM display.
Inputs
Various information which does not correspond to a warning are directly given to
the DMCs. Various information for systems like engines, fuel, navigation are directly sent to the DMCs.
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Figure 2: EIS Presentation
ADDITIONAL PAGE
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Figure 2: EIS Components Location 1/2
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Figure 3: EIS Components Location 2/2
PFD
Control
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ND
Control
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EIS Switching

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Figure 5: Capt PFD/ND Transfer
Figure 4: Normal Configuration
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Figure 6: F/O DMC Transfer
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Figure 7: Capt DMC Transfer

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EIS Abnormal Operation

31-60 EIS
Figure 9: Failure of DMC 1 or DMC 2
Failure of one EFIS DU

In case of EFIS display unit failure the PFD image has priority over the ND image.
The PFD is displayed on the remaining display unit.
Failure of DMC 1 or DMC 2

The crew will select DMC 3 to replace the failed DMC. The action to be performed
is indicated on the E/W display.
Failure of two DMCS

The ECAM system page can temporarily be displayed instead of the ENGINE/
WARNING image by manual page call.
Loss of PFD and ND images on either CAPT or F/O instrument panel.
Loss of ECAM system page. ECAM in MONO display.
MASTER CAUTION light comes on.
Figure 8: Failure of one EFIS DU
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Switching Panel
1 EIS DMC sel
NORM:
DMC 1 supplies data to PFD 1, ND 1 and upper ECAM DU
DMC 2 supplies data to PFD 2, ND 2 and lower ECAM DU
CAPT 3:
DMC 3 replaces DMC 1
F/O 3:
DMC 3 replaces DMC 2
In case of DMC failure the associated DUs display a diagonal line.
2 ECAM / ND sel
Allows to transfer SD to either CAPT or F/O ND.
In case of dual failure (E/W and SD), the selector allows to transfer the E/W to
either ND:
Figure 11: Switching Panel on Pedestal
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PFD General Presentation

A grey background is displayed on speed, heading and altitude PFD windows.
In case of avionics VENTILATION BLOWER and EXTRACT FAULT, the grey
background is supressed in order to limit PFD tubes consumption and to prevent
them from overheating.
Attitude
The aircraft attitude is shown on the central part of the display by a cut sphere
shaped window which features a conventional attitude display indicator.
Speed
The airspeed scale on the left hand side contains all the data of a conventional
airspeed indicator plus significant limit protections and target speed.
Altitude
The altitude scale on the right side displays the aircraft actual altitude according
to the selected baro setting reference.
Vertical Speed
A green pointer and a numerical value display the aircraft vertical speed at the extreme right of the PFD.
Heading
Actual and selected heading or track information is shown at the bottom of the display.
Guidance
Flight Director bars or Flight Path Director symbol display guidance orders on the
attitude sphere.
Trajectory Deviation
Lateral and Vertical scales provide trajectory deviation information during an ILS
or RNAV approach.

Annunciations and messages regarding Flight Management and Guidance System operation are displayed at the top of the PFD which is divided into 5 columns
and 3 lines.
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Figure 12: Primary Flight Display (PFD)
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ND General Presentation
ROSE/ILS Mode
The ROSE/ILS display is nearly that of a standard horizontal situation indicator
with localizer and glide slope deviation indications.
ROSE/VOR Mode
The ROSE/VOR display is nearly that of a standard horizontal situation indicator
showing the VOR course and deviation.
ROSE/NAV Mode
The ROSE/NAV mode displays a dynamic pattern which provides the aircraft position with respect to the flight plan.
ARC Mode
The ARC mode displays map information in a 90 degrees heading sector ahead
of the aircraft symbol located at the bottom of the display.
PLAN Mode
The PLAN mode displays a static map oriented with respect to true north and centered on a point chosen by the pilot.
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Figure 13: Navigation Display (ND)
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EFIS Control Presentation

PFD/ND Control Knobs
These knobs control the DU brightness. When they are turned OFF the system is
reconfigurated as for a DU failure.
PFD Controls
Two identical control panels are provided for captain and first officer.
Legend:
1. Baro reference display window
2. Baro reference selector
OUTER RING: IN HG (inches of mercury) or HPA (hecto pascal) selector
INNER KNOB: reference value selection
3. ILS pushbutton
4. FD OFF pushbutton
ND Controls
1. Optional data display pushbuttons:
ARPT: Airports
NDB: ADF ground installations
VOR-D: VOR/DME ground installations
WPT: Waypoints
CSTR: Constraints related to the waypoints
2. Range selector
3. Mode selector
4. ADF/VOR bearing switches
PFD/ND Transfer
Each action on this pushbutton interchanges the PFD and ND images.
DMC Switching
This selector enables switching DNC 3 on instead of DMC 1 (CAPT) or DMC 2
(F/O).
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Figure 14: EFIS Controls
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EIS Architecture
DMC Inputs
The DMC receives various data from FWCs, SDACs and aircraft systems.
Most of the systems send data by duplicated ARINC 429 buses. If a parameter is
invalid on one bus, the DMC will take it from the other bus. If a parameter is invalid
on both buses, XX will be displayed instead of the normal indication.
ARINC 453 buses are used for weather radar and RS 422 for FWC warning messages.
DMC: Display Management Computer
DMC Outputs
The DMC sends data to the Display Units through DEDICATED SERIAL DATA
LINK (DSDL) buses.
The DSDL buses are also used for loading update software into the DUs (For example after DMC memory module change).
The FEEDBACK DSDL conveys the following information:
Display Unit healthy information (used for automatic transfer)
BITE related information (The DUs are linked to the CFDS via the DMCs)
Various parameters to be checked by the FWCs. These are EGT, N1, N2 Fuel
Flow, Pitch, Roll, Heading and Baro/STD altitude.
A flag is displayed if the received value does not match the displayed one.
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Figure 15: EIS Block Diagram
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DMC Bite and Test Description

General
The Display Management Computer performs several tests to isolate any failure
or failed components. The tests performed by the DMC are:
Power up test
MCDU test
In operation test
Power up Test
DMC. Conditions: The aircraft must be on ground with the engines shutdown. The
power supply must be cut off for more than one second.
The test includes an integrity check of the DMC, the DSDL (Dedicated Serial Data
Link), the PFD, the ND and the ECAM display unit fed by the DMC. The test duration is 4 seconds.
When the DMC has an internal failure (except a power failure) it will perform a
power on self test (a version of power up test) to confirm the fault.
The DMC acts as a FIDS (Fault Isolation and Detection System) for the DUs and
the circuitry (wiring, control and selector switches). The DUs have their own power
up test (aircraft on ground, power cut off 6 seconds, test duration 5 to 20 seconds).
During the power up test, a white diagonal line is displayed on the 3 DUs. If the
power up test is OK, the appropriate images are displayed on the DUs.
In case of failure, during aircraft power up, the diagonal line remains displayed on
the 3 DUs and the ECAM warning message is displayed on the E/W page.
You have to dialog with the DMC through the CFDS in order to get more information.
When the SYSTEM REPORT/TEST menu is selected, the DUs fed by the DMC
will go blank and MAINTENANCE MODE will be displayed.
The selection of the FAULT ON GROUND function shows an hexadecimal code
which allows you to trouble shoot the failure.
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Figure 16: DMC Test Logic
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Figure 17: Test OK
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Figure 18: Test Failed

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ElS System Report/Test
As long as a DMC is in maintenance mode, the DUs fed by this DMC will display
MAINTENANCE MODE instead of the regular operational mode.
Engines
The DMC connected to the upper ECAM DU monitors primary parameter indications of both engines (N1, N2, EGT).
N1E1:
N1 red line gives the N1 limit depending on the engine type and equipment.
N1E1 (E1 means engine 1): The DMC stores in its BITE the maximum value
reached during the last flight.
N2E1:
N2 red line gives the N2 limit depending on the engine type and equipment.
N2E1 (E1 means engine 1): The DMC stores in its BITE the maximum value
EGTE1:
EGT red line gives EGT limit depending on the engine type and equipment.
EGTE1 (E1 means engine 1): The DMC stores in its BITE the maximum value
GENERAL RESET:
This key resets the values stored for overlimit parameters. The reset is also
performed automatically at each take-off.
31-60 EIS
The only access to this zone is by the memory dump. A maximum of 4 failures
can be stored.
FAILURE COUNTER RESET:
The FAILURE COUNTER RESET key resets the failure counters inside the
DMC.
MCDU Test
The MCDU TEST mode performs 3 checks:
System test
Display test
Input test
Conditions: The aircraft is on ground with the engines shutdown.
DISPLAY TEST:
When DISPLAY TEST is selected, the 3 DUs connected to the DMC will display a
test pattern showing the fundamental colors and geometrical outlines for a visual
inspection of the quality of the DU cathode ray tube.
SYSTEM TEST:
SYSTEM TEST enables the DMC to operate with the full fault detection possibilities available in flight. After selection of this test, the DMC will leave the MENU
mode. After selecting the START TEST key, the result of this test can be read by
selecting the SYSTEM TEST RESULT key.
INPUT TEST:
Dump Bite Memory

The DUMP BITE MEMORY gives a CFDS level 3 information (engineering maintenance). The TSM 3 floppy disk has to be used for decoding the messages.
INTERNAL FAULTS:
INTERNAL FAULTS means faults detected inside the DMC. A maximum of 3
failures can be recorded for each flight leg. 27 legs may be stored.
NEXT PAGE is used to see the other legs.
EXTERNAL FAULTS:
EXTERNAL FAULTS are the result of no information or no valid information received by the DMC. 7 failures can be recorded for each flight leg. 27 legs may
be stored. NEXT PAGE is used to see the other legs.
FAULT ON GROUND:
Faults which may occur on ground shall be recorded in the zone 3 of the BITE
memory and will not be transmitted in plain english language to the CFDIU.
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During 5 seconds the DMC will scan all its ONSIDE buses (It will check that each
bus sends labels with their correct refresh rate).
During the next 5 seconds, the DMC will scan all its WOFFSIDEN buses.
At the end of this test, the DMC will signal which LRUs have a faulty bus, along
with their ATA reference.
To avoid fault messages, other conditions must be:
ADIRS ON
ENG MASTER switches 1 and 2 OFF
ENGINE/FADEC GROUND POWER P/B switches 1 and 2 ON
RADAR ON and MODE SELECTOR switch to WX
SYSTEM TEST RESULT:
This function permits the result of the SYSTEM TEST to be read.

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A320 Family
In Operation Test

31-60 EIS
Figure 21: Page Architecture
The IN OPERATION TEST monitors all internal and external failures when the
system operates.
The BITE memory will store the following failures (in hexadecimal):
INTERNAL FAULT IN FLIGHT
EXTERNAL FAULT IN FLIGHT
FAULT ON GROUND
FAILURE COUNTER RESET
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A320 Family
Figure 22: Maintenance Mode

31-60 EIS
Figure 24: Engines Parameter
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A320 Family
Figure 25: Dump Bite Memory 1/2
Jun04/THTA

31-60 EIS
Figure 26: Dump Bite Memory 2/2

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A320 Family
Figure 27: EIS Tests 1/2
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31-60 EIS
Figure 28: EIS Test 2/2

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A320 Family

31-60 EIS
Enhanced EIS System of the A320 Family
Abnormal operation/reconfiguration
System description
In order to ensure the greatest availability of the displayed data, the fully redundancy architecture of the system enables three types of reconfiguration in case of
any component failure:
The EIS display functions are performed by the 3 DMCs and the 6 DUs. The DMCs
receive data from different avionics systems in the aircraft, decode them and process them in such a way so that the externally connected full color DUs in the cockpit can use them to generate symbols and pictures on their LCD displays. In
normal operation, each DMC, with respect to sensor and computer inputs, acquires data/parameters through its ONSIDE sources to generate the symbologies
of the displays presented on its associated display units.
In normal operation, the following DMC drives the following display units:
- the DMC 1 drives the CAPT PFD DU, the CAPT ND DU, the EWD and the SD,
- the DMC 2 drives the F/O PFD DU and the F/O ND DU,
- in case of single or multiple DU failures,

- in case of single or multiple DMC failures,
- in case of external (sensor/computer) information source failures.
Teleloading function
The EIS components may undergo a modification of their functional application
software by the process of teleloading. Special wiring is provided for that purpose.
Figure 29: Enhanced EIS Design
- the DMC 3 is a hot spare able to drive any of the six DUs.
HOT STANDBY
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Training Manual
A320 Family
DMC description
The 3 DMCs are identical and interchangeable. (Not interchangeable with classic
version)
The DMCs are teleloaded to perform the EFIS function or the ECAM function. The
DMCs receive from the aircraft systems all information necessary for the elaboration of the different EFIS and ECAM displays. The DMCs acquire several types of
signals: - Discrete signals, - ARINC 429, programmable bus (High Speed or Low
Speed), - ARINC 453, for radar data. - RS 232 buses for shop test - RS 422 buses for FWC messages. As a general rule all the signals from the various aircraft
sensors and system computers (FWCs, SDACs) are sent redundantly to the
DMC3 and one DMC (1 or 2). For example, the DMC 1 receives signals from computers 1 (e.g. FWC 1), but the DMC2 receives the signals from computers 2,
whereas the DMC3 receives all signals from source 1 and 2.
Power supply
The DMCs are supplied from various buses (115VAC from NORMAL and EMERGENCY A/C network) to ensure that at least one DMC remain available in case of
emergency configuration. The DMCs also receive 28VDC for A629 switching purpose.
Acquisition modules
The acquisition modules enable the DMCs to handle all the input signals from the
other avionics systems, and to convert them in a suitable format before memorization. If one acquisition module fails, the operation of the other one is not affected.
Monitoring
Each DU monitors two of the remaining five DUs by comparing the critical parameters value at the DMC relevant input and the value of the same parameters returning on the ARINC 629 feedback bus.
When a discrepancy is detected, a message related to the faulty DU is displayed
on the monitoring DU and a warning is sent to the FWC.
DU description

31-60 EIS
The main DU functions are: - image generation and symbols generation, - weather radar data processing, - light supply - feedback signal transmission. The DUs
receive digital signals from the DMCs, under a very high speed serial form, A629
buses as well as discrete signals such as ON/OFF signal and analog signals for
brightness control. The DUs also receive other specific signals A453 from the
DMCs for the weather radar. This concerns only the ND DUs and the PFD DUs
(which can also receive ND after PFD/ND transfer). These digital signals represent data and instructions which correspond to the displays to be presented on the
DUs. On return buses, the DUs send back to their driving DMC some feedback
signals through: - A629 RETURN wired to the driving DMC for acknowledge signals and DU failure information.
The Display Unit, also called LCDU, to differentiate with the technology of the
former CRT, is a display equipment including the technology of the back lighted
active matrix liquid crystal. This technology includes a triple matrix; each single
point of the matrix (the pixel) is a filter to the three fundamental colors (that's why
the matrix is triple); each point of the array (the RGB pixel) is triggerable by a set
of row drivers at the top, and a set of line drivers at the side. A set of two drivers
define an X/Y coordinate which, when triggered together act on the intersect point
to filter the light coming from the back in order to produce any sort of color with a
large range of intensity for that point, thus taking part in the drawing of an already
designed image if all the other points of the matrix are used likewise. All sorts of
sketches can be drawn in this manner to feature for the pilot.
Power supply
Each DU has its independent 115VAC/400HZ power supply. The DUs are supplied from various buses (NORMAL and EMERGENCY A/C network) to ensure redundancy in case of emergency electrical configuration. In that case, only the
CAPT PFD DU and EWD DU are supplied. The DUs also receive 28VDC used at
initialization.
Feedback signal transmission

Critical flight parameters are monitored by the DUs through the DMCs.
The value of each parameter generated by the graphic generation is transmitted
by the ARINC 629 feedback buses to the 3 DMCs.
The 6 DUs are identical and interchangeable. (Not interchangeable with classic
version) The available size of the screen is a flat square of 6.25 X 6.25 inches,
slightly larger than the former CRT technology. Weight 7.6 kg
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A320 Family

31-60 EIS
Figure 30: DU/ DMC Component Location
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Functioning Modes
The functioning of the EIS equipment software is characterized by two phases: a
start up phase, dedicated to initialization, test and tele-loading activities,activated
after the power-on or reset of the processor. A processing phase, dedicated to operational and maintenance activities, activated cyclically, after the start-up phase.
Associated to these two phases of the software, four functioning modes are defined:

31-60 EIS
screen, when the required resources are available. This message is not displayed
during the POST mode if a failure message is already being displayed or when
POST error is detected.
The new EIS software is divided into two parts:
DMC software stored in DMCs
Figure 31: DMC/DU Loading
-The Power-On Self Test Mode (POST) activated during the start-up phase, dedicated to internal hardware and software tests.
-The Tele-Loading Mode (TELE), activated during the start-up phase, dedicated
to tele-load software into DU or DMC.
- The Operational Mode (OPER), activated during the processing phase, dedicated to flight and navigation information management.
-The Interactive Mode (INTR), activated during the processing phase, dedicated
to maintenance activities.
After a long power cut or after many manual resets, DMC and DU wait at least for
300 ms before reading the ground/flight discrete transmitted by th LGCIU equipment.
DU software stored in DMCs and DUs

Tele-loading fuction allows the new EIS software to be loaded in any DU or DMC.
This function can be devided into three sub-functions
Tele-loading from an external data loader (aircraft data loader or portable data
loader) into DMC. This operation is called uploading.
Tele-loading from a DMC into DU is called cross loading
Tele-loading from a DMC into DMC is called cross loading
DMC and DU can activate two lists of POST:
The light POST, which represents the minimum POST list to activate. This minimum list is activated only after a fatal failure during the OPER mode. The duration
of these tests is as short as possible.
The complete POST which represents the whole POST mode activities and which
is activated in all other conditions. The duration of these tests is equal to 40 seconds for the LCDU and 35 seconds for the DMC. During the post mode, or in case
of interruption during POSTs, when the DU starts again and if the results of the
previous POST was OK, the message SELF TEST IN PROGRESS (MAX 40
SECONDS) is displayed in greencharacter on two lines in the middle of the
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A320 Family
FEEDBACK MONITORING FUNCTION

31-60 EIS
When a DU triggers an order to display a feedback check message, a specific

message is announced by the monitoring DU as follows:
DESCRIPTION
The feedback monitoring function permits to detect and to confirm a discrepancy
between the value of a critical parameter which is displayed on a DU, called opposite value, and the value of this parameter aquired directly from the same
sourced by another DU, called direct value. High criticality objectives are associated with the presentation in the cockpit of the following so called CRITICAL parameters: pitch and roll angles, engine primary indications, baro-altitude,
heading,
PFD CAPT discrepancy: CHECK CAPT PFD message

ND CAPT discrepancy: CHECK CAPT ND message
EWD discrepancy: CHECK EWD message
SD discrepancy: CHECK SD message
ND F/O discrepancy: CHECK F/O ND message
PFD F/O discrepancy: CHECK F/O PFD message
If a feedback check message is triggered, a corresponding Class 1 internal failure
is stored in the DU BITE zone which is not transmitted to DMCs.
The feedback monitoring can be on-side or off-side.

Each image is monitored by two DUs as follows:
Also when the software standard of an item of equipment, part of the EIS does not
match the other items a system message is displayed at the same place:
DU 1 / PFD 1 : EWD, ND2

DU 2 / ND1 : PFD2, EWD
DISPLAY SYSTEM VERSION INCONSISTENCY (amber)
DU 3 / EWD : PFD1, PFD 2
Figure 32: Feedback Monitoring Messages on EWD
DU 4 / SD : ND 1, ND2
DU 5 / PFD 2: ND1, SD
DU 6 / ND 2 : PFD 1, SD
The feedback monitoring of the PFD, ND, SD and EWD images is executed at
each DU cycle. For these critical parameters, the data processed in the monitored
DU are sent to two other DUs (the monitoring DUs) through the DMCs. The monitored DU includes two processing channels each one assigned to the generation
of one image column over two. Just before sending a critical parameter data to the
final graphic memories both processors CP1 and CP2 direct them to the interface
processor for comparison of the two values. Since they are produced at the same
time they should be equal. A discrepancy stops the monitored DU, whereas in the
other case the feedback value is sent to the other DUs for comparison with the
originating sensor value. When the difference is too high, the monitiring DU displays a message and triggers a warning to be displayed by the FWC. The feedback signals are sent by the DU to the DMCs, then to the monitoring DUs via an
ARINC 629 data link. The feedback is valid only if the feedback parameters are
aquired from an offside DMC of the monitored DU, so that the feedback channel
is segregated from the monitored channel. If this is not possible, the feedback
function is still executed with feedback parameters auquisition from the on-side
DMC. If a DU is no more monitored by another DU, it displays the amber message
DU NOT MONITORED
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31-60-32
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A320 Family

31-60 EIS
Figure 33: Feedback Monitoring
Jun04/THTA

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31-60-33
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A320 Family

31-60 EIS
Tailstrike indication on PFD
Permanent Data
The tailstrike indication is an amber "V", it is submitted to the roll angle, it is positioned on the pitch scale according to the following principle: the tailstrike angle is
reached when the lower tip of the "V" contacts to the aircraft reference.
Total Air Temperature (TAT) indication: TAT digital value with 1 C resolution:
This information is normally acquired by the ECAM, from the ADIRU bus of the
DMC. Its features are as follows: - normally green. Replaced by amber XX when
no valid data are available. The display can vary from -99 C up to +99 C.
Figure 34: Tailstrike Indication on PFD
Static Air Temperature (SAT) indication: Same presentation as for the TAT indication.
Delta ISA indication (ISA): Delta ISA digital value with 1 C resolution. - The
value is normally displayed in green, - It is not displayed when it is not available from the ADIRUs. - The value can vary from -99 C to +99 C. (Baro Selection Standard.
Universal Coordinated Time (UTC) indication: UTC hour and minutes: - normally green - replaced by amber XX when data are not available from the CFDIU.
The minutes can take any value between 00 and 59 in 1 mn steps. The hours can
take any value between 00 and 23 in 1 hour steps.
G LOAD indication: G LOAD is displayed in amber for flight phases 4 to 10,
when G Load is less than 0.7 G or more than 1.4 G for more than 2 s. Information
remains displayed 5 s after excessive G Load condition has disappeared. G LOAD
is not displayed in the other cases or when no valid data are available from the
ADIRUs. G Load digital value is amber, with 0.1 G resolution. The sign is displayed for negative values only. The display can vary from -9.9G to 0.7G, and from
1.4G to 9.9G.
Gross Weight (GW) indication: Gross Weight unit is in KG. Gross Weight digital
value, given by the FMGC, with 100 KG resolution: - normally green - it is remplaced by cyan dashes when the gross weight value is coded as No Computed
Data. - replaced by amber XX when data are not available in all other cases. The
display can vary from 0 to 99,900 KG in 100 KG steps.
Figure 35: Permanent Data
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31-60-34
Training Manual
A320 Family
FIDS and BITE Functions in the EIS
The EIS/FWS main computers include Built-In-Test (BITE) functions which perform a permanent monitoring of all the items of equipment involved in the EFIS
and ECAM operational functions, and also of the various sources which provide
the EIS/FWS with input signals. The DMCs act as FIDS (Fault Isolation and Detection System) for the DUs and the A/C circuitry (wiring, control knobs, selector
Jun04/THTA

31-60 EIS
switches)..The FWCs act as FIDS for the SDACs and the ECP, the cockpit loud
speakers, and the various controls and the alert lights. The FAC1 acts as FIDS for
the AFS, and particularly for the FCU which includes the EFIS control sections.
Figure 36: BITE Interface

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31-60-35
Training Manual
A320 Family
Figure 37: BITE Flow Chart enhanced EIS
Jun04/THTA

31-60 EIS
Figure 38: DMC System Test 1

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31-60-36
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A320 Family
Jun04/THTA

31-60 EIS

Level 3 B1 B2
31-60-37
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A320 Family
Jun04/THTA

31-60 EIS
Figure 42: DMC DU Brightness Test 1

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31-60-38
Training Manual
A320 Family

31-60 EIS
OR
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31-60-39
Training Manual
A320 Family
Figure 45: EIS Load / X Load
Jun04/THTA

31-60 EIS
Figure 46: EIS Load / X Load

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31-60-40
Training Manual
A320 Family
Figure 47: EIS Back Light Status
Jun04/THTA

31-60 EIS
Figure 48: EIS Back Light Status

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31-60-41
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A320 Family
Jun04/THTA


31-60 EIS
Level 3 B1 B2
31-60-42
Training Manual
A320 Family
Study Questions
Instruments
31-Study Questions
31-10 Panels
4. Which powersources supplies the clock?
1. Name all CB-Panels and their locations.
5. Is it nescessary to adjust the clock after a A/C battery disconnection?

2. Where is the maintenance panel located?
6. Which units receive data from the clock?
31-21 Clock (to Answer in the Avionics Course-Part)

3. How many clocks are installed and where can the UTC be read?
7. How will the time and date be reestablished if the clock fails during flight or before A/C power up?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Instruments
31-Study Questions
31-10 Panels
4. Which powersources supplies the clock?
1. Name all CB-Panels and their locations.
5. Is it nescessary to adjust the clock after a A/C battery disconnection?

2. Where is the maintenance panel located?
6. Which units receives datas from clock?
31-21 Clock (to Answer in the Avionics Course)

3. How many clocks are installed and where can the UTC be read?
7. How will the time and daLe be reestablished if the clock fails during flight or before A/C power up?
Oct03/THTA

Study Questions 31 - 1
Training Manual
A320 Family
31-32 CFDS
Study Questions
Instruments
12.What is shown under AVIONICS STATUS?
8. The LAST LEG REPORT shows:
13.What is the meaning of the BACKUP MODE?

9. The LAST LEG ECAM REPORT shows:
14.What is the meaning of PFR FILTER PROGRAM?

10.The POST FLIGHT REPORT shows:
15.Which reports are available during flight?

11.Is it possible to read the PFR on the MCDU screen?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
31-32 CFDS
Study Questions
Instruments
12.What is shown under AVIONICS STATUS?
8. The LAST LEG REPORT shows:
13.What is the meaning of the BACKUP MODE?

9. The LAST LEG ECAM REPORT shows:
14.What is the meaning of PFR FILTER PROGRAM?

10.The POST FLIGHT REPORT shows:
15.Which reports are available during flight?

11.Is it possible to read the PFR on the MCDU screen?
Oct03/THTA

Training Manual
A320 Family
16.The SYSTEM REPORT/TEST is used for:
17.Type 1 / 2 / 3 system means:
Study Questions
Instruments
20.Which unit computes the flightphases?
31-33 DFDR (to Answer in the Avionics Course)

21.Where is the DFDR installed and how are the flightdatas stored?
18.Class 1 / 2 / 3 failure means:

22.Which unit controls the SSFDR?
19.Level 1 / 2 / 3 means:
23.The acceleration datas are provided from:
and the A/D - conversion is done in the:
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
16.The SYSTEM REPORT/TEST is used for:
17.Type 1 / 2 / 3 system means:
Study Questions
Instruments
20.Which unit computes the flightphases?
31-33 DFDR (to Answer in the Avionics Course)

21.Where is the DFDR installed and how are the flightdatas stored?
18.Class 1 / 2 / 3 falure means:

22.Which unit controls the SSFDR?
19.Level 1 / 2 / 3 means:
23.The acceleration datas are provided from:
Oct03/THTA

Training Manual
A320 Family
24.Under which circumstances is the FOR recording?
31-35 Printer (to Answer in the Avionics Course)
Study Questions
Instruments
28.What is the principle of the memory-media of this recorder?
29.Which unit does all the computing and where is it located?
25.The printer receives and prints dahas from:
30.Name all AIDS MAIN MENU items, who are accessible via MCDU.
26.Name all controls on the frontpanel of the printer.
31.What is the purpose of the PRINT and EVENT button?
31-36 AIDS (to Answer in the Avionics Course)

27.Which recorder stores all aircraft datas?
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Level 3 B1 B2
Training Manual
A320 Family
and the A/D - conversion is done in the:
Study Questions
Instruments
31-36 AIDS (to Answer in the Avionics Course)

27.Which recorder stores all aircraft datas?
24.Under which circumstances is the FOR recording?

28.What is the principle of the memory-media of this recorder?
31-35 Printer (to Answer in the Avionics Course)

25.The printer receives and prints dahas from:
29.Which unit does all the computing and where is it located?
26.Name all controls on the frontpanel of the printer.
30.Name all AIDS MAIN MENU items, who are accessible via MCDU.
Oct03/THTA

Training Manual
A320 Family
31-50 ECAM
32.Which units belongs to ECAM?
33.The upper DU fails, what is the consequence?
34.The upper and lower DU failed. Which display can be restored and how?
35.What happens if DMC one fails?
Study Questions
Instruments
36.The ECAM control panel has failed. How can a desired system page be selected?
37.Which unit generates the-audio warnings?
38.What is the purpose of the SDAC?
31-60 EIS
39.Which units belongs to EIS?
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Level 3 B1 B2
Training Manual
A320 Family
31.What is the purpose of the PRINT and EVENT button?
35.What happens if DMC one fails?
31-50 ECAM
36.The ECAM control panel has failed.

How can a desired system page be selected?
32.Which units belongs to ECAM?
Study Questions
Instruments
37.Which unit generates the-audio warnings?

33.The upper DU fails, what is the consequence?
38.What is the purpose of the SDAC?

34.The upper and lower DU failed. Which display can be restored and how?
Oct03/THTA

Training Manual
A320 Family
40.Where are all control panels for the EIS located?
Study Questions
Instruments
44.Which parameter exceedance is stored in the DMC?
41.The Capt. PFD failed, what happens?
42.Which DU is normaly driven from DMC
43.What is the main task of the DMC 1, 2 and 3?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
31-60 EIS
Study Questions
Instruments
43.What is the main task of the DMC? 1 2 3
39.Which units belongs to EIS?
44.Which parameter exceedance is stored in the DMC?

40.Where are all controlpanels for the EIS located?
41.The Capt. PFD failed, what happens?
42.Which DU is normaly driven from DMC
Oct03/THTA

Training Manual
A320 Family
Landing Gear
32-00
32 Landing Gear
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A320 Family
Landing Gear
32-00 General
32-00 General
General Description
The aircraft has a tricycle-type landing-gear (L/G) system with direct-action shock
absorbers. The hydraulic actuating cylinders retract the L/G into bays. The MLG
and NLG doors close the bays after the L/G has retracted.
The MLG retracts inboard into bays, to the rear of the wing spar box and into the
fuselage to the rear of the hydraulics compartment. After retraction, the profile of
the wings and fuselage is closed by:
two doors attached to each MLG, for the wing profile
one hydraulically operated door for each MLG bay, for the fuselage profile.
Each MLG has two wheels fitted with tubeless tires. Two carbon brakes, each one
operated by two independently-supplied sets of pistons, are fitted to each MLG.
One set of pistons is supplied by the Green hydraulic system. The other set of pistons is supplied by the Yellow hydraulic system, which is assisted by a brake accumulator. Each brake is equipped with:
an automatic adjuster
a wear indicator
a temperature sensor.
The MLG has an anti-skid system to prevent wheel-lock during braking. When the
anti-skid operates, it increases the rate at which the aircraft can stop.
Fusible plugs are fitted to the MLG wheels to prevent a tire burst, if the tire becomes too hot.
The NLG retracts forward into a bay in the fuselage. When the NLG retracts the
NLG bay is closed by:
the NLG Ieg door
two aft doors (that are mechanically operated by the NLG)
two forward doors, hinged at the fuselage (that are operated by a single hydraulic actuator).
The NLG has two wheels fitted with tubeless tires. The nose wheels can be turned
by a hydraulically operated actuating-cylinder, to steer the aircraft when it is on the
ground.
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Landing Gear
32-00 General
Figure 1: Landing Gear
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A320 Family
Landing Gear
32-00 General
Figure 2: Landing Gear Controls and Indications
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A320 Family
Landing Gear
32-00 General
Figure 3: Landing Gear Controls and Indications
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A320 Family
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Landing Gear
32-00 General
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A320 Family
Landing Gear
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A320 Family
Landing Gear
General
The main landing gear (MLG) has two leg assemblies. The MLG legs, each with
a twin-wheel assembly, are installed in the wings. They retract inboard into bays
in the fuselage. The MLG supports the aircraft on the ground and (through the
shock absorbers in the legs) absorbs the loads during landing, take-off and taxiing.
Each MLG leg has two primary structural components, which are the main fitting
and the sliding tube. Each of these components is a one-piece assembly, and contains the shock absorber.
An axle, which is a part of the sliding tube, can contain a wheel-speed tachometer,
a brake-cooling fan and/or a tire-pressure sensor for each wheel.
The upper torque-link and the lower torque-link align the axle. They attach to the
lugs at the front of the main fitting and the sliding tube. There is a torque-link damper at the interface of the upper and lower torque-links.
The torque-Link damper absorbs the vibrations that can occur during landing. A
two-piece side-stay assembly connects the MLG leg main-fitting and the wing
structure. It prevents the movement of the landing-gear Ieg sideways.
The side-stay assembly is locked in the down position by a two-piece lock-stay assembly.
A retraction actuating cylinder connects the wing structure and the landing-gear
forward hinge-point. The retraction actuating cylinder retracts the MLG leg (sideways) into the fuselage.
The main fitting and the sliding tube each have an inflation valve. The valves are
used to fill, the shock absorber with hydraulic fluid and nitrogen.
Between the main fitting and the sliding tube there is a slave link. It holds the electrical, cables and the hydraulic pipes, to make sure they do not catch on the
wheels.
A spare-seal activating-valve is on the main fitting. This operates if there is a hydraulic leak through the gland seals. It is only used until the gland seats can be
examined/replaced.
The hydraulic pipes and the electrical harness are in rigid and flexible conduits.
The conduit routing gives:
protection from runway debris, birdstrikes and flailing tire treads,
maximum separation of the two systems.
Jun04/THTA

Level 3 B1 B2
32-10-2
Training Manual
A320 Family
Landing Gear
Figure 1: Main Gear and Doors
Jun04/THTA

Level 3 B1 B2
32-10-3
Training Manual
A320 Family
Figure 2: Main Landing Gear
Jun04/THTA
Landing Gear
Figure 3: Main Landing Gear

Level 3 B1 B2
32-10-4
Training Manual
A320 Family
Landing Gear
Figure 4: MLG Shock Absorber-Schematic
Jun04/THTA

Level 3 B1 B2
32-10-5
Training Manual
A320 Family
Figure 5: MLG Shock Absorber
Jun04/THTA
Landing Gear
Figure 6: MLG-Cylinder and 2nd Stage Inflation Valve

Level 3 B1 B2
32-10-6
Training Manual
A320 Family
Landing Gear
Figure 7: MLG-Upper Bearing
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Level 3 B1 B2
32-10-7
Training Manual
A320 Family
Landing Gear
Figure 8: MLG-Upper Diaphragm
Jun04/THTA

Level 3 B1 B2
32-10-8
Training Manual
A320 Family
Landing Gear
Figure 9: Gland Housing Sub-Assembly and Spare Seal Activating Valve
Jun04/THTA

Level 3 B1 B2
32-10-9
Training Manual
A320 Family
Landing Gear
Figure 10: Gland Seal Isolating Valve-Open/Closed
Jun04/THTA

Level 3 B1 B2
32-10-10
Training Manual
A320 Family
Landing Gear
Figure 11: MLG Torque-Link Damper
Jun04/THTA

Level 3 B1 B2
32-10-11
Training Manual
A320 Family
Jun04/THTA

Landing Gear
Level 3 B1 B2
32-10-12
Training Manual
A320 Family
Landing Gear
Figure 1: Refill with the Correct Oil Quantity
(Not to be used as a working instruction!)
Oil-Service
1. The nitrogen pressure has to be bled by the top and bottom charging valves.
2. The piston has to be filled with hydraulic oil at the top charging valve.
3. The oil has to be drained by compressing the strut until the oil is free of airbubbles.
The completely compressed shock absorber contains now the correct quantity
of oil.
The lower chamber is not pressurized; the floating piston is in the very bottom
position.
Jun04/THTA

Level 3 B1 B2
32-11-1
Training Manual
A320 Family
Landing Gear
Nitrogen-Pressure-Adjustments with A/C on Jacks

1.
2.
3.
4.
5.
Determine the strut temperature (20).

Use table 1 to find the pressure (1133 psi).
Fill the lower chamber (1133 psi); the floating piston moves to the top end.
The pressure of the upper chamber you get from table 2 (20C).
Adjust the upper chamber pressure to 110 psi.
Jun04/THTA

Level 3 B1 B2
32-11-2
Training Manual
A320 Family
Landing Gear
Figure 2: Refill the upper and lower Chamber with Nitrogen A/C on Jacks
Jun04/THTA

Level 3 B1 B2
32-11-3
Training Manual
A320 Family
Landing Gear
With A/C on Wheels:

Adjustment of the Dimension H with a heavy A/C
(Floating piston is floating)
1. Measure the pressure in both chambers.
Example:
upper chamber 1400 psi
lower chamber 1350 psi
2. If the pressure difference in the lower chamber is 200 psi or less than in the
upper chamber (heavy A/C), then you have to adjust the lower chamber pressure 200 psi higher than the upper chamber. So the floating piston will move to
the upper end.
Jun04/THTA

Level 3 B1 B2
32-11-4
Training Manual
A320 Family
Figure 3: Pressure Check in both Chambers with heavy A/C
Jun04/THTA
Landing Gear
Figure 4: Pressurize the lower Chamber to 1600 psi

Level 3 B1 B2
32-11-5
Training Manual
A320 Family
3. Measure the strut temperature (20C).
4. Diagram 2 gives the strut-height H based on upper chamber pressure which
corresponds with the A/C weight.
20C and 1400 psi pressure =
acc. Diagram 2 H = 5.8.
Jun04/THTA
Landing Gear
5. Adjust the dimension H to 5.8 by adding or bleeding N-pressure at the upper

chamber!
The upper chamber is now correct pressurized.
Figure 5: Adjustment of the Dimension H at the upper Chamber

Level 3 B1 B2
32-11-6
Training Manual
A320 Family
6. To pressurize the lower chamber you have to consult the diagram 1.
Diagram 1: 20C and 1400 psi = H = 4.8
Landing Gear
7. Add or bleed N-pressure at the lower chamber until H has reached 4.8. The
pressure in the lower chamber should read 1400 psi.
Figure 6: Adjustment of the Dimension H at the lower Chamber
Jun04/THTA

Level 3 B1 B2
32-11-7
Training Manual
A320 Family
Landing Gear
Figure 7: Pressure check in both Chambers with Lightweight A/C
With A/C on Wheels:

Adjust the dimension H with a lightweight A/C.
1. Measure the pressure in both chambers.
Example:
upper chamber 1000 psi
lower chamber 1200 psi
If the pressure in the lower chamber is higher than in the upper chamber, the
floating piston is at the upper end position.
Jun04/THTA

Level 3 B1 B2
32-11-8
Training Manual
A320 Family
2. Measure the strut temperature (20C).
3. Use table 1 to determine the strut height H.
Pressure 1000 psi and 20C = H = 5.4
Jun04/THTA
Landing Gear
4. Adjust dimension H by adding or bleeding nitrogen at top charging valve.

Figure 8: Adjustment of the Dimension H at the upper Chamber

Level 3 B1 B2
32-11-9
Training Manual
A320 Family
5. Diagram 3 determine the lower chamber pressure.
20C = 1130 psi
6. Correct the lower chamber pressure to the desired 1130 psi.
Jun04/THTA
Landing Gear
The shock absorber is now correct pressurized.

Figure 9: Adjustment of lower Chamber Pressure

Level 3 B1 B2
32-11-10
Training Manual
A320 Family
Landing Gear
Jun04/THTA

Level 3 B1 B2
32-20-1
Training Manual
A320 Family
General
Landing Gear
cient to operate the lockstay mechanism. The nose gear uptock assembly holds
the gear in the retracted position.
The nose gear is of the direct acting type with an integral shock absorber.
The gear retracts forward into the fuselage.
The gear is therefore favourably assisted by the aerodynamic moments in the
downlocking direction during gear extension. The sliding tube assembly, which includes the wheel axle, is inclined 9 degress forward in order to simplify 9 degress
forward in order to simplify design.
This design made it possible to put the wheel axle 50 mm to the rear of the shock
strut centerline. Because of this the wheels return freely to the center position.
The shock strut is made of aluminum alloy and hangs on the structure from two
trunnions.
A rotating tube made of steel is installed inside the shock strut. A pinion gear installed on the tube is engaged with a rack which is connected to the steering actuating cylinder. The steering actuating cylinder transmits hydraulic power through
the rack and pinion mechanism which steers the wheels.
The sliding tube is made of steel and is connected to the rotating tube by torque
links.
The shock absorber includes 2 centering cams which engage with each other after
take-off of the aircraft. This causes the wheels to return to the center position before gear retraction. The folding drag strut assembly with a tockstay locks the gear
leg in the extended position. At the top of the assembly is a forestay, made of aluminium, and at the bottom a tubular arm made of steel. The forestay and the tubular arm are connected by a universal joint. This assembly gives primary bracing.
The lockstay assembly gives secondary bracing.
The lockstay assembly includes two parts connected by a spherical, bearing:
the upper link made of forged aluminum alloy, which hinges on the leg,
the lower link made of forged steel.
The forestay of the primary bracing assembly hangs on the aircraft from two trunnions in the same way as the gear leg. Some hinge points include spherical bearings to permit movement to allow for deformation.
A hydraulic cylinder on the nose gear lockstay locks and unlocks both brace assemblies in normal operation.
If the hydraulic pressure is not available, two traction springs pull and hold the leg
in the extended locked position in Free Fall extension mode. One spring is suffi-
Jun04/THTA

Level 3 B1 B2
32-20-2
Training Manual
A320 Family
Landing Gear
Figure 1: Nose Gear and Doors
Jun04/THTA

Level 3 B1 B2
32-20-3
Training Manual
A320 Family
Landing Gear
Figure 2: Nose Gear
Jun04/THTA

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32-20-4
Training Manual
A320 Family
Landing Gear
Figure 3: Nose Gear Shock Absorber-Schematic
Jun04/THTA

Level 3 B1 B2
32-20-5
Training Manual
A320 Family
Landing Gear
Figure 4: Nose Gear Shock Absorber
Nitrogen
Hydraulic
Fluid
Rack and
Pinion System
Metering
Tube
Sliding Rod
Towing Lug
Jacking
Point
Servicing
Valve
Level 3 B1 B2
Piston
Bearing

Upper Cam
Lower Cam
Sensor
Assemblies
Target
Assemblies
Jun04/THTA
Drain Hole
Note:
Simplified drawing of shock absorber
in fully extended position
32-20-6
Training Manual
A320 Family
Landing Gear
Figure 5: Nose Gear Shock Absorber Charging Valve
Jun04/THTA

Level 3 B1 B2
32-20-7
Training Manual
A320 Family
Jun04/THTA

Landing Gear
Level 3 B1 B2
32-20-8
Training Manual
A320 Family
Landing Gear
Jun04/THTA

Level 3 B1 B2
32-21-1
Training Manual
A320 Family
Landing Gear
Figure 1: Nose Landing Gear Charging Valve
Oil-Service
1. Depressurize NLG shock absorber pressure at the charging valve.
2. Add hydraulic oil at the charging valve by until dimension H 50mm.
3. Drain and refill the shock absorber by compressing and extending the piston,
until the oil drains free of airbubbles.
The completly compressed shock absorber is now correctly filled with oil.
Adjustment of the Shock Absorber Dimension H

1. Determine the strut temperature 20C.
2. Determine the shock absorber pressure.
(Pressure depends an A/C weight) (= 1400psi)
3. Use pressure/extension graph to determine the pressure and temperature.
+ 20C and 1400 psi = H of 4 inches
4. Pressurize shock absorber until H.
4 inches is reached
5. Perform the leak-check.
Jun04/THTA

Level 3 B1 B2
32-21-2
Training Manual
A320 Family
Landing Gear
Figure 2: NLG Shock Absorber-Pressure/Extension Graph
Jun04/THTA

Level 3 B1 B2
32-21-3
Training Manual
A320 Family
Jun04/THTA

Landing Gear
Level 3 B1 B2
32-21-4
Training Manual
A320 Family
Jun04/THTA
Landing Gear
Figure 1: Landing Gear-Control and Indication

Level 3 B1 B2
32-31-1
Training Manual
A320 Family
Landing Gear Operation

The extension and retraction system extends and retracts the landing gear (L/G).
The system is divided into two sub-systems:
the Normal Extension and Retraction System (Ref. 32-31-00)
the Free Fall Extension System (Ref. 32-33-00).
Normal Extension and Retraction

The L/G control lever (6GA) is on the First Officers side of the center instrument
panel. It operates the extension and retraction of the landing gear.
The normal extension and retraction system is used to extend and retract the L/G.
The system is electrically controlled and hydraulically operated. The hydraulic
supply is from the Green hydraulic power system (Ref. 29-11-00). A Landing Gear
Control and Interface Unit (LGCIU) controls the sequence of operations.
The two control and position-sensing systems each have a LGCIU, proximity sensors and targets.
Free Fall Extension

The free-fall extension control-handle is on the rear of the center pedestal and operates the L/G mechanically.
If the normal extension and retraction system is not serviceable, you can operate
the free-fall extension system. It extends the nose landing gear (NLG) and the
main landing gear (MLG) by gravity. The system is mechanically operated by cables, rods, and levers, used to make the necessary extend selections.
When you operate the free-fall extension control-handle, it releases the uplocks
on:
the MLG door
the NLG door
the MLG gear
the NLG gear.
A mechanically-operated valve isolates the hydraulic supply. To prevent cavitation
and hydraulic locks, other mechanically-operated valves let fluid move in the hydraulic components of the normal extension and retraction system. When the uplocks release, gravity extends the L/G doors and the L/G. Springs pull the
downlock-links of the L/G into the locked position and the L/G doors stay open.
Landing Gear
the main doors close

the system is set to the normal extension and retraction mode.
System Description
Normal Extension and Retraction
The normal extension and retraction system has two independently wired electrical circuits, SYSTEM 1 and SYSTEM 2. Each system contains a LGCIU, and proximity sensors to show the position of the L/G components. Only one LGCIU
controls the System at one time. The LGCIU in control is the active unit and the
other is the standby unit. Each circuit connects to the L/G control lever, a L/G and
a L/G door selector valve. A safety valve connected to the ADIRS (Ref. 34-10-00)
isolates the system from the Green hydraulic supply when the aircraft flies faster
than 264 knots. This prevents the extension of the L/G. The L/G and the L/G door
selector valves control the flow of the hydraulic fluid to and from the system hydraulic components.
The L/G hydraulic system includes:
the actuators that move the mechanical L/G and L/G door components
the mechanically operated valves that let the doors open on the ground.
The L/G doors and the L/G have uplocks that lock the components in the retracted
position. Geometric (overcenter) downlocks lock the L/G in the extended position.
An anti-retraction baulk in the L/G control lever prevents an UP selection when:
all three L/G shock absorbers are not fully extended (weight off the ground)
the nose wheels are not in the center position.
Free Fall Extension System

The free-fall extension system includes a control handle. When rotated, it operates a mechanical control system, which releases the MLG and NLG door and
gear uplocks. The mechanical system also causes the cut out valve (in the RH
MLG bay) and a vent valve (in the LH MLG and NLG bays) to move in sequence.
The cut out valve isolates the L/G hydraulic system from the Green hydraulic power supply (Ref. 29-11-00). The vent valves let the hydraulic fluid move between
some components to prevent cavitation and hydraulic locks. They also let the unwanted fluid go back to the Green hydraulic system return.
When you put the free-fall extension control-handle to the NORMAL position and
set the L/G control handle to DOWN:
Jun04/THTA

Level 3 B1 B2
32-31-2
Training Manual
A320 Family
Landing Gear
Figure 2: Extension and Retraction
Jun04/THTA

Level 3 B1 B2
32-31-3
Training Manual
A320 Family
Landing Gear
Extension and Retraction Components
General
To permit the automatic change of one LGCIU to the other, each LGCIU supplies
a status signal to the other.
There are two identical Landing Gear Control and Interface Units (LGCIU):
SYSTEM NO 1 LGCIU (5GA1), which is located behind panel 93VU
SYSTEM NO 2 LGCIU (5GA2), which is located behind panel 94VU.
The function of each LGCIU is to:
control the operation of the landing gear (L/G) and doors
find the position and status of the L/G and doors
supply L/G and door position and status information to other aircraft systems
process proximity sensor inputs from the Flap disconnect system (Ref. 27-5100)
supply data to the Slat and Flap Control Computer (SFCC) (Ref. 27-51-00)
process proximity sensor and microswitch inputs from the Cargo Door Control
System (Ref. 52-35-00)
provide a control logic circuit for the Cargo-Compartment Door-Systems (Ref.
52-35-00)
monitor LGCIU system operation and report component/system failures to the
Flight Warning Computer (FWC) (Ref. 31-53-00) and Electronic Centralized
Aircraft Monitoring System (ECAM) (Ref. 31-60-00)
store details of failures and to supply this information to the Centralized Fault
Display System (CFDS) (Ref. 31-30-00)
provide BITE and self monitoring functions
simulate any landing gear configuration for maintenance test and failure investigation tasks.
detection of a failure in the LGCIU/L/G system of the LGCIU which has control
of the L/G.
Each LGCIU is connected to the other LGCIU by two wires that supply LGCIU status signals. For each LGCIU, one wire is for the output status signals to the other
LGCIU. The second wire is for input status signals from the other LGCIU.
Each LGCIU will continue to supply L/G position and status information to the interfaced aircraft systems. It does not matter which LGCIU has control of the L/G
system.
The two LGCIU's are interchangeable, but the aircraft wiring in SYSTEM NO 1 is
different to that of SYSTEM NO 2. Thus the installed LGCIU's will supply different
interfaced aircraft systems with L/G system position information (Ref. 32-62-00).
The aircraft can operate satisfactorily when one of the LGCIUs does not operate
or is not installed. When this occurs the serviceable unit must be installed in SYSTEM NO.1 (Panel 93VU).
Only one LGCIU is in control of the L/G system at any one time.
Control of the L/G system automatically changes to the other LGCIU on:
each de-selection of DOWN of the L/G control-lever
Jun04/THTA

Level 3 B1 B2
32-31-4
Training Manual
A320 Family
Landing Gear
Figure 3: Landing Gear Control and Interface Unit
Jun04/THTA

Level 3 B1 B2
32-31-5
Training Manual
A320 Family
Landing Gear
Figure 4: Normal Extension and Retraction - Block Diagram
Jun04/THTA

Level 3 B1 B2
32-31-6
Training Manual
A320 Family
Landing Gear
Notes:
Jun04/THTA

Level 3 B1 B2
32-31-7
Training Manual
A320 Family
Landing Gear
Normal Landing Gear Retraction/Extension
L/G Extension Sequence
The L/G control system is electrically controlled and hydraulically actuated. The
Green system supplies the hydraulic pressure. The L/G and doors are related systems and operate in the sequence that follows:
door uplocks released and doors open
L/G locks released and L/G retracts or extends
doors close.
When the calculated airspeed decreases to 260 kt or less, the ADIRU`s will function. This lets a valve open signal to the safety valve when you make a DOWN
selection. The safety valve then opens and connects the L/G system to the Green
system hydraulic pressure.
The position of the L/G control lever controls the extension and retraction of the L/
G. The L/G control lever cannot be moved to the UP position (the baulk mechanism prevents this) if:
the MLG is not fully extended
the NLG shock absorber is not fully extended
the nosewheels are not in the center position.
When the baulk mechanism of the L/G control lever is released, the lever can be
moved to the UP position.
L/G Retraction-Sequence
With the L/G down and locked, and the doors closed and locked, on selection of
UP, the LGCIU will:
a) Signal the doors to open.
b) When all the doors are fully open:
signal the L/G to retract
hold the doors open signal to keep the door open line pressurized.
c) When all the L/Gs are up and locked:
signal the doors to close
maintain the L/G retract signal to keep the L/G up-line pressurized.
d) As the last door closes and locks, the operations that follow will occur:
the L/G retract signal will cancel
the L/G selector valve will de-energize
the L/G retract lines will de-pressurize.
With the L/Gs up and locked and the doors closed and locked, on selection of L/
G DOWN, the LGCIU will:
a) Signal the doors to open.
b) When all the doors are fully open:
signal the L/G to extend
hold the door open signal to keep the door open-line pressurized.
c) When all the L/Gs are down and locked:
signal the doors to close and pressurize the lockstay actuating cylinder.
d) As the first door moves from the fully open position:
cancel the L/G extend signal.
e) Maintain the doors closed signal and the L/G lockstay actuating- cylinder
pressurized.
Sequence Control
The sequence control is such that:
it is not possible to move the L/G unless all the doors are fully open
it is not possible to close the doors unless all the L/Gs are locked in their selected position.
With the L/Gs locked up and the doors locked closed, the doors will not be signalled to open if a door becomes unlocked. This is only if the control lever is selected to the UP position.
When the calculated airspeed increases to 264 kts, a signal from the Air-Data Intertial-Reference Units (ADIRU) causes the safety valve to close. This isolates the
Green hydraulic system from the L/G hydraulic system. When the pressure has
decreased sufficiently, a spring in the door selector valve will adjust the valve to
center. This causes the door close line to depressurize.
Jun04/THTA

Level 3 B1 B2
32-31-8
Training Manual
A320 Family
Landing Gear
Figure 5: L/G Up Selection, Door Movement to Open
Jun04/THTA

Level 3 B1 B2
32-31-9
Training Manual
A320 Family
Landing Gear
Figure 6: LGCIU-L/G Retraction Control Logic
Jun04/THTA

Level 3 B1 B2
32-31-10
Training Manual
A320 Family
Landing Gear
Figure 7: L/G Down Selection, Door Movement to Close
Jun04/THTA

Level 3 B1 B2
32-31-11
Training Manual
A320 Family
Landing Gear
Figure 8: Landing Gear System-Sequence of Operations
Jun04/THTA

Level 3 B1 B2
32-31-12
Training Manual
A320 Family
Free Fall Extension
Landing Gear
Figure 9: Free-Fall Extension
General
A mechanical free-fall system extends the L/G if the normal extension and retraction system (Ref. 32-31-00) is not serviceable.
The free-fall system releases the door and L/G uplocks. A mechanically operated
valve isolates the hydraulic supply. Other mechanically operated valves let fluid
move in the hydraulic components of the normal extension and retraction system.
This prevents cavitation and hydraulic locks.
The L/G doors are opened by the L/G weight and aerodynamic force. Gravity extends the L/G, which is held and locked in the extended position. When the L/G is
extended by the free-fall system, the L/G doors stay open.
When the control handle of the free-fall system is reset, the Green hydraulic system is pressurized. The L/G control lever can then be set to the DOWN position to
close the L/G doors and set the L/G.
System Description
The free-fall extension-handle is at the rear of the cockpit center pedestal. A system of rods, cables and bellcranks connect the free-fall extension-handle to:
the L/G door uplocks
the L/G uplocks
the vent valves and a cut-out valve.
When the free-fall extension-handle is turned it operates the L/G components in
the sequence that follows:
the cut-out valve closes to isolate the pressure supply and connect it to return
the vent valves operate to bypass the normal L/G extension system
the L/G and the L/G door uplocks release.
Shear devices protect the L/G system if either the L/G door or release mechanism
jam when the free-fall system is operated.
The free-fall extension system has:
a mechanical system in the MLG and NLG bays
hydraulic components which have an interface with the Green hydraulic system.
Jun04/THTA

Level 3 B1 B2
32-31-13
Training Manual
A320 Family
Landing Gear
Jun04/THTA

Level 3 B1 B2
32-31-14
Training Manual
A320 Family
Landing Gear
Jun04/THTA

Level 3 B1 B2
32-31-15
Training Manual
A320 Family
Landing Gear
A detailed description of the bypass valve is given in (Ref. 32-31-00).

Ground Door-Opening for Maintenance
When the ground door-opening handle is operated, it pulls a teleflex cable which
moves the lever on the bypass valve through 90 degrees. The initial movement of
the ground door-opening handle causes the bypass valve to:
isolate the door-close hydraulic supply from the door actuating-cylinder
connect the two chambers of the MLG door actuating-cylinder together.
At the same time, the hook of the door uplock is released. Gravity then opens the
main door, which causes the hydraulic fluid to move from one side of the door actuating-cylinder to the other. The main door opens slowly because some cavitation
occurs in the door actuating-cylinder.
Ground Door-Closing after Maintenance

The Green hydraulic system must be pressurized before the ground door-opening
handle can be moved. A locking plunger in the bypass valve stops movement of
the handle, if the hydraulic system is not pressurized.
When the ground door-opening handle is turned towards the closed position, it
pushes the teleflex cable. This moves the lever of the bypass valve. The valve
then isolates the chambers of the main door actuator from each other and connects them to the hydraulic supply. At the same time, the rod to the uplock moves
the ground release mechanism in the door uplock to its initial position. The main
door actuator then closes the main door, and the uplock closes to hold the door
actuating-cylinder in the closed position.
Jun04/THTA

Level 3 B1 B2
32-31-16
Training Manual
A320 Family
Landing Gear
Figure 12: Nose Landing Gear Door Ground Opening
Jun04/THTA

Level 3 B1 B2
32-31-17
Training Manual
A320 Family
Landing Gear
Figure 13: Main Landing Gear Door Ground Opening
Jun04/THTA

Level 3 B1 B2
32-31-18
Training Manual
A320 Family
Landing Gear
Figure 14: Landing Gear Doors Ground Opening
Jun04/THTA

Level 3 B1 B2
32-31-19
Training Manual
A320 Family
Landing Gear
Figure 15: Landing Gear Normal Extension and Retraction System 1
Jun04/THTA

Level 3 B1 B2
32-31-20
Training Manual
A320 Family
Landing Gear
Figure 16: Landing Gear Normal Extension and Retraction System 2
Jun04/THTA

Level 3 B1 B2
32-31-21
Training Manual
A320 Family
Landing Gear
Figure 17: Landing Gear Normal Extension and Retraction-Safety Valve

Control
Jun04/THTA

Level 3 B1 B2
32-31-22
Training Manual
A320 Family
Landing Gear Control LRUs
Landing Gear
Figure 18: MLG-Component Location
Extension and Retraction Components

The lockstay actuator is a hydraulic unit with rate control devices. The main components of the actuator are:
a cylinder
a piston
a two way restrictor valve
a pressure relief valve.
The lockstay, that moves to an overcenter position, locks the L/G in the fully extended position.
NLG Door Closing/Opening Safety Valves (2629GM, 2630GM)

The safety valve is installed in the open and close lines between the NLG dooractuator and the L/G door selector-valves. The safety valve closes the line if there
is a hydraulic leak.
The safety valve will only operate at a flow rate equal to or greater than 11 ltr/min.
L/G Isolation Safety Valve 49GA

The safety valve is an electrically-operated, two-position valve that isolates the
Green hydraulic supply to the L/G system. When the computed airspeed is more
than 264 kts the safety valve closes (solenoid de-energized). The safety valve
opens (solenoid energized) when the computed airspeed is less than 260 kts and
the L/G control-lever is selected DOWN.
A signal from LGCIU-1 (5GA1) keeps the safety valve open during maintenance.
The LGCIU sends this signal when the LH and RH MLGs are compressed or,
when ground power is connected to the aircraft.
Jun04/THTA

Level 3 B1 B2
32-31-23
Training Manual
A320 Family
Landing Gear
MLG Actuating Cylinder (2503GM,2504GM)

The MLG actuating cylinder is installed on the main fitting at the piston rod end.
Two lugs attach the body of the actuating cylinder to the wing rear spar.
The cylinder contains the piston rod and a sealed piston head. Each valve housing
contains a restrictor and a restrictor valve. The restrictor decreases the flow of fluid
in each direction and the restrictor valve decreases the flow of fluid out of the cylinder.
MLG Uplock (2509GM,2510GM)

The MLG uplock is a mechanical device that automatically locks the main gear in
the retracted position. The uplock is closed mechanically and opened hydraulically
in the normal extension and retraction mode. The uplock can also be opened mechanically in the free fall extension mode (Ref. 32-33-00). The primary components of the uplock are:
The proximity sensors are attached to the casing and the targets to the latch assembly. They continuously supply an independent electrical signal to show the uplock configuration (uplock closed = 'target near' or uplock open = 'target far').
The primary components of the locking mechanism are a latch assembly and a
hook. The latch assembly has a bearing and two targets. The bearing turns on a
pin at its center, as do the latch assembly and the hook. Tension springs connect
the latch assembly to the hook. The hook has a cam which touches the bearing.
The mechanical release mechanism has a release lever which is connected to a
splined drive shaft. This drive shaft connects to the Free Fall Extension System
(Ref. 32-33-00).
Door Ground Opening By-Pass Valve

Each by-pass valve (2517GM/2518GM/2533GM) has three hydraulic connections
marked A, B and C:
For normal operation, Port A is closed with Port B connected to Port C.
For door ground opening, Port B is closed before Port A is connected to Port C.
A locking plunger (baulk) in the by-pass valve stops the movement of the control
lever from the OPEN to the CLOSE position. Before selection can be made, a hydraulic pressure greater than 70 bars (1015 psi) must be supplied to Port B (doors
close line) to retract the locking plunger.
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Training Manual
A320 Family
Landing Gear
Figure 19: Main Landing Gear Component Location
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Training Manual
A320 Family
Figure 20: Nose Landing Gear Component Location
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Landing Gear
Figure 21: Landing Gear Control Lever

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Landing Gear
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A320 Family
Landing Gear
The primary components of the valve are:

a valve body
a solenoid and electrical connector
a pilot valve.
The safety valve is installed on a manifold in the RH MLG bay.
The pilot valve is a spool valve that is connected to the main valve body by two
screws.
The safety valve body has three ports that are identified A, B and C. The valve
body has holes to connect the ports and faces to install the solenoid and
connector.
The safety valve is an electrically-operated, two-position valve that isolates the
Green hydraulic supply to the L/G system. When the computed airspeed is more
than 264 kts the safety valve closes (solenoid de-energized). The safety valve
opens (solenoid energized) when the computed airspeed is less than 260 kts and
the L/G control-lever is selected DOWN.
A signal from LGCIU-1 (5GA1) keeps the safety valve open during maintenance.
The LGCIU sends this signal when the LH and RH MLGs are compressed or,
when ground power is connected to the aircraft.
The safety valve gets its electrical supply from the essential busbar (401PP), during maintenance it can be supplied from the ground service busbar (601PP).
With the solenoid energized the pressure inlet A is connected to the supply outlet
C and the return outlet B is closed. This connects the Green hydraulic system to
the L/G system.
With the solenoid de-energized the pressure inlet A is closed and the supply outlet
C is connected to the return outlet B. This isolates the Green hydraulic system
from the L/G system.
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A320 Family
Selector-Valve Manifold-Assembly (2524GM)
Landing Gear
Figure 24: Selector Valve (2524GM)
The selector valve manifold assembly is an electrically-operated hydraulic unit

that controls the flow of hydraulic fluid to and from the L/G hydraulic components.
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A320 Family
Landing Gear
Figure 25: NLG Door Closing/Opening Safety Valves (2629GM, 2630GM)
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A320 Family
Figure 26: NLG Door Closing/Opening Safety Valve
Landing Gear
The safety valve is installed in the open and close lines between the NLG dooractuator and the L/G door selector-valves. The safety valve closes the line if there
is a hydraulic leak.
The safety valve will only operate at a flow rate equal to or greater than 11 ltr/min.
Valve Body
The valve has a body with two hydraulic ports B and C. The body is machined and
holds the slide valve and valve seat. The end fitting (installed in the upper end of
the body) holds:
the jet
the spring
the spring seat
the spring pin
the bleed screw.
The slide valve has drilled ports to let the hydraulic fluid move through the valve.
The wire installed on the spring pin goes through the jet to prevent it from being
blocked.
The spring pushes against the spring seat to keep the valve in the open position.
The valve seat is installed at the lower end of the valve body and is held in position
by a screwed ring sealed by packing rings.
Hydraulic Fluid
In normal operation, the hydraulic fluid goes into port B, passes through the slot in
the slide valve and goes out through port C.
When a leak occurs downstream of the safety valve (with a flow rate greater than
11 litre/minute) the slot in the slide valve stops the increase of flow. This causes
the valve to begin to close. At the same time the spring is compressed and cavitation is formed in chamber A, which slows the movement of the slide valve.
The hydraulic fluid passes through the small hole in the slide valve and fills chamber A. When the chamber A is full the effect of the cavitation is removed and the
valve closes. The speed at which chamber A fills controls the speed at which the
valve will operate.
To reset the safety valve it is necessary to depressurize the Green system reservoir or to open the bleed screw installed on the end of the safety valve.
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Training Manual
A320 Family
MLG Actuating Cylinder
Landing Gear
Description
The piston rod range of travel is controlled by:

the side stay during the MLG extension cycle
the uplock during the MLG retraction cycle.
The MLG actuating cylinder is installed on the main fitting at the piston rod end.
Two lugs attach the body of the actuating cylinder to the wing rear spar.
Restrictor Valve
The actuator is operated hydraulically and has rate control devices. The primary
components of the unit are:
a cylinder
a piston rod
two valve housings.
The cylinder contains the piston rod and a sealed piston head. Each valve housing
contains a restrictor and a restrictor valve. The restrictor decreases the flow of fluid
in each direction and the restrictor valve decreases the flow of fluid out of the cylinder.
Actuating Cylinder
The body of the actuating cylinder has a housing bolted to each end that are connected by an external pipe. Each housing contains a restrictor and a restrictor
valve. These components control:
the speed at which the actuating cylinder operates
the end of travel damping, which occurs in each direction of travel.
To give protection against the high fluid pressures (caused during end of travel
damping) the walls of the actuating cylinder are thicker at the piston rod end.
Piston Rod
The piston rod moves in the cylinder assembly and has:
a plug at the internal end

an integral eye-end (with a spherical bearing) at the external end
a vent valve.
The shape of the piston causes a smooth increase in the damping effect.
Operation
Retraction Sequence (Start)
When the piston rod is in the extended position, the piston covers the control orifice of the restrictor valve at the piston rod end. The increased internal diameter of
the cylinder prevents the orifice of the one-way restrictor being totally covered.
When a selection is made to retract the piston rod, port A is open to the hydraulic
system pressure and port B to the hydraulic system return. The hydraulic fluid enters port A and pressure is transmitted directly to the valve housing at the piston
rod end. The fluid cannot go through the control orifice, so the valve of the oneway restrictor is moved to permit full fluid flow. The initial piston movement is slow
because the control orifice of the restrictor valve is closed by the piston.
Once the piston has moved past the control orifice of the restrictor valve, the flow
is increased and the piston accelerates.
Damping (Start)
If pressurized fluid gets into the piston rod, the vent valve blows out and prevents
an increase in pressure in the piston rod. To prevent corrosion a small quantity of
hydraulic fluid is put into the piston rod during assembly.
With hydraulic pressure supplied to:
the full area side of the piston, the piston rod extends and retracts the MLG
the annular side of the piston, the piston rod retracts and extends the MLG.
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The restrictor valve is closed by hydraulic fluid flow when the L/G is operated. This
decreases the flow of fluid and controls the speed of the piston rod. Near the end
of the piston rod travel the piston closes a control orifice. This causes:
1. The remaining fluid to return through the closed restrictor valve to the hydraulic
system return.
2. An increase in pressure (on the return side of the piston) which damps the end
of the piston rod travel.
At the other end of the retraction actuator, the hydraulic system return fluid goes
through the piston end valve housing to port B. The fluid is forced through the control orifice of the restrictor valve and the orifice of the one-way restrictor valve,
which is moved to decrease the fluid flow. As the piston covers the control orifice,
the fluid flow by this path is reduced and finally stopped. Fluid which returns
through the one-way restrictor, causes a pressure build-up in the piston end of the
actuator. This decelerates the piston movement and dampens the end of travel
stroke.

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Training Manual
A320 Family
Extension (Start)
Landing Gear
Figure 28: MLG Actuating Cylinder-Schematic
Both restrictor valve sub-assemblies on the retraction actuator are similar in operation. This means that the extension of the actuator is opposite to the retraction.
Figure 27: MLG Actuating Cylinder (2503GM, 2504GM)
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A320 Family
NLG Door Actuating Cylinder (2531GM)
Landing Gear
Figure 29: NLG Door Actuating Cylinder-Schematic
1. Description
The door actuator is a hydraulic actuator with rate control devices. The piston
and piston rod are contained in a cylinder. The shape of the internal bore, the
position of the return orifices, and the restrictor valve, control the damping.
The NLG door actuating-cylinder is a two-acting type. A valve-housing on the
body of the actuating-cylinder contains a check-valve. The movable part of the
check-valve has a slot in the face that touches the valve seat.
The actuating-cylinder connects:
the door control-rod bellcrank at the piston-rod end
the roof of the landing gear bay at the fixed end.
An in-line restrictor (2536GM) is installed in the line to the annular side of the
actuating cylinder. It controls the speed at which the piston-rod operates.
The actuating cylinders range-of-travel is controlled by:
the NLG door uplock as the NLG doors close
an internal stop as the NLG doors open.
2. Operation
a) Doors Close
With the NLG doors set to CLOSE, the pressurized hydraulic fluid goes into
the annular side of the actuating-cylinder. The piston-rod retracts and closes the NLG doors. On the other side of the piston, the hydraulic fluid goes
to return through the
main return orifice and the slot in the closed check-valve. Near the end of
the piston-rod travel, the piston closes the main return orifice. This causes
a large decrease in the flow of fluid to return, which damps the end of the
piston-rod travel.
b) Doors Open
With the NLG doors set to OPEN, the aerodynamic loads help the doors to
open. The restrictor (2536GM) decreases the return flow of fluid from the
actuating-cylinder. This causes a damping-pressure on the annular side of
the piston to control the speed at which the NLG doors open. The restrictorvalve (2535GM) keeps a limit on the damping-pressure. To do this, the
valve decreases the flow of pressurized fluid to the extend side of the actuating-cylinder.
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A320 Family
Figure 30: Main Gear Uplock (2509GM, 2510GM)
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Landing Gear
Figure 31: Nose Gear Uplock (2530GM)

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A320 Family
MLG Uplock
Operation
Description
Gear Extend
The MLG uplock is a mechanical device that automatically locks the main gear in
the retracted position. The uplock is closed mechanically and opened hydraulically
in the normal extension and retraction mode. The uplock can also be opened mechanically in the free fall extension mode (Ref. 32-33-00). The primary components of the uplock are:
a casing
a hydraulic actuator
two proximity sensors with their related targets
a locking mechanism
a free-fall mechanical-release mechanism.
Casing
The casing has two halves, which are connected by bolts. The hydraulic actuator
has a piston, and is connected to the casing. A spring keeps the piston retracted
when there is no hydraulic pressure. The actuator has two hydraulic ports A and
B. The casing has two holes for rigging pins and are positioned for these functions:
one pin hole is for a rigging check of the position of the mechanism for the Free
Fall Extension System
one pin hole locks the uplock in the closed position and is for a rigging check
of the proximity sensors.
Proximity Sensors
The proximity sensors are attached to the casing and the targets to the latch assembly. They continuously supply an independent electrical signal to show the uplock configuration (uplock closed = 'target near' or uplock open = 'target far').
The primary components of the locking mechanism are a latch assembly and a
hook. The latch assembly has a bearing and two targets. The bearing turns on a
pin at its center, as do the latch assembly and the hook. Tension springs connect
the latch assembly to the hook. The hook has a cam which touches the bearing.
Landing Gear
To move the L/G to the extended position, the L/G selector-valve is energized. Hydraulic pressure is then applied through port A. This extends the piston and compresses the actuator spring. The piston strikes the latch assembly, which pivots to
release the bearing from the hook cam. The hook opens due to the tension springs
and L/G pin forces, and contacts the stop bolt. When the L/G has fully extended,
the two hydraulic ports are opened to system return and the actuator spring releases the piston.
Gear Retract
To lock the L/G in the retracted position, the L/G selector-valve is energized. Hydraulic pressure is applied through port B, to make sure that the piston is fully released. The L/G retracts and the L/G pin strikes the upper hook jaw. This causes
the hook to pivot and the bearing to move across the hook cam face. When the
hook contacts the stop bolt, the tension springs pull the latch assembly over the
hook cam, this locks the L/G in position.
Proximity Sensors
During the operation of the locking mechanism, the target to proximity sensor relationship changes. This positional change causes an uplock 'locked' or 'unlocked'
signal to be supplied to the LGCIU's.
Hydraulic Failure
When hydraulic pressure is not available, the uplock is released by mechanical
operation of the release lever (free-fall system). When the free-fall extension-handle is rotated, the splined shaft rotates. Rotation of the splined shaft causes the
release lever to release the bearing from the hook cam. The hook opens due to
the tension springs and L/G pin-forces.
The reset of the extension handle, resets the release lever (free-fall system),
which returns the uplock to its 'normal' open position.
The mechanical release mechanism has a release lever which is connected to a

splined drive shaft. This drive shaft connects to the Free Fall Extension System
(Ref. 32-33-00).
The uplock is connected to the airframe by a rod end and two support lugs.
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A320 Family
Landing Gear
Figure 32: MLG Uplock Schematic
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Training Manual
A320 Family
Landing Gear
Figure 33: MLG Door Uplock (2520GM, 2521GM)
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Training Manual
A320 Family
Landing Gear
Figure 34: NLG Uplock-Schematic
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Training Manual
A320 Family
Landing Gear
Figure 35: Nose Gear Uplock
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Training Manual
A320 Family
Landing Gear
A319 / 320 Wheel
General
They are attached together with bolts made of high-tensile steel and self-locking
nuts.
The wheels consist of two forged half-wheels made of light alloy.
An O-ring seal is put between the two half-wheels.
Tires, Wheels, Brakes

The main gear wheels have multidisc carbon brakes that two sets of independently supplied pistons operate; the Green hydraulic system supplies one set, the Yellow hydraulic system supplies the other set with the aid of one brake Yellow
pressure accumulator.
Each brake has automatic adjusters, two wear pin indicators and a temperature
sensor.
The main gear wheels include fusible plugs which protect the wheel and the tire
against burst if an overheat occurs.
The wheels are equipped with:

taper roller bearings with protective seals,
drive keys for the brake rotor disks,
six fuse plugs which deflate the tire in the event of excessive brake overheat
and thus protect against tire burst because of excessive pressure,
one standard inflating valve which you can replace by a valve with an incorporated pressure indicator (PSI type),
a provision for installation of a transducer for the Tire Pressure Indicating System (optional system).
Each wheel is installed on the axle with an axle sleeve.
Characteristics:
weight: 60.6 kg max.
melting point of the fuse plug:
first set, inside keys: 300 deg.C (572.00 deg.F),
second set, on wheel web: 183 deg.C (361.40 deg.F).
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Training Manual
A320 Family
Figure 1: Main Gear Wheels
Landing Gear
Optional TPI
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A320 Family
Landing Gear
A321 Wheel
nuts.
drive keys for the brake rotor disks,
three fuse plugs which deflate the tire in the event of excessive brake overheat
and thus protect against tire burst because of excessive pressure,
Each wheel is installed on the axle with an axle sleeve.
Characteristics:
weight: 81.5 kg max.
melting point of the fuse plug:
182 deg.C (359.60 deg.F).
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A320 Family
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Landing Gear

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A320 Family
Nose Gear Wheel
Landing Gear
Figure 5: Nose Gear Wheel

nuts.
one overpressure relief valve,
The landing gear manufacturer supplies the axle sleeve installed between the
wheel and the axle.
Characteristics:
weight: 15.95 kg, including hub cap.
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A320 Family
Figure 6: Tire
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Landing Gear
Figure 7: Tire

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Training Manual
A320 Family
Figure 8: Main Gear Brake
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Landing Gear

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A320 Family
Figure 10: Piston/Adjuster Assembly
Landing Gear
Figure 11: Wear Pin Indicator
Two wear pins are attached to the pressure plate. They give a visual indicator of
the overall wear of the heat pack without removal (Parking brake applied).
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A320 Family
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Landing Gear

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Training Manual
A320 Family
Landing Gear
Figure 14: Wear Pin Indicator
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Training Manual
A320 Family
Landing Gear
32-43 Brake System
32-43 Brake System
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Training Manual
A320 Family
Landing Gear
32-43 Brake System
Brake System
4 Brake modes are available:
1. NORMAL BRAKING (green hydraulic system, anti-skid switch ON)
though the pedals (with anti-skid)
auto brake (green hydraulic system)
preselected with autobrake P/B
at gear lever up for 3 seconds
2. ALTERNATE BRAKING WITH ANTI-SKID (yellow hydraulic system, anti-skid
switch ON)
3. ALTERNATE BRAKING WITHOUT ANTI-SKID (yellow hydraulic accu pressure, anti-skid switch ON or OFF)
4. PARKING BRAKE / EMERGENCY BRAKE
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A320 Family
Landing Gear
32-43 Brake System
Figure 1: Brake System Indication and Controls
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A320 Family
Landing Gear
32-43 Brake System
Figure 2: Braking Modes
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A320 Family
Landing Gear
32-43 Brake System
Figure 3: Brake System
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A320 Family
Landing Gear
32-43 Brake System
Figure 4: Normal Braking
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Normal Braking (green hydraulic pressure >2175 PSI)
You get normal braking when:
the Green hydraulic high pressure is available (>2175 PSI),
the A/SKID & NOSE WHEEL switch is in the ON position,
the PARK BRK control switch is in the OFF position. A320E: or pressure is less
than 507 PSI.
Landing Gear
32-43 Brake System
The failure of the auto brake is shown on the upper ECAM DU before and after the
selection.
Braking/Steering Control Unit (BSCU)
In the manual mode the movement of the brake pedals operates the brake-pedal
transmitter unit. The transmitter unit sends a signal to the BSCU which in turn
sends the required input signal to the servovalves. The servovalves let a pressure,
in proportion to the pedal travel go to the brakes.
The BSCU is installed in a 6MCU-size case in rack 90VU (Shelf 94VU). Its functions are:
Braking control through the servovalves and the pressure transducers,
Braking regulation through the check of the speed of each braked wheel,
Integrated monitoring with memorization of the failures which come from the
different LRUs of the system. It permits to locate the failures during maintenance operations, from the CFDS.
Automatic braking control through the substitution of a programmed speed with
a given acceleration rate to the anti-skid reference speed,
Nose wheel steering control through a hydraulic block and an actuating cylinder (Ref. 32-50),
Conversion into ARINC 429 data of the brake temperatures which come from
the
The BSCU also controls the anti-skid function. It compares the MLG wheel speeds
with the aircraft speed and releases a brake if there are indications of a skid.
Brake Temperature Monitoring Units (BTMU) attached to the main landing gear.
All the functions use the digital technology.
Auto Brake
Figure 5: Description of the BSCU
You get the control which is electrical:

through the pedals,
automatically: on the ground by the autobrake system or in flight when the
landing gear control-lever is placed in the UP position during 3 seconds.
No indicator of Normal brake pressure is used.
The regulation is performed on the four Normal brake servovalves.
This system:
decreases the number of flight crew actions if an acceleration-stop
(MAX mode) occurs,
or keeps the deceleration to a preset limit (LOW or MED) when landing.
The flight crew pushes the LO, MED or MAX pushbutton switch to arm the system.
The blue ON legend on the lower half of the pushbutton switch comes on if the
Normal braking is operational.
The ground spoiler extension command starts the braking action. The Green
DECEL legend on the upper half of the pushbutton switch comes on:
when you get the set deceleration rate, i.e.: 2 m/s 2 in LOW mode or 3 m/s 2
in MED mode, or when you get a 0.27 g deceleration in the MAX mode.
The auto brake system is disengaged and disarmed:
if one (or more) of the arming conditions is (or are) lost,
if you apply sufficient pressure to the pedals with the aircraft on the ground
(takeover through brake pedals).
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A320 Family
Figure 6: Normal Braking-Electrical Control
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Landing Gear
32-43 Brake System
Figure 7: Braking Control

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Training Manual
A320 Family
Auto Brake
(1) Principle
(1) Operation
The automatic braking system has the two functions below:
generation of the arming or disarming orders to the system,
supply of a programmed speed to the braking controller. This speed is initiated
from the impact by the aircraft speed and decreases according to the deceleration ratio selected by the crew.
This programmed speed is used as a reference speed for the anti skid controllers
of the braked wheels. And this as long as it is higher than the aircraft speed. Each
wheel is thus servoed to this speed.
If the tire-runway adherence does not permit to get the selected deceleration:
the aircraft speed is then higher than the programmed one,
the anti skid operates to get the optimum deceleration.
When the adherence permits again to get the selected deceleration:
the programmed speed is then higher than the aircraft speed,
the automatic braking limits again the deceleration progressively to the selected value.
The auto brake system does the actions below:
get the optimum deceleration rate compatible with the length of the runway,
decrease the pilot workload during landing,
decrease the number of pilot actions at take-off (one action on throttle instead
of two actions: braking + throttle)
improve passenger comfort.
Before landing, the pilot sets the deceleration rate he thinks to be adapted to the
runway. For this purpose, he uses the AUTO BRK LO/MED and MAX on the center instrument panel. The pilot can disengage the autobrake when he depresses
the pedals or when he pushes again the AUTO BRK LO/MED and MAX.
Landing Gear
32-43 Brake System
the upper part (DECEL legend) comes on green: when the corresponding deceleration rate has been reached, (LO and MED pushbutton switches) or when
you have a deceleration rate higher than 0.27 g (MAX pushbutton switch).
(2) Auto Brake Logic

The auto brake logic is located in the BSCU on the control and monitoring boards
of the SYS 1 and SYS 2.
The signals below are sent to the logic circuits of the auto brake:
3 signals that the AUTO BRK LO/MED and MAX on the center instrument panel supply:
2 deceleration rates (LOW = 1.7 m/square second and MED = 3 m/square second) and a MAX = 6 m/square second (higher than the maximum possible deceleration of the aircraft)
3 signals which tell that the ground spoilers are extended. Two of them must
be present to permit the automatic braking.
a signal which gives the pedal position,
a signal which tells that the pressure in the Green system is low,
a signal which gives the longitudinal deceleration of the aircraft ADIRs.
no tachometer failure.
GROUND/FLIGHT information.
The auto brake logic supplies:
the command for the energization of the selector valve,
the braking command to the four servovalves,
the information below to the lighted pushbutton switches:
the system is armed or the deceleration rate that you get
to the ECAM system:
the deceleration rate that you select or the AUTOBRK disarm signal or the
AUTO BRK FAULT signal if arming is not possible.
Before takeoff, the pilot can select the MAX mode.

(b) Indicating
Each lighted pushbutton switch is divided into two parts:
the lower part (ON legend) comes on blue to show that the pushbutton switch
has been selected and the system armed,
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A320 Family
Figure 8: Auto Brake Control
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Landing Gear
32-43 Brake System
Figure 9: Anti-Skid System

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Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 10: Anti-Skid System Principle
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A320 Family
Landing Gear
32-43 Brake System
Anti-Skid System
The speed of each main gear wheel is compared to the reference speed.
With braking ordered, when the speed of a braked wheel decreases to below the
input control speed (Vc), the anti skid system sends a brake release order. This
order keeps the wheel speed value at the input control speed. A slip law function
of the reference speed is introduced.
The anti skid system has the corrective networks necessary to stabilize the feedback loop.
The servovalve is the pressure-servoed electro-hydraulic component.
The tachometer transforms the angular velocity of the braked wheel into a frequency.
A converter transforms the input frequency into a digital signal that the microprocessor can use directly.
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A320 Family
Landing Gear
32-43 Brake System
Notes:
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Level 3 B1 B2
32-43-13
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Alternate Braking with Anti-Skid

The Alternate braking with anti skid associates the Yellow high pressure with the
anti skid regulation. You get this mode automatically:
if the Green pressure is not available or falls during braking (green hydraulic
P >1300 PSI),
if certain failures occur on the Normal system: brake pressure not sufficient after gear extension or anti-skid system failure in flight before landing with gear
donwlocked.
The braking modes are shown on the upper ECAM DU.
A hydraulic selector causes changes between the Green and Yellow systems automatically.
The orders are entered through the pedals only and an auxiliary low-pressure hydraulic-system transmits them. The pressure supplied to the left and right brakes
is shown on a brake Yellow-pressure triple-indicator installed on the center instrument panel.
This braking mode uses the second set of pistons of the brake unit.
The anti skid system and related indicating are operative.
The anti-skid regulation is performed on the four Alternate brake servovalves.
The max. brake pressure is 2540 PSI.
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Level 3 B1 B2
32-43-14
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 11: Alternate Braking with Anti-Skid
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Level 3 B1 B2
32-43-15
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Alternate Braking without Anti-Skid

The Alternate braking without anti skid differs from the above mod in that the anti
skid regulation is no longer available.
It can be:
disconnected electrically (A/SKID & NOSE WHEEL switch in the OFF position
or power supply failure),
disconnected hydraulically if only the brake Yellow-pressure accumulator supplies the brakes (then the A/SKID & NOSE WHEEL switch can be in any position).
The changes between the Yellow high-pressure system and the accumulator are
automatic and reversible.
The brake Yellow-pressure triple-indicator shows the pressure of the accumulator.
The operation of the pushbutton which controls the Yellow electric pump fills the
power accumulator.
The accumulator can supply at least seven full brake applications.
Jun04/THTA

Level 3 B1 B2
32-43-16
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 12: Alternate Braking without Anti-Skid and Brake Accu Pressure
only (without Yellow System Pressure)
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Level 3 B1 B2
32-43-17
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Parking Brake
When the PARK BRK control switch is set to ON (applied):
the other braking modes are disconnected,
the brakes are supplied with Yellow high pressure or accumulator pressure.
At the towing box the parking brake on amber caution light is illuminated.
The parking-brake electrical control-valve limits the pressure, to max 2100 PSI.
The return lines are shut off to permit to hold the brakes on for a minimum of twelve
hours. The red warning light flashes. The CONFIG PARKING BRAKE ON message appears on the upper ECAM DU when:
the parking-brake control switch is in the ON (applied) position,
one engine is at full throttle.
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Level 3 B1 B2
32-43-18
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 13: Parking/Emergency Braking
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Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 14: Parking Brake Control
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Level 3 B1 B2
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Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 15: Alternate Brake-Pressure Indication
Jun04/THTA

Level 3 B1 B2
32-43-21
Training Manual
A320 Family
Normal Brake System LRUS
Landing Gear
32-43 Brake System
Figure 16: BSCU-Component Location
The main LRUs are as follows:

BSCU
Brake Pedal Control
Brake Pedal Transmitter Unit
Normal Brake Selector Valve and Filter
Automatic Selector
Normal Brake Servo Valve
Normal Brake Safety Valve
Pressure Transmitter
Tachometer
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Level 3 B1 B2
32-43-22
Training Manual
A320 Family
Brake Pedal Transmitter Unit
Landing Gear
32-43 Brake System
Figure 17: Brake Pedal Control
The brake-pedal transmitter unit is located underfloor on the First Officer side.
It transforms the mechanical input from the left and right pedals into four identical
electrical voltages per side. This is done via plastic-track potentiometers. These
voltages are sent to the Braking/Steering Control Unit (BSCU).
For a given position of the pedals, the BSCU delivers a command for the energization of the selector valve.
When the pedals are depressed, any overtravel is absorbed by the spring rods
which actuate the levers of the transmitter unit.
Jun04/THTA

Level 3 B1 B2
32-43-23
Training Manual
A320 Family
Figure 18: Brake Pedal Transmitter Unit
Jun04/THTA
Landing Gear
32-43 Brake System
Figure 19: Brake Pedal Transmitter Unit-Characteristics

Level 3 B1 B2
32-43-24
Training Manual
A320 Family
Brake Selector Valve and Brake Filter
An internal valve progressively opens the supply-to-delivery passage of the selector valve.
The selector valve is located in the hydraulics compartment.

The selector valve is of the 3-way type and isolates the Normal braking system
when:
the solenoid is de-energized,
the Normal braking is not selected, or
the pedals are released.
Jun04/THTA
Landing Gear
32-43 Brake System
A filter with a filtering capacity of 15 microns absolute is installed on the delivery

port.
The purpose of the filter is to protect the supply to the servovalves downstream of
the selector valve.
Figure 20: Normal Brake Selector Valve and Filter

Level 3 B1 B2
32-43-25
Training Manual
A320 Family
Automatic Selector and Throttle Valve
Landing Gear
32-43 Brake System
Figure 22: Automatic Selector and Throttle Valve-Location
The brake automatic selector is located in the hydraulics compartment. The main
function of the selector is to automatically supply during braking the Normal or Alternate braking systems depending on the hydraulic system available. The selector ensures the segregation of the two systems and preferential supply of the
Normal system.
When the pedals are released, the Yellow system positions the slide valve in the
automatic selector. Consequently the Yellow pressure is available for the Alternate braking (D to E).
When the brake selector valve delivers the Green pressure to A, the automatic selector:
connects, the Alternate system to the return of the Yellow reservoir (I to H)
connects the Green pressure to the Normal system (A to B), as soon as P more
than or equal to 150 plus or minus 6 bars (2175 plus or minus 87 psi).
The inverse operation occurs when the Green pressure falls below 90 bars. A
throttle valve is installed on the Green supply port (A) of the automatic selector.
It decreases the speed of movement of the main slide valve of the selector when
the brake selector valve is de-energized.
Figure 21: Automatic Selector-Schematic Normal Brake
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Level 3 B1 B2
32-43-26
Training Manual
A320 Family
Normal Brake Servo Valve
Landing Gear
32-43 Brake System
Figure 23: Normal Brake Servo Valve-Schematic
One servovalve supplies one brake only.

The servovalves are installed on a manifold installed in the shroud. The manifold
includes:
2 servovalves,
2 safety valves with integral filter,
1 filter in the manifold pressure supply.
The servovalves are supplied with pressure when the pedals are pushed in.
When there is no brake regulation, the pressure applied to the brakes is equal to
the pressure supplied to the servovalves.
The regulation system decreases the pressure at the brake.
The current moves a flapper located between two jets. Two coils are installed
around the core which is mounted in the gap of a permanent magnet (only coil 1
is used).
The attraction of the core by the poles of the magnet is function of the current
which passes through the coil.
The movement of the flapper modifies the sections of the fluid passage at the jets.
Consequently the pressure in the control chambers of the slide valve is modified.
The differential action of the pressure moves a slide valve. This fills or drains the
brake depending on whether the current decreases or increases.
The slide valve is in a balanced position under the action of the pressure supplied
on one of the opposite faces of the slide valve.
With zero current in the coil, the pressure supplied is equal to the pressure supplied to the servovalve.
Jun04/THTA

Level 3 B1 B2
32-43-27
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 24: Normal Brake Servo Valve
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32-43-28
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 25: Normal Brake Safety Valve (Fuse)
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Level 3 B1 B2
32-43-29
Training Manual
A320 Family
Modified Safety Valve
Landing Gear
32-43 Brake System
Figure 26: Modified Safety Valve
It stops the flow in the line if there is a leakage.

The safety valve is made to operate only if the flow is more than or equal to 4 l/mn.
The time for valve closure is less than 5 s (with fluid temperature = 30 deg.C) for
a flow rate more than or equal to 5 l/mn under a supply pressure of 206 bars (2987
psi).
Normally, the valve is in the position shown on the referenced figure.
Under the above conditions, the valve operates and the supply pressure acts on
the slide valve in chamber A. As a result, the valve closes.
When the chamber A is filled, there is a time delay which prevents an untimely operation as a result of the transient high flow rates found during filling of the brakes
or anti-skid regulation.
To prevent the untimely operation of the valve when the brake are bled, the bleeders are moderately open and the brake pressure must not be more than 50 bars.
The valve stays closed after operation for a supply pressure more than or equal to
that of the reservoir.
The valve is reset when you depressurize the reservoir return systems or when
you open the bleed screw on one end of the valve.
Jun04/THTA

Level 3 B1 B2
32-43-30
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Alternate Brake System LRUS

The alternate brake LRUs are as follows:
Automatic Selector
Brake Control Hydraulic Reservoir
Master Cylinder
Alternate Brake Dual Valve
Dual Shuttle Valve
Alternate Brake Servo and Safety Valve
Alternate Brake Pressure Transducer
Alternate Brake Accumulator
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Level 3 B1 B2
32-43-31
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Automatic Selector (Alternate Mode)

The primary function of the automatic selector is to select the Normal hydraulic
system (Green) or Alternate system (Yellow) for the supply of the brakes.
The alternate system is used if the Green pressure is not available (selector valve
de-energized or faulty, or selector valve energized but with the Green hydraulic
system not available).
The automatic selector includes a primary stage which selects the system.
This primary stage includes:
a differential section piston which operates a slide valve, for Normal braking,
a set of valves for Alternate braking.
Thus the two systems are isolated.
When you change from Normal to Alternate, in the middle position, the piston
which the Yellow pressure at D (Yellow pressure plus accumulator back-up) operates:
cuts off the return line (E to H),
then pressurizes the Alternate brake system (D to H).
The automatic selector also includes a secondary stage. This secondary stage is
used to cut off the return from the servovalves of the Alternate brake system if:
the Yellow system pressure is lost. The brake Yellow-pressure accumulator is
used; as the Alternate servovalve return is isolated, this prevents leakage.
the Parking brake is used. As the return is isolated, this causes the inhibition
of the Alternate servovalves. The release of the brake during the electrical test
of the servovalves is no longer possible.
Jun04/THTA

Level 3 B1 B2
32-43-32
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 27: Automatic Selector-Schematic Alternate Brake (Yellow)
Jun04/THTA

Level 3 B1 B2
32-43-33
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Brake Control Hydraulic Reservoir
A spring loaded piston pressurizes the reservoir lightly (1.5 bars absolute).
The reservoir supplies the master cylinders of the Alternate system with hydraulic
fluid to make allowance for:
the changes in the volume of the fluid,
possible leakages.
The reservoir has a filling valve and two calibrated valves:

one which limits the internal pressure,
the other which removes fluid if an overpressure occurs.
Jun04/THTA
Figure 28: Brake-Control Hydraulic Reservoir

Level 3 B1 B2
32-43-34
Training Manual
A320 Family
Master Cylinder
There are two master cylinders (one for the left side, one for the right side).
The master cylinders are used to:
control the distribution dual valve of the Alternate brake system by displacement of a volume of fluid from chamber C1,
Jun04/THTA
Landing Gear
32-43 Brake System
give artificial feel at the pedals by means of an internal spring and the load resulting from the pressure that increases in the control circuit.
When the pedals are released an internal valve opens to connect the chamber C1
to the upper chamber C2 which is then connected to the hydraulic reservoir.
Figure 29: Master Cylinder

Level 3 B1 B2
32-43-35
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Alternate Dual Distribution Valve

The distribution dual valve includes two independent pressure-reducing valves,
one for each main gear. A master cylinder operates each valve.
The distribution dual valve is installed in the hydraulics compartment.
A transparent drain tube connected to the cover of the distribution dual valve, allows to check for possible presence of water.
A cap closes this tube.
Each pressure reducing valve includes a control piston which operates a distribution slide valve through a spring R1 and a rocker arm.
When the pedal is released, the Yellow pressure at A is shut off and the brake port
C is connected to the reservoir return B.
When the pedal is pushed in, the volume of fluid moved by the master cylinder
causes the displacement of the piston which then operates the rocker arm and the
slide valve; B is shut off and the pressure port A is connected to the brake port C.
When line C is filled, the pressure pushes on the end of the slide valve (chamber
D) which, through the rocker arm, causes the spring R1 to compress; the control
piston remains in the same position.
A check valve is installed to rapidly move the fluid from the chamber D to the brake
port C: thus the slide valve can be in the fully open position as soon as the pedals
are pushed in and the brakes are filled without delay.
In balanced state, the pressure supplied is in proportion to the compression of the
spring R1 and consequently to the displacement of the control piston.
The pressure increases in the control line as a result of the compression of the return springs of the control piston.
The delivery pressure (decreased) in relation to the control piston travel and in relation to the control pressure is shown on the graphs.
The maximum pressure supplied is 175 bars (2537 psi).
The dual shuttle valve includes two valves, one for each main gear, installed in a
single block adjacent to the Alternate-brake distribution dual-valve. Each valve is
used to select either the Alternate system (E or D) (spring biased position) or the
Parking system (A) to supply the brake system of the corresponding gear (C or B).
Jun04/THTA

Level 3 B1 B2
32-43-36
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 30: Alternate-Brake Distribution Dual-ValveI
Jun04/THTA

Level 3 B1 B2
32-43-37
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 31: Alternate Dual Distribution Valve
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Level 3 B1 B2
32-43-38
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 32: Dual Shuttle Valve
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32-43-39
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A320 Family
Figure 33: Alternate Brake Servo and Safety Valve
Jun04/THTA
Landing Gear
32-43 Brake System
Figure 34: Alternate Brake Pressure Transducer

Level 3 B1 B2
32-43-40
Training Manual
A320 Family
Figure 35: Manifold/Relief Valve and Brake Accu Pressure Transmitter
Landing Gear
32-43 Brake System
The accumulator is of the bladder type filled with nitrogen.

This accumulator is used only for braking. It is pressurized by either the Yellow hydraulic system or an electrical pump.
Check valves isolate the supply lines.
A pressure transmitter is installed in the common supply line. It transmits data on
the hydraulic fluid pressure to the third input of the brake Yellow-pressure tripleindicator.
Figure 36: Alternate Brake Accumulator Installation
Jun04/THTA

Level 3 B1 B2
32-43-41
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Parking Brake System LRUS

Parking Brake Control Valve
Dual Shuttle Valve
Parking Brake Operation Valve
Parking/Ultimate Emergency Braking

When you set the PARK BRK control switch to the ON position, this deactivates
the other modes and supplies the brakes with Yellow high pressure. If Yellow high
pressure is not available the brake Yellow pressure accumulator supplies power
limited at 145 bar (2103 psi) to the brakes.
The accumulator has sufficient capacity to hold the brakes on for a minimum time
of twelve hours. The TO CONFIG warning light (on the ECAM control panel) reminds the crew to release the parking brake when the engine is at full throttle.
PARK BRK Control

A two-position control switch identified PARK BRK installed on the center pedestal
controls the parking/ultimate emergency braking system.
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Level 3 B1 B2
32-43-42
Training Manual
A320 Family
Figure 37: Parking Brake Control Switch
Jun04/THTA
Landing Gear
32-43 Brake System
Figure 38: Parking Brake Control Valve

Level 3 B1 B2
32-43-43
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Parking Brake Electrical Control Valve

The parking brake electrical control valve is located in the hydraulics compartment. It receives signals from the ON position of the PARKING BRK control switch
through an electrical linear transmitter.
The electrical control is duplicated (2 channels).
The figures below show the principle of operation of one linear transmitter channel.
When you put the PARKING BRK control switch in the ON position (Park), this energizes the linear transmitter coil. The transmitter then reaches the stop in almost
2 seconds. The limit switch de-energizes the coil. The limit position is indicated in
the cockpit through a switch connected in parallel.
When you set the PARKING BRK control switch in the OFF (Normal) position, this
energizes the opposite contact. The transmitter then reaches the opposite stop in
almost 2 seconds. Then, another Limit switch de-energizes the coil.
The linear transmitter operates a hydromechanical valve which connects the accumulator pressure from port A to service ports C and D.
The valve limits the parking brake pressure at port C up to 145 bar (2103 psi). The
pressure at port C pushes back the control piston which causes the valve to close.
This shuts off port B from port C and expels any excess fluid from port C to reservoir return B.
Full pressure is delivered at port D. This causes:
operation of the secondary slide valve of the brake automatic selector to isolate
the return tine of the alternate brake servovalve. This prevents leakage of fluid
to the Yellow reservoir.
operation of the parking-brake operated valve.
The mechanism which includes electrical parts is installed in a proof case.
It is possible to check the inside humidity through a transparent cover. A replaceable dessicant cartridge indicates the humidity conditions. The cartridge is blue
and becomes pink when in contact with water.
A thermal fuse installed in the case prevents the linear transmitter coil from overheat. The fuse is visible through a transparent cover. This cover is attached by
screws. It is possible to remove this cover to reset the fuse.
Jun04/THTA

Level 3 B1 B2
32-43-44
Training Manual
A320 Family
Landing Gear
32-43 Brake System
Figure 39: Parking Brake Control Valve-Schematic
Jun04/THTA

Level 3 B1 B2
32-43-45
Training Manual
A320 Family
The parking-brake electrical control-valve is located in the hydraulics compartment. It receives signals from the ON position of the PARK BRK control switch
through an electrical linear transmitter.
Jun04/THTA
Landing Gear
32-43 Brake System
Parking Brake Operated Valve / Dual Shuttle Valve

Level 3 B1 B2
32-43-46
Training Manual
A320 Family
Landing Gear
Jun04/THTA

Level 3 B1 B2
32-47-1
Training Manual
A320 Family
General
Landing Gear
Temperature Sensor to Brake-Temperature Monitoring Unit

Connections
The brake temperature system comprises:

four temperature sensors (one chromel-alumel thermocouple per brake),
two brake-temperature monitoring units (one per gear),
one braking/steering control unit (BSCU).
The connections from the temperature sensor to the brake-temperature monitoring unit are in chromel-alumel.
A twisted pair cable connects each brake temperature sensor to a brake-temperature monitoring unit. The brake-temperature monitoring unit processes the signals and compensates the thermocouple cold junction. The BSCU provides the
indicating systems with the temperature at each of the four brakes and the BRAKE
HOT warning.
Principle of Operation
Each brake-temperature monitoring unit receives the voltages from the two temperature sensors.
In the event of rupture of at least one wire of the thermocouple, the brake-temperature monitoring unit sends a high signal > 9V to the BSCU (normal range: 1V =
0 deg.C, 9V = 1000 deg.C (1832 deg.F)). The failure is detected and a flag comes
into view on the ECAM DU.
In the event of a short circuit between the two thermocouple connecting wires, the
temperature indicated is low.
In the event of a short circuit between the line and ground the temperature indicated is high.
90% of the electronic failures lead to an out-of-range signal < 1V or > 9V.
After processing, the electronic circuits deliver a voltage proportional to the temperature of each brake heat-sink. This voltage varies between 1V and 9V, which
corresponds to a temperature range of 0 to 999 deg.C (1830 deg.F).
In the BSCU, the four voltage values are compared to a voltage corresponding to
an overheat threshold of 300 deg.C (572 deg.F). If the temperature of a brake is
more than 300 deg.C (572 deg.F), a BRAKE HOT warning message is shown on
the upper ECAM DU.
If the brake fans are installed, the HOT legend on the BRK FAN pushbutton switch
comes on (the BRK FAN pushbutton switch is installed on panel 402VU).
The four ARINC 429 values go to the lower ECAM DU.
When the brake temperature remains lower than the overheat detection threshold,
the temperature values are shown green. The highest temperature has a green
arc above it (if > 100 deg.C (212 deg.F) ). When a temperature value exceeds the
detection threshold it is shown amber.
A difference between the temperature of two brakes higher than 100 deg.C increases the brightness of the temperature indication of the hottest brake.
Jun04/THTA

Level 3 B1 B2
32-47-2
Training Manual
A320 Family
Figure 1: Brake Temperature System
Jun04/THTA
Landing Gear
Figure 2: Brake Temperature Indication

Level 3 B1 B2
32-47-3
Training Manual
A320 Family
Landing Gear
Figure 3: Brake Temperature Sensor
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Level 3 B1 B2
32-47-4
Training Manual
A320 Family
Landing Gear
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Level 3 B1 B2
32-48-1
Training Manual
A320 Family
Landing Gear
Brake Cooling
Brake Cooling Fan
The fans permit high speed cooling of the brakes. They thus decrease the turn
around time of the aircraft if you make short flights with high energy braking.
One fan is installed on each wheel of the main gear.
Each fan includes:
a motor,
an impeller,
a shroud with a debris guard.
The fan motor is installed in the wheel axle, where an adaptor assy holds it in position. The motor drives the impeller which makes a flow of air from the heat pack
to the exterior through the debris guard.
The tachometer drive shaft passes through the hollow shaft of the fan motor.
The shroud drives the tachometer.
Electrical Installation
The fan motor is of the three-phase type. The two motors in each twin-wheel axle
have a common supply.
With the landing gear downlocked, you push the illuminated pushbutton switch
4GS to start the fans.
The fans must be started as soon as the HOT legend of the pushbutton switch
comes on.
Illumination of the HOT legend shows that the temperature of one brake minimum
is above the brake overheat threshold.
The control relays are in the relay box 103VU and the circuit breakers on the panel
121VU.
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32-48-2
Training Manual
A320 Family
Landing Gear
Figure 1: Brake Fan
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Level 3 B1 B2
32-48-3
Training Manual
A320 Family
Landing Gear
Figure 2: Brake Fan-Electrical Circuit
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Level 3 B1 B2
32-48-4
Training Manual
A320 Family
Landing Gear
Jun04/THTA

Level 3 B1 B2
32-51-1
Training Manual
A320 Family
Nose Wheel Steering

Nose wheel steering is allowed if following conditions are met:
towing lever in normal position
at least 1 engine in operation (eng. oil low pressure switch or master lever on)
aircraft speed lower than 130 kts
both landing gear shock absorbers compressed (LGCIU 1 or 2)
A/SKID & N/W STRG IN ON position
NLG down (rotating joint)
green hydraulic pressure available
1. During taxi, and more generally at low speed, through action on a handwheel.
There are two identical handwheels: one for the Captain, one for the First Officer.
In the event of simultaneous operation, the orders that the handwheels give are
algebraically added.
The maximum travel of the wheels is plus or minus 74 deg.
The maximum corresponding travel of the handwheel is plus or minus 75 deg.
However, the law between these two travels is not linear.
The servoing is active with the aircraft on ground upon impact of the main landing gear. The steering angle is limited as a function of the aircraft speed.
2. During takeoff or landing, and more generally at high speed:
either through action of the Captain (or First Officer) on the rudder pedals,
or automatically through the autopilot (yaw control).
In both cases, the steering angle is limited as a function of the aircraft speed
and the origin of the orders.
When the aircraft speed is above 130 knots, the steering is not available.
The pilot can disconnect the control through the pedals from the steering control.
To obtain this, the pilot presses and holds a pushbutton switch located on each
handwheel.
3. After takeoff, the nose wheels are automatically centered under the action of
cams in the shock absorber.
4. Before the aircraft is towed, the hydraulic system must be depressurized
through action on a lever which can be locked in its two positions.
This lever is located on an electrical box easily accessible from the ground.
The maximum towing angle is plus or minus 95 deg.
Jun04/THTA
Landing Gear
The control is electrohydraulic with position feedback of the nose wheel assembly. The Brake and Steering Control Unit (BSCU) controls the nose wheel
steering system.
Control Components
A Captain handwheel which actuates a transmitter unit.
In addition, it includes a pushbutton switch for the disconnection of the steering
control through the rudder pedals.
A First Officer handwheel, designed in a similar way.
Rudder pedals Steering by pedals.
This is limited to 6 deg. depending on A/C speed.
Steering orders from the pedals are sent to the BSCU via the ELAC.

Level 3 B1 B2
32-51-2
Training Manual
A320 Family
Landing Gear
Figure 1: Nose Wheel Steering System
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Level 3 B1 B2
32-51-3
Training Manual
A320 Family
NWS Components
Feedback Sensors
Steering Handwheel Transmitter Unit

The Steering handwheel actuates a transmitter unit.
The steering transmitter unit includes two control potentiometers and two monitoring potentiometers, driven by different gears to permit the detection of any rupture
of the control.
The travel of each potentiometer is plus or minus 150 deg.
There are two feedback sensors installed on the nose gear. Each sensor has two
parts:
reduction gearbox
RVDT sensor
Two identical RVDT sensors give the position of the rotating tube. The RVDT sensor is driven by a reduction gearbox attached to the landing gear strut.
One sensor is part of the electrical channel of the steering control, the other sensor
is part of the monitoring channel. These two sensors are supplied with 115 V from
AC BUS 1 through the BSCU system 1.
Electrical Box
An electrical box with a towing control lever is installed on the nose gear.
Rotating Joint (Swivel)
Steering Hydraulic Block

The hydraulic block is attached to the rear of the nose gear strut and includes:
a check valve which keeps the anti-shimmy accumulator pressurized,
a 40 micron filter,
an electrically-operated selector valve and its slaved valve.
When the selector valve is energized, the pressure is applied to the servovalve.
a servovalve of the deflection-jet type, equipped with a LVDT sensor which detects the position of the slide valve,
an adjustable diaphragm located on each output line of the servovalve, this diaphragm is used to adjust the flow to each actuating cylinder chamber and consequently the wheel steering speed,
a by-pass valve which interconnects the two chambers of the steering cylinder
in the event of hydraulic system depressurization.
when the hydraulic system is pressurized, the bypass valve can open for a
pressure exceeding 273 bars. Any overpressure is then limited in the steering
cylinder,
an anti-shimmy accumulator with a built-in pressure-relief valve,
It can supply fluid pressurized to 15 bars in case of cavitation in one chamber
of the cylinder, initiated by the shimmy.
two check valves which ensure the distribution of fluid from the accumulator to
the chamber of the steering cylinder,
a screw for the bleeding and/or depressurization of the hydraulic block.
Jun04/THTA
Landing Gear
A rotating joint is installed co-axially with respect to the landing gear retraction axis. It provides the hydraulic interface between the aircraft and the landing gear.
When the landing gear starts to retract, the rotating joint cuts the hydraulic power
supply and connects the hydraulic block to the reservoir return line.

Level 3 B1 B2
32-51-4
Training Manual
A320 Family
Landing Gear
Figure 2: Nose Wheel Steering System Component
Jun04/THTA

Level 3 B1 B2
32-51-5
Training Manual
A320 Family
Landing Gear
Operation/Control
Two anti-shimmy valves (one per chamber) are installed on the steering cylinder.
The hydraulic pressure is sent to the hydraulic block when the nose gear is extended and when its doors are closed.
Figure 3: Steering Wheel Control-Takeoff/Landing Mode
(This means that after a free-fall extension of the gear, when the doors nor-mally
remain open, the steering control is lost).
On the ground, when you open the NLG doors with the Ground Door-Opening
Handle the steering is still operational.
On the ground the energization of the selector valve causes the pressurization of
the hydraulic block. This is done under the conditions below:
towing control lever in the normal position,
at least one engine in operation,
main gear shock absorber compressed,
The BSCU controls the steering at 0 deg. until:
aircraft speed lower than 130 kts.
Than the BSCU uses the input signals from:
rudder pedals
auto flight
handwheels
for steering.
In flight, as soon as the gear is extended for landing, the test of the steering control
is made by the BSCU.
In this case, the energization of the selector valve occurs under the conditions below:
towing control lever in the normal position,
at least one engine in operation,
shock absorbers of the main landing gears extended.
The test starts 10 seconds after the nose gear is downlocked and stops upon
touchdown of the main gears.
In this test, an electrical signal is temporarily sent to the servovalve, thus caus-ing
a slight motion of the nose wheel assembly (less than 2 degrees).
The monitoring channel checks that the order has been correctly executed.
The steering actuating cylinder which is part of the nose gear structure drives the
rotating tube via a rack-and-pinion assembly.
Jun04/THTA

Level 3 B1 B2
32-51-6
Training Manual
A320 Family
Landing Gear
Figure 4: Nose Wheel Steering System Schematic
Jun04/THTA

Level 3 B1 B2
32-51-7
Training Manual
A320 Family
Jun04/THTA

Landing Gear
Level 3 B1 B2
32-51-8
Training Manual
A320 Family
Landing Gear
Jun04/THTA

Level 3 B1 B2
32-60-1
Training Manual
A320 Family
Landing Gear
Figure 1: Landing Gear Indicator Panel and Gear Selector Lever
A
B
LANDING GEAR Selector Lever
A
B
A two position selector lever provides electrical signals to

the two LGCIUs which control the green hydraulic supply
by means of selector valves.
On selection of UP or DOWN and provided the airspeed is
below 260 kt:
- All landing gear doors open.
- Landing gear moves to the selected position.
- All doors close.
L/G LEVER:
UP
- The landing gear retraction is selected.

During gear door opening, main gear
wheels are automatically braked by the
normal brake system. The nose gear
wheels are braked by a brake band in the
gear well during doors closure.
DOWN
- The landing gear extension is selected.

An interlock mechanism prevents unsafe
retraction by locking the lever in DOWN
position when either gear shock
absorber is compressed (A/C on ground)
or the nose wheel steering is not
centered.
When the L/G is extended, the system
remains pressurized (if green hydraulic
pressure is available).
LANDING GEAR Indicator Panel

Connected to LGCIU 1.
UNLK
Red
Gear is not locked in selected

position.
Green
Gear is locked down.
NOTE: The LDG GEAR indication on the panel remains

available as long as LGCIU 1 is electrically supplied,
even in case of LGCIU 1 FAULT.
Red Arrow
Illuminates red associated with a red ECAM warning if the

landing gear is not downlocked in approach configuration .
Jun04/THTA

Level 3 B1 B2
32-60-2
Training Manual
A320 Family
Landing Gear
Figure 2: Gravity Extension Handle
GRAVITY EXTENSION Handle
For gravity extension, the handle must be extended then

rotated three turns clockwise.
When the crank handle is operated, the cutoff valve shuts off
the hydraulic pressure and depressurizes the landing gear
system.
Jun04/THTA

Level 3 B1 B2
32-60-3
Training Manual
A320 Family
Landing Gear
Figure 3: Wheel Page
Landing gear Position Indication

L/G position.
The hatched triangle represents the
active LGCIU information.
SYSTEM DISPLAY
Both LGCIUs detect L/G downlocked.
One LGCIU detects L/G downlocked.

The other one detects L/G in transit.
NO
One LGCIU detects L/G downlocked.
SYMBOL
DISPLAYED The other one detects L/G up locked.
G
R
LANDING GEAR DOOR Position Indication

Green
Door locked up.
Amber
Door in transit.
Amber
Door fully open.
Amber
NO
NO
SYMBOL
SYMBOL Both LGCIUs detect L/G uplocked.
DISPLAYED DISPLAYED
NO
One LGCIU has failed. The other
SYMBOL one detects L/G uplocked.
DISPLAYED
xx
With ECAM caution in case of
disagree between L/G lever and
L/G position.
UP LOCK Indication
UP LOCK
Jun04/THTA
Both LGCIUs detect L/G in transit.
NO
One LGCIU detects L/G in transit.
SYMBOL
The other one detects L/G uplocked.
DISPLAYED
L/G CTL Indication
L/G CTL

Amber
With ECAM caution if L/G uplock is

engaged when L/G is downlocked.
Level 3 B1 B2
32-60-4
Training Manual
A320 Family
Landing Gear
Figure 4: BRK Fan/Anti-Skid/Autobrake-Panel
BRK FAN P/B
MAX, MED, LO P/B

The pushbutton controls the arming of the required
deceleration rate.
NOTE: Press the AUTO BRK P/B firmly for at least 1 sec. to
ensure that the AUTO BRK SYS is properly armed.
- MAX mode is normally selected for take off.
In the event of an aborted take-off , maximum pressure is
sent to the brakes as soon as ground spoiler deployment
order is present.
- MED or LO mode is normally selected for landing.
When LO is selected, progressive pressure is sent to
the brakes 4 seconds after the ground spoiler
deployment order to provide a 1.7m /s 2 deceleration.
When MED is selected, progressive pressure is sent to
the brakes 2 seconds after the ground spoiler
deployment order to provide a 3m /s 2 deceleration.
ON
- The ON light illuminates blue to indicate
positive arming.
- The DECEL light illuminates green when
actual aircraft deceleration corresponds
to 80% of the selected rate.
NOTE: On slippery runway, the predetermined deceleration
may not be reached due to antiskid operation. In this
case DECEL light will not illuminate. This does not
mean that autobrake is not working.
OFF
- The brake fans run provided left main

landing gear is downlocked.
Off
- Brake fans stop.
HOT
- Illuminates amber associated with ECAM

caution
when brake temperature
becomes high.
A/SKID & N/W STRG Switch

ON
- If green hydraulic pressure available:

Anti-skid is available.
Nose wheel steering is available.
- If green hydraulic pressure is lost:
Yellow hydraulic pressure takes over
automatically to supply the brakes.
Anti-skid remains available.
Nose wheel steering is lost.
Brake yellow pressure is displayed on
the triple indicator.
OFF
- The corresponding autobrake mode is

deactivated.
Jun04/THTA
ON

- Yellow hydraulic pressure supplies the

brakes.
Anti-skid
is deactivated. Brake
pressure has to be limited by the pilot
by referring to the triple indicator to
avoid wheel locking.
Nose wheel steering is lost.
Differential braking remains available
by pedals.
Brake yellow pressure is displayed on
the triple indicator.
Level 3 B1 B2
32-60-5
Training Manual
A320 Family
Landing Gear
Figure 5: Brake and Accu Pressure Indicators-Parking Brake Handle
A
B
BRAKES and ACCU PRESS Indicator

ACCU PRESS - Indicates the pressure in the yellow
brakes accumulators.
BRAKES
- Indicates yellow pressure delivered to left

and right brakes measured upstream of
the alternate servovalves.
B
PARKING BRK Handle
Pull handle, then turn it clockwise to apply parking brake.
Activation of the parking brake deactivates all other braking
modes.
The indication "PARK BRAKE" is displayed on the ECAM
memo page.
CAUTION: As long as the handle is not fully at "ON" position,
the parking brake is not applied.
Jun04/THTA

Level 3 B1 B2
32-60-6
Training Manual
A320 Family
Landing Gear
Figure 6: Wheel Page
ALTERNATE BRAKE Indication

SYSTEM DISPLAY
ALTN BRK
- Appears green if braking system is in

alternate mode.
ANTI-SKID Indication
A/SKID
Brakes Temperature Indications
- Appears amber associated with ECAM

caution in case of total BSCU failure or
when the A/SKID and N/W STRG switch is
in OFF position or in case of ANTI-SKID
failure detected by the BSCU.
- Indication is normally green.

- Green arc appears on the hottest wheel when one brake
temperature exceeds 1005 C.
- Indication becomes amber, associated with ECAM
caution, when the corresponding brake temperature
exceeds: A319/320 = 300 C, A321 = 260 C.
In addition, on the hottest wheel, the arc becomes amber.
AUTO BRAKE Indication

AUTO BRK
Brake Release Indications
- Appears green when auto brake is

armed.
Comes on green in flight when L/G is extended provided

anti-skid is valid.
Disappears and reappears after touch down depending on
anti-skid signal to the brakes.
REL (release) indication is always displayed in blue.
- Flashing green for 10 sec after autobrake

disengagement.
- Amber associated with an ECAM caution
in case of system failure.
Wheel Number Identification
MED, LO or MAX indicates the selected rate (green).
Jun04/THTA
Displayed in white color.

Level 3 B1 B2
32-60-7
Training Manual
A320 Family
Landing Gear
Figure 7: Steering Handwheels-A/SKID & N/W STRG Switch-Wheel Page
A/SKID & N/W STRG Switch

An ON/OFF switch activates or deactivates the nose wheel
steering and anti-skid system (refer to BRAKES/ANTI-SKID
AOM 32.3).
A
B
Steering Handwheels
The steering handwheels are interconnected and control the

nose wheel steering angle up to 75 in either direction.
NOTE: Nose wheel steering is self centering after lift off.
PEDALS DISC P/B
When depressed, the nose wheel steering control by the
pedals is disconnected.
SYSTEM DISPLAY
STEERING Indication
Appears amber associated with ECAM in case of nose wheel
steering or anti-skid failure.
Jun04/THTA

Level 3 B1 B2
32-60-8
Training Manual
A320 Family
Landing Gear

AURAL
WARNING
Conditions
MASTER
LIGHT
GEAR NOT DOWNLOCKED

One gear not downlocked and L/G selected down.
GEAR NOT DOWN
1) L/G not downlocked and radio height lower than
750 ft and
both engines N1 lower than 75% (or if one engine
shut down, N1 of remaining engine lower than 97%.
or
2) L/G not downlocked and radio height lower than
750 ft and flaps at "3" or "FULL"
or
3) L/G not downlocked and flaps at "FULL" and both
radio altimeters failed.
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
WHEEL
UNLK
DOWN
ARROW
on
LDG GEAR
panel
MASTER
WARNING
CRC
NIL
FLT
PHASE
INHIB
3, 4, 5
NOTE: In the cases 2) and 3) above, the aural warning

can only be cancelled by the EMER CANC P/B.
SHOCK AB SORBER FAULT
One shock absorber not extended when airborne
or
not compressed after landing.
1, 3, 4, 8
NIL
DOORS NOT CLOSED

One gear door is not closed.
SINGLE
CHIME
1, 3, 4, 5,
8, 9, 10
MASTER
CAUTION
GEAR NOT UPLOCKED

One gear not uplocked and L/G not selected down.
UNLK
on
GEAR UPLOCK FAULT

One gear uplock engaged with corresponding gear
downlocked.
LDG GEAR
panel
WHEEL
LGCIU 1 (2) F AULT

3, 4, 5,
7, 8
5MIN AFTER
80 kt
TOUCH
DOWN
800 ft
NIL
2ND ENG
SHUT DN
NIL
1500 ft
NIL
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
Jun04/THTA
4
4, 5, 7, 8
SYS DISAGREE
Disagree between L/G position detected by the two
LGCIU's.
3, 4, 7,
8, 9, 10
10
Level 3 B1 B2
32-60-9
Training Manual
A320 Family
Landing Gear

Conditions
AURAL
WARNING
MASTER
LIGHT
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
CRC
MASTER
WARNING
NIL
NIL
1, 2, 5 to 10
HOT on
BRK FAN
P/B
4, 8
CONFIG PARK BRK ON

Parking brake is on when thrust levers are set at T.O. or
FLX T.O. power position.
BRAKES HOT
One brake temperature higher than:
A319/320 = 300 C, A321 = 260 C.
AUTO BRK FAULT
Failure of autobrake when armed.
3, 4, 5, 8, 9
WHEEL
SINGLE
CHIME
MASTER
CAUTION
4, 5
ANTI SKID / NWS OFF

Switch at OFF position.
NIL
HYD SEL FAULT

Failure of brake normal selector valve or NWS selector
valve in open position.
NIL
2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
LIFT OFF
80 kt
3
3, 4, 5, 7, 8
NIL
1500 ft
NIL
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
BSCU CH 1 (2) F AULT

Failure of one BSCU channel.
4, 5
5MIN AFTER
A/SKID / NWS F AULT

- Loss of normal brake system associated with Y HYD
system low press or
- Failure of both BSCU channels.
10
MEMO DISPLA Y
PARK BRK message is displayed, if parking brake is on, :
Green in flight phases 1, 2, 9,and 10.
Amber in other flight phases 4 to 8.
The message is not displayed in flight phase 3.
AUTO BRK LO, MED or MAX message appears, if the AUTO BRAKE is selected.
AUTO BRK OFF message is displayed, if the AUTO BRAKE is faulty.
BRK FAN memo is displayed in green if BRK FAN P/B is at ON.
Jun04/THTA

Level 3 B1 B2
32-60-10
Training Manual
A320 Family
Landing Gear
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
SINGLE
CHIME
MASTER
CAUT
WHEEL
NIL
3, 4, 5, 8
2ND ENG
SHUT DN
800 ft
6
5MIN AFTER
SD
PAGE
CALLED
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
NW STEER FAULT
Detected by BSCU.
MASTER
LIGHT
80 kt
Conditions
AURAL
WARNING
TOUCH
DOWN
10
MEMO DISPLAY
NW STRG DISC message is displayed in green, if nose wheel steering selector is in towing position. It becomes amber if one engine
is running.
ELECTRICAL SUPPLY
Not applicable
Jun04/THTA

Level 3 B1 B2
32-60-11
Training Manual
A320 Family
Jun04/THTA

Landing Gear
Level 3 B1 B2
32-60-12
Training Manual
A320 Family
Landing Gear
32-69 CFDS
32-69 CFDS
(3) LRU IDENTIFICATION
Landing Gear - Bite
(4) TROUBLE SHOOTING DATA
This display shows the part numbers of the LGCIU hardware and software.
Menu Mode
This mode is only available while the aircraft is on the ground. With a MCDU set
to LGICU-1 or LGCIU-2, the applicable LGCIU sends a menu of the failure data
and test items to the MCDU. Each LGCIU menu contains these items:
LAST LEG REPORT
PREVIOUS LEG REPORT
LRU IDENTIFICATION
GROUND SCANNING
TEST
LANDING GEAR SIMULATION.
(1) LAST LEG REPORT

This display shows the failure messages kept in the NOVOL RAM during the last
flight. It can show a maximum of three failure messages at one time. The display
will show more failure messages when you use the NEXT PAGE key. This will
have no effect if the display shows all of the failure messages.
(2) PREVIOUS LEG REPORT

This display shows the failure messages (maximum of 30) kept in the NOVOL
RAM during the last 63 flights. At the top of the display, the last message kept
shows first.
Each page of the display shows a maximum of three failure messages. The NEXT
PAGE key lets you see the subsequent failure messages. When the last message
shows and you use the NEXT PAGE key, it causes the first failure message to
show again.
If you move a LGCIU to a different aircraft, it keeps the failure data of the aircraft
it was on before. The aircraft on which each failure occurred can be identified. The
specified aircraft identification code shows when the applicable failure message
shows.
Jun04/THTA
This display shows the failure data kept in the NOVOL RAM. It has two types of
page, one for flight failures and one for ground failures. For those failures that occur in flight, the page heading includes the aircraft identification code. For those
failures that occur on the ground, the message GROUND replaces the aircraft
identification code.
Each page of this display can show a maximum of three lines of data. The sequence in which the data shows, and the procedure for the NEXT PAGE key, is
that for the PREVIOUS LEG REPORT.
If a failure has occured since the last flight, there will be some failure data in the
ground memory of the NOVOL RAM. The selection of the TROUBLE SHOOTING
DATA key causes the display to show this data first (GROUND page).
If an aircraft flies with a failure that first occurred on the ground, the display page
shows a ground flight phase number (EG, 01 on the applicable line of data).
The trouble shooting data shows on different pages when the:
NOVOL RAM keeps the data on different dates
data refers to a different aircraft.
(5) GROUND SCANNING

This display gives the failure messages for those failures that occur when the aircraft is on the ground. It can show a maximum of three failure messages and does
not have a NEXT PAGE procedure.
(6) TEST
When you make a TEST selection on the MCDU, the display will show:
TEST WAIT (10 secs).
In the subsequent 10 seconds the BITE does the self-test. When the test is complete the initial indication changes to one of these:
TEST OK
TEST, the CFDS failure indication(s) (Ref. Tables 1 and 2), and the message
END OF TEST.

Level 3 B1 B2
32-69-1
Training Manual
A320 Family
Landing Gear
32-69 CFDS
(7) LANDING GEAR SIMULATION

CAUTION: PRIOR TEST OBEY SAFETY PRECAUTIONS IN ACCORDANCE
WITH AMM.
When the MCDU is set to LANDING GEAR SIMULATION, the L/G simulation display shows. This display gives seven L/G configurations:
NOSE
NOSE + LH
LEFT HAND
NOSE + RH
RIGHT HAND
LH + RH
NOSE + LH + RH
When you make a selection from this display, the display changes to one which
gives these four L/G positions:
COMPRESSED
EXTENDED
DOWN LOCKED
UP LOCKED
An arrow-head shape (<) shows adjacent to the indications for the positions not
held by the L/G.
The arrow-head shape shows that a simulation of these positions can be made.
When you make a simulation selection of these positions, the arrowhead shape
goes out of view.
For example - The NLG is locked down and compressed:
COMPRESSED - L/G position
<EXTENDED - can be simulated
DOWN LOCKED - L/G position
<UP LOCKED - can be simulated.
Jun04/THTA

Level 3 B1 B2
32-69-2
Training Manual
A320 Family
Landing Gear
32-69 CFDS
Figure 1: MCDU-LGCIU Menu
Jun04/THTA

Level 3 B1 B2
32-69-3
Training Manual
A320 Family
Landing Gear
32-69 CFDS
CFDS Menu Mode
TEST
The functions accessible in Menu mode are:
This function is to be activated after any maintenance action on the aircraft. Its purpose is to re-configure the BSCU (if necessary) and to check its correct operation
and the continuity with the different peripherals.
LAST LEG REPORT

The purpose of this function is to present the internal and external failure messages detected by the braking system, that appeared during the last flight.
Its system is separately actuated. The test control must trigger:
Recorded Class 1 and 2 failures:
*the peripheral continuity test (permanent monitoring and specific test for the ALTERNATE and NWS servovalves, through transmission and check of calibrated
currents).
Class 1: failures which have an operational consequence on the current flight.

They are indicated to the crew in flight.
Class 2: failures which do not have operational consequence on the current flight
but which may affect the aircraft availability. They are not indicated to the crew but
are the subject of an ECAM report.

The purpose of this function is to present the internal and external failure messages (Class 1 and 2) that appeared during the 64 previous flights (failure history).
This is the sum of the LAST LEG REPORT items over several flights.
*the power-up test of the system concerned
PIN PROG SELECTION

This function is to be performed after removal/installation of the BSCU.
Its purpose is to adapt the BSCU pin programming to the aircraft pin programming
(strap connection).
At the end of the Menu mode, the system must be set to OFF then to ON to be
correctly reset.
Moreover, the pin programming selection must also be performed on the second
BSCU system.
LRU IDENTIFICATION
The purpose of this item is to present the P/N of the BSCU hardware and software
configuration (configuration of software of BSCU calculation, acquisition and monitoring board).

This function presents the complementary information concerning the failures.
(Snapshot of the system environment at the moment of the failure).
The various configurations available depend on the parameters below:

aircraft type,
brake type,
wheel type (different diameters),
deceleration rate in special automatic braking mode.
CLASS 3 FAULTS
The purpose of this function is to present the Class 3 messages that appeared
during the previous flights.
Class 3: failures having no consequence on the aircraft safety and availability.
They are not indicated to the crew.
GROUND SCANNING
The purpose of this function is to present the internal and external failures. These
will be detected as failures only in the ground stop configuration.
Jun04/THTA

Level 3 B1 B2
32-69-4
Training Manual
A320 Family
Landing Gear
32-69 CFDS
Figure 2: CFDIU Menu
Jun04/THTA

Level 3 B1 B2
32-69-5
Training Manual
A320 Family
Jun04/THTA

Landing Gear
32-69 CFDS
Level 3 B1 B2
32-69-6
Training Manual
A320 Family
Study Questions
Landing Gear
32-Study Questions L3
32-00 General
4. What is the function of the torque link damper?
1. Name the differences of the A320 / A321 landing gears.
5. Which tables are used for a light A/C to get the correct strut pressure and
height?
32-10 Main Gear and Doors

2. What are the advantages of the 2 stage shock absorber system?
6. With an ambient temperature of 40C and a strut pressure of 1000 psi what dimension H has to be adjusted?
3. Which glandseal is normally active, the upper or the lower one?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Landing Gear
11.Under which condition can the LDG handle be placed in the UP position?
7. Is the NLG also equipped with a 2-stage shock-absorber?
12.Which conditions have to be fulfilled to allow the retraction of the landing gear

8. Which hydraulic system supplies the landing gear?
13.How many revolutions of the emergency gear handle are necessary to extend
the gear by gravity? Which is the sequence of the activated valves and locks?
9. Is the landing gear hydraulic system pressurized during the whole flight?
14.Why do we need hydraulic pressure to move the landing gear door handle to
the door close position?
10.Which units control the landing gear extension and retraction?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
15.Which conditions are required to open the gear safety valve on ground?
Study Questions
Landing Gear
19.When is the normal brake system ready for use?
20.Explain the function of the A/SKID & NW steering switch?

16.Is there a difference of the NLG / MLG wheels between A320 / 321 aircraft?
21.How are the wheels braked during gear retraction?
17. Is there a difference of the MLG brakes between A320 / 321 aircraft?
22.Which valves are controlled by the anti-skid system?
32-43 Brake System

18.Which hydraulic systems are used to pressurize the brake system?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Landing Gear
23.When is the auto brake system selected to the MAX position?
27.Can the auto brake system be used with the alternate brake system?
24.When is on the autobrake push button DECEL illuminated?
28.With the normal brake system inop, how is the brake pedal pressure transmitted to the dual brake control valves?
25.Which signals are needed to initiate the auto brake function and when is the
brake action started?
29.Failure of the green and yellow hydraulic system: How is it possible to brake
the aircraft? Is the antiskid system still active?
30.Explain in short the parking brake system:

26.Is the antiskid system active with the alternate brake system in operation?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
31.Which brake pressures are indicated on the tripple instrument in the cockpit?
32-47 Brake Temperature System

32.Where are the BTMUs installed.
Study Questions
Landing Gear
35.Can the fans be operated with LG retracted?

36.How is nose wheel steering accomplished?
33.How are the brake temperatures indicated?

37.What conditions are necessary to operate (pressurize) the NW steering system?

34.When is the brake cooling system in use?
Oct03/THTA
38.Do the NW steering deflections depend on the taxi speed?

Level 3 B1 B2
Training Manual
A320 Family
39.Which computer controls the NW steering?
Study Questions
Landing Gear
43.When is the red arrow beside the LG lever illuminated?
40.What is the function of the accumulator in the steering control valve block?
44.Which unit controls the LG indication lights at the center instr. panel?
41.What are the actions before towing an aircraft?

45.With which color is a partially open LG door on the ECAM displayed?
32-60 Position and Warning

42.Where are the landing gear- and door positions indicated?
32-69 CFDS
46.What is the function LANDING GEAR SIMULATION used for?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Lights
33-00
33 Lights
Jun04/THTA

Level 3 B1 B2
33-00-1
Training Manual
A320 Family
33-00 General
Cockpit Lights
Lights
33-00 General
runway turnoff lights, which consist of two fixed lights, are installed on the nose
landing gear,
one fixed-position takeoff light and one fixed-position taxi light are installed on
the nose landing gear,
two anticollision beacon lights, which flash red, are installed one at the top and
one at the bottom of the fuselage.
wing and engine scan lights are installed one at each side of the fuselage to
illuminate the wing surface areas and engine intakes.
The cockpit lighting consists of the following sub-systems:

general illumination of cockpit panels, instruments and work surfaces,
integral lighting of panels and instruments,
test system for annunciator lights,
dimming system for annunciator lights.
Cabin Emergency Lighting
Cabin Lights
The emergency lighting system provides illumination of the cabin and exit signs in
the event of a failure of the main lighting system.
The cabin lighting consists of the following sub-systems:

general illumination of cabin, galley areas and entrances,
illumination of the lavatories,
passenger reading lights (customer option),
cabin lighted signs,
work lights for the cabin attendants.
Batteries supply electrical power for these lights independently of the aircraft power supplies.
Cargo and Service Compartment Lights

The cargo and service compartment lighting provides illumination and power outlets for maintenance purposes. The system comprises:
service area lighting for equipment and APU compartments,
air conditioning duct and accessory compartment lights,
FWD and AFT cargo compartment lights,
equipment compartment lights,
wheel well lighting.
External Lights
The external lighting system illuminates the runways and/or taxiway, some aircraft
surfaces and gives an indication of the aircraft's position.
three navigation lights, colored red, green and white, are installed one at the
tip of each wing and one at the aft of the fuselage,
landing lights, which consist of two high-power retractable lights which are installed one under each wing,
Jun04/THTA

Level 3 B1 B2
33-00-2
Training Manual
A320 Family
Lights
Center Instrument and Standby Compass Lighting

The flood lighting of Captain, First Officer and center main instrument panels is ensured by four lights located under the glareshield.
General
The cockpit lighting system enables the crew to easily see all details, inscriptions
and indications on the equipment whatever the level of darkness.
The cockpit lighting system comprises:
dome lights,
console and floor lighting,
center instrument and standby compass lighting,
reading lights,
instrument and panel lighting,
annunciator light test,
outlet plugs.
A flood light located on the overhead panel is used to illuminate the instruments
and panels on the pedestal.
In electrical emergency configuration, the lighting of the Captain and left hand
center zones remains available. The pedestal flood light swivels towards the rear
of the pedestal.
The standby compass is provided with integral lighting.
Flood Lighting
The flood lighting of captain, first officer and centre main instrument panels is ensured by four lights, located under the glareshield.
A flood light located on the overhead pane! Is used to Illuminate the instruments
and panels on the pedestal.
There are two electrical outlets in the cockpit:

one 28VDC
and one 115VAC 400 Hz.
A spare lamps box is provided in the cockpit. It is located on the left side panel.
(see Figure 1 on page 2)
Dome Lights
Two dome lights provide shadowless general cockpit lighting.
The CAPT, F/O and Centre lights Illuminate only the Instruments and the placards
located In four zones of the main instrument panel (CAPT, LH CENTRE, RH CENTRE, F/O).
In electrical emergency configuration, the lighting of the CAPT and LH CENTRE
zones remains available. The pedestal flood light swivels towards the rear of the
pedestal.
Reading Lights
Each dome light has four halogen long life lamps.

In electrical emergency configuration, the dome light of the F/O side remains available, provided the dome light control is not set to off.
The captain and the first officer reading lights are fitted on the upright of the cockpit
side windows. Supplementary reading lights are located on the overhead panel.
Console and Floor Lighting
The CAPT and F/O reading lights swivel in order to illuminate the captain and first
officer sliding tables, the consoles and the ceiling if necessary. The supplementary
reading lights swivel.
Briefcase stowage, side console and floor lighting is provided at the Captain and
First Officer stations. Three lights are used for each console lighting and for each
briefcase lighting. Four lights, fitted at the base of Capt and F/O seats, are used
for floor lighting.
Panel / Instrument Integral Lighting
Jun04/THTA
The panel and Instrument Integral lighting allow the crew to read the correspondIng Indications during night flights or flights In stormy conditions.

Level 3 B1 B2
33-10-1
Training Manual
A320 Family
This Integral lighting consIsts of miniature lamps supplied by AC power from lighting controllers.
Lights
Figure 1: Spare Lamps Box
There are 3 Independent controllers to supply integral lighting of:

the overhead panel,
the Instrument panels, consoles and the centre pedestal,
gIareshield and Flight Control Unit (FCU).
Each controller generates a variable low voltage current source with high intensity
(from 0 to 5 Volts).
Annunciator Light System

The annunciator lights mounted on the panels and instruments in the cockpit, are
sun readable lights. They are supplied by AC power from transformers.
There are four identical 115V/5V transformers to supply annunciator ilghts with
5VAC/400Hz.
There is an annunciator light test unit, located In the avionics compartment. It allows all annunciator lights connected to the four transformers to be checked.
Jun04/THTA

Level 3 B1 B2
33-10-2
Training Manual
A320 Family
Lights
Figure 2: Location of Lights
DOME LIGHT
READING LIGHT
CAPTAIN
DOME LIGHT
F/O
STANDBY
COMPASS LT
PEDESTAL
LIGHT
CAPTAIN
READING
LIGHT
F/O
READING
LIGHT
CTR INSTR
PNL LIGHT
CTR INSTR
PNL LIGHT
CONSOLE
LIGHTS
Jun04/THTA
BRIEFCASE
LIGHT

SLIDING TABLE
LIGHT
Level 3 B1 B2
33-10-3
Training Manual
A320 Family
Lights
Figure 3: Light Controls Overhead Panel
B
OVHD INTEG LT Knob
Overhead integral lighting adjustment.
ICE IND & STBY COMPASS Switch (A319, HB-IJL-IJR,

HB-IOG -IOH)
Operation of visual ice indicator and standby compass
integral lighting
STBY COMPASS Switch (HB-IOA -IOF , HB-IJA -IJK)
Operation of standby compass integral lighting
DOME Switch
BRT
- Both dome lights are on.
DIM
- Both dome lights are dimmed.
OFF
- Lights are off.
ANN LT Switch
TEST
- A ll cockpit annunciator lights illuminate.

- All Liquid Crystal Displays (LCD) indicate
"8888".
DIM
- Annunciator lights are dimmed.
BRT
- All annunciator lights go to full intensity .
NOTE: Any ECAM/ND transfer or EIS DMC switching are

prohibited during the ANN LT test.
READING LIGHT Knob

Controls ON/OFF and intensity of the respective reading
light.
Jun04/THTA

Level 3 B1 B2
33-10-4
Training Manual
A320 Family
Lights
Figure 4: Light Controls on Pedestal and Glareshield Panel
C
A
B
FLOOD LT MAIN PNL Knob

Controls ON/OFF and intensity of the center instrument panel
flood lighting.
INTEG LT MAIN PNL and PED Knob

Controls ON/OFF and intensity of the main panel and
pedestal integral lighting.
B
FLOOD LT PED Knob
Controls ON/OFF and intensity of the pedestal flood lighting.
Sliding potentiometer for FCU LCD lighting adjustment.
Sliding potentiometer for glareshield integral lighting.
Jun04/THTA

Level 3 B1 B2
33-10-5
Training Manual
A320 Family
Lights
Figure 5: Light Controls on Main Instr-, Lateral Windows and Maint. Panel
D
B
C
A
LH / RH CONSOLE / FLOOR Switch
BRT
PFD / ND
XFR
PFD
OFF
ND
BRT
LOUD SPEAKER
OFF
- Side consoles-, briefcasesand

floor-lights around the pilots seats go to
full intensity.
DIM
- Intensity of lights is reduced.
OFF
- Lights are off.
BRT
CONSOLE/FLOOR
FOOT WARMER
BRT
ON
DIM
OFF
MAX
OFF
OFF
Captain and F/O reading light brightness knob.
Captain and F/O reading light ON/OFF switch.
Captain and F/O reading light.
Captain and F/O sliding table brightness adjustment.
AVIONICS COMPT LT P/B
Jun04/THTA

AUTO
- Avionic
compartment
lighting
is
automatically controlled by door
opening.
ON
- Avionic compartment lighting is on.
Level 3 B1 B2
33-10-6
Training Manual
A320 Family
Lights
Figure 6: Removal of Lamps
Jun04/THTA

Level 3 B1 B2
33-10-7
Training Manual
A320 Family
General Cockpit Illumination
Lights
Figure 7: Dome Light
The cockpit lighting system has 5 functions:

dome lights,
side consoles,
instrument panels,
reading lights,
service outlets.
Cockpit Lighting by Dome Lights

The INT LT/DOME switch 14LE with 3 positions (OFF, DIM, BRIGHT) located on
the overhead control and indicating panel 25VU controls the two dome lights.
Each dome light has four halogen long lasting lamps.
Normal operation
When the INT LT/DOME switch 14LE is in the BRT position:
the dome light in 453VU is supplied with 28VDC from busbar 601PP through circuit breaker 3LE on the rear C/B panel 122VU.
the dome light in 452VU is supplied with 28VDC from essential busbar 401PP
through circuit breaker 1LE on the overhead C/B panel 49VU.
When the switch is in the DIM position the light intensity decreases.
In the BRT position, the lights are supplied in parallel and in the DIM position
they are supplied in series by groups of two.
Emergency lighting
If the busbar 601PP is lost, only the dome light in 452VU on the cockpit right side
remains on. It is supplied by essential busbar 401PP through circuit breaker 1LE.
In this configuration, the 3 positions: OFF, DIM and BRT of the switch 14LE are
operational.
Jun04/THTA

Level 3 B1 B2
33-10-8
Training Manual
A320 Family
Lights
Figure 8: Dome Light Schematic
DOME LIGHT
DOME
DOME LIGHT
BRT
14LE
DIM
OFF
601PP
28VDC
3LE
OFF
DIM
BRT
CAPTAINS
DOME LIGHT
OFF
BRT
401PP
28VDC
1LE
OFF
DIM
BRT
FIRST OFFICERS
DOME LIGHT
BRT
DIM
Jun04/THTA

Level 3 B1 B2
33-10-9
Training Manual
A320 Family
Console Lighting
Lights
Figure 9: Console and Brief Case Lights
Four lights are used for the lighting of each console (3 for the console itself and 1
for the briefcase).
The associated floor lighting consists of four lights fitted at the base of the Captain
and First Officer seats.
Captain console and floor lighting

The CONSOLE/FLOOR switch 15LE with 3 positions: OFF - DIM - BRT controls
the 28VDC supply to these lighting systems.
The switch is located on the Captain lighting/loud speaker control panel 301VU.
The normal busbar 103PP supplies the 8 lights through the circuit breaker 5LE located on the rear circuit breaker panel 122VU.
First Officer console and floor lighting

The CONSOLE/FLOOR switch 16LE with 3 positions:
OFF - DIM - BRT controls the 28VDC supply to these lighting systems.
The switch is located on the F/O lighting/loud speaker control panel 500VU.
The normal busbar 204PP supplies the 8 lights through the circuit breaker 4LE located on the rear circuit breaker panel 122VU.
Jun04/THTA

Level 3 B1 B2
33-10-10
Training Manual
A320 Family
Lights
Figure 10: Console Light Schematic
CONSOLE
LIGHTS
Jun04/THTA
BRIEFCASE
LIGHT

Level 3 B1 B2
33-10-11
Training Manual
A320 Family
Lights
Instrument Panel Lighting
Reading Lights
Three lights 36LE (First Officer), 37LE (Captain) and 38LE (center) provide the
ambient lighting of the Captain, First Officer and center main instrument panels.
Captain and First Officer map table lights (41LE and 42LE)
They are installed under the glareshield and illuminate only the instruments and
the placards located on four zones of the main instrument panels:
2 zones at the ends of the main instrument panels, 301VU and 500VU,
2 zones on the center instrument panel:
One on the left side which has the emergency items of equipment, one on the
right side which has equipments such as the landing gear control lever, clock,
the landing gear control and indicating panel 402VU etc.
Each map table light has a 4.8W, 28V incandescent light.
The single control dual rheostat 35LE located on the center pedestal on the
FLOOD LT/INTEG LT panel 111VU controls these lights:
The first rheostat controls:
The brightness of the halogen lamps of the F/O main instrument-panel light
36LE:
The section of the center instrument panel light 38LE which illuminates the
right zone. The normal busbar 103PP supplies the lamps with 28VDC through
circuit breaker 2LE located on rear circuit breaker panel 122VU.
The second rheostat controls:
The brightness of the halogen lamps of the Captain main instrument panel light
37LE and the section of the center instrument panel light 38LE which illuminates the left zone (standby equipment).
The rheostat of the F/O main instrument-panel light controls the intensity of the six
halogen lamps of the F/O main instrument-panel.
The two map table lights are fitted on the upright of the side windows of the cockpit. They swivel and illuminate the sliding tables of the Captain and First Officer
and the map tables located on the sliding windows.
The rheostats (39LE and 40LE) control these lights.
Each map table light has a rheostat which controls the light.
Supplementary reading light (First Officer)

The supplementary reading light 29LE is equipped with a long lasting halogen
lamp and swivels. The READING LT rheostat 30LE is used to control the reading
light brightness.
Center pedestal light

The center pedestal light 27LE is equipped with a 11.5W long-lasting lamp. It swivels towards the rear of the pedestal.
The FLOOD LT/PED rheostat 28LE is used to control the light brightness.
Second supplementary reading light (Captain)

The installation of the second supplementary reading light 29LE in 54VU, its power supply (103PP) and control (rheostat 30LE) are identical to those of the first
supplementary reading light.
The rheostat of the Captain main instrument-panel light controls the intensity of
the six halogen lamps of the Captain main instrument-panel.
Jun04/THTA

Level 3 B1 B2
33-10-12
Training Manual
A320 Family
Lights
Figure 11: Instrument Panel Lighting Schematic

CAPT INST PANEL
FLOOD LIGHT
MAIN PANEL FLOOD

LIGHT POTENTIOMETER
MAIN INST PANEL

FLOOD LIGHT
CENTER PEDESTAL
LIGHT
SUPPLEMENTARY
READING
LIGHT
MAP TABLE LIGHT

POTENTIOMETER
Jun04/THTA

F/O INST PANEL

FLOOD LIGHT
Level 3 B1 B2
33-10-13
Training Manual
A320 Family
Instrument and Panel Integral Lighting
Lights
Figure 12: Integral Lightning Component Location
The instrument and panel integral lighting permit the crew to read the indications
on these panels and instruments during night flights or flights in stormy conditions.
System Description
The integral lighting installed on the panels and the instruments has miniature
lamps. These lamps are supplied by an alternating current with variable voltage
from 0 to 5 volts.
Lighting controllers deliver this alternating current.
These lighting controllers generate a low voltage current source with high intensity
from the 115V - 400Hz voltage.
A 470 ohms potentiometer provides the continuous adjustment of the output voltage between 0 and 5 efficient volts.
This output voltage is independent from the load.
Ovhd Panel Lighting Controller
6LF Max. output power 180W
6 Fuses
Main,Center Instr. Pnl & Pedestal 16LF Max. output power 180W
6 Fuses
Glareshields
Jun04/THTA
30LF Max. output power25+45W 3 Fuses

Level 3 B1 B2
33-10-14
Training Manual
A320 Family
Lights
Figure 13: Instrument and Panel Integral Lighting Schematic
Jun04/THTA

Level 3 B1 B2
33-10-15
Training Manual
A320 Family
Lights
This lighting system has several circuits:
Standby Compass Lighting
Overhead panel integral lighting
The lighting system of the standby compass comprises:

a circuit breaker 1LF. The busbar 401PP supplies this circuit breaker with
28VDC (panel 49VU),
a STBY COMPASS switch 2LF. It has 2 positions and controls the standby
compass lighting (panel 25VU),
a foldable standby compass.
It comprises:
a circuit breaker 3LF. The normal busbar 103XP supplies 115VAC/400Hz to this
circuit breaker (panel 122VU),
a potentiometer 7LF used for the adjustment of the integral lighting brightness
(panel 25VU),
a lighting controller 6LF. Its 6 outputs provide the integral lighting of the placards
and the instruments on the overhead panel.
Integral lighting of instrument panels, consoles and center pedestal

It comprises:
a circuit breaker 4LF. The normal busbar 103XP supplies 115VAC/400Hz to this
circuit breaker (panel 122VU),
a potentiometer 17LF which provides the adjustment of the integral lighting brightness (panel 111VU),
a lighting controller 16LF located close to the First Officer pedals.
Its 6 outputs provide the integral lighting of the placards and the instruments on
the instrument panels and the pedestal.
Glareshield integral lighting

It comprises:
a circuit breaker 5LF. The normal busbar 103XP supplies this circuit breaker
with 115VAC/400Hz (panel 122VU),
two linear or rotary potentiometers mounted in light 38LE. One is for the
glareshield integral lighting, the other one for the FCU display lighting,
a lighting controller 30LF located close to 16LF. Three outputs provide instrument display and panel integral lighting.
Jun04/THTA

Level 3 B1 B2
33-10-16
Training Manual
A320 Family
Annunciator Light Test and Dimming
Lights
Each light is parted in two sections; each one has two 5V bulbs.
If the 115V supply is switched over to either input we obtain at the secondary winding:
the 5VAC (BRT position),
the 3VAC (DIM position),
the 6.3VAC (BRT position) or 4.3VAC for rectified voltages (DIM position).
An annunciator light test switch permits illumination of all annunciators and therefore check of all lights.
The transformers 36LP and 37LP are housed in the panel 120VU and transformers 31LP and 35LP are mounted on the overhead panel.
Bulbs supplied with 5VAC-400Hz are used for the lighting of the sun readible lights
in the cockpit. The current is delivered by the 115V/5V transformers.
A relay (system) or internal contacts (case of ON-OFF position indication pushbutton switches) control illumination of each annunciator light. Four different busbars:
AC1 supply: 103XP
AC2 supply: 202XP
115VAC STAT INV BUS: 901XP
Essential supply: 801XP
supply the annunciator lights with 5VAC-400Hz through the transformers. In the
case of emergency supply only busbar 901XP is serviceable.
Switch 33LP
A switch with 3 positions: DIM, BRT, TEST is located on the overhead control and
indicating panel 25VU.
Fourteen Annunciator Light Test and Interface Boards

They are located in the avionics compartment in the annunciator light test unit
70VU:
The system comprises:
4 are associated with the annunciator lights supplied by the AC1 system. They are
identified by FINs 1LP to 4LP.
Four Identical Transformers
seven are associated with the annunciator lights supplied by the essential generation. They are identified by FINs 5LP to 11LP.
Each one is supplied with 115V-400Hz.

Each one is connected to a different busbar.
They supply 5VAC-400Hz for the annunciator lights installed on the overhead
panel and on instrument panel and 6.3V voltage (full wave rectified) to supply the
AUTO LAND, MASTER WARNING and CAUTION lights and Audio Control Panels (ACP).
The secondary winding of each transformer has:
7x5VAC outputs mounted in parallel; each one is protected by a delayed action
fuse set at 4A,
2x6.3V outputs protected by the same type of fuse.
The primary winding of each transformer has two inputs to get the correct dimming
level (DIM position).
Three are associated with the annunciator lights supplied by the AC2 generation.
They are identified by FINs 18LP to 20LP.
Each board comprises:
2 relays supplied by busbar 206PP with 28VDC through circuit breaker 30LP located on the rear circuit breaker panel 122VU.
These 2 relays serve for the annunciator light tests when the switch 33LP is in the
TEST position.
10 relays supplied by the various A/C systems with 28VDC. They supply the annunciator light with 5VAC whereas the system data are supplied with 28VDC.
Four-Stage Relays
They are located in the relay box 103VU. They all are identified with a TEST placard. They serve for the test of the equipment annunciator lights (high intensity) or
of other annunciator lights (ON - OFF).
The busbar 206PP supplies 28VDC to the coil of these relays through the circuit
breaker 30LP located on the rear circuit breaker panel 122VU.
Jun04/THTA

Level 3 B1 B2
33-10-17
Training Manual
A320 Family
Lights
Figure 14: Location of Switch,and Transformer
Jun04/THTA

Level 3 B1 B2
33-10-18
Training Manual
A320 Family
Lights
Figure 15: Annunciator Test Unit (Warning Light Control Box)
Jun04/THTA

Level 3 B1 B2
33-10-19
Training Manual
A320 Family
Lights
Figure 16: Annunciator Light Test and Dimming - Principle Diagram)
Jun04/THTA

Level 3 B1 B2
33-10-20
Training Manual
A320 Family
Lights
Figure 17: Annunciator Light Cirquit - Simplified
Jun04/THTA

Level 3 B1 B2
33-10-21
Training Manual
A320 Family
Lights
Cockpit Outlets
28VDC outlet
The 28VDC outlet (32LE) located on the rear circuit breaker panel 122VU delivers
280 Watts.
The DC busbar 601PP supplies this outlet through circuit breaker 11LS located on
the rear circuit breaker panel 122VU.
115VAC 400Hz outlet

The 115VAC - 400Hz outlet (31LE) located on the rear circuit breaker panel
122VU delivers 1150 Watts. The AC busbar 216XP-C supplies this outlet through
the circuit breaker 12LS located on the rear circuit breaker panel 122VU.
Figure 18: Cockpit Outlets
Jun04/THTA

Level 3 B1 B2
33-10-22
Training Manual
A320 Family
Lights
Attendant Worklights
The cabin attendant work lights consist of high intensity lights installed in an overhead panel above the attendant seats.
General
The cabin light system provides illumination of the cabin and entrances,lavatories, galleys and attendant work areas.
The Call System and the lighted signs NO SMOKING, FASTEN SEAT BELT and
RETURN TO SEAT are part of the Cabin Intercommunication Data System (CIDS)
(Ref. 23-73-00).
The system provides illumination of lavatory lighted signs. There are call lights to
indicate the location from which a passenger call is initiated. lndividual reading
lights are installed.
Cabin Lighting
The cabin lighting consists of four strips of fluorescent lamps.
in each cabin zone, the four strips are divided into two pairs for controls purposes
(inboard pair = CEILING lights and outboard pair = WINDOW lights).
Each strip consists of many fluorescent lamps. Each fluorescent lamp is installed
in a lampholder with an integral ballast unit.
Entrance Area Lighting

The entry areas are illuminated by fluorescent lamps installed in ceiling panels.
Each fluorescent lamp is installed In a lampholder with an integral ballast unit.
Lavatory Lighting
Each lavatory lighting consists of a fluorescent lamp. A fluorescent lamp and an
integral ballast unit are installed in each lavatory, adjacent to the mirror.
Passenger Reading Lights

The reading lights are installed in the Passenger Service Units (PSUs) fitted above
the passenger seats.
The Passenger Service Unit fitted must agree with the number of seats in a row.
Lavatory Lighted Signs

The lavatory signs indicate the position of the lavatories in the cabin and whether
they are occupied or not.
A lavatory occupied sign is installed near to the FWD lavatory and near to the two
rear lavatories.
Jun04/THTA

Level 3 B1 B2
33-20-1
Training Manual
A320 Family
Lights
Figure 1: Cabin Signs Cockpit Controls
A
SEAT BELTS Switch
ON
- FASTEN SEAT BELT signs (in cabin) and

RETURN TO YOUR SEAT signs (in
lavatories) illuminate associated with low
tone chime.
OFF
- Signs are off. Low tone chime sound

upon extinction.
NOTE: In the event of excessive cabin altitude (11 300 + 500 ft),
the NO SMOKING, FASTEN SEAT BELT, RETURN TO
SE AT and the EXIT signs illuminate regardless of
SEAT BELTS switch position.
NO SMOKING Switch
ON
- NO SMOKING and EXIT signs in cabin

illuminate associated with low tone chime.
AUTO
- NO SMOKING and EXIT signs in cabin

illuminate when landing gear is extended.
NO SMOKING signs in the smoking area
and EXIT signs go out when landing gear is
retracted. Low tone chime sounds upon
illumination and extinction of the lights.
OFF
- Signs in smoking area are off. Low tone

chime sound upon extinction.
NOTE: In the event of excessive cabin altitude (11 300 + 500 ft),
the NO SMOKING, FASTEN SEAT BELT, RETURN TO
SEAT and the EXIT signs illuminate regardless of NO
SMOKING switch position.
Jun04/THTA

Level 3 B1 B2
33-20-2
Training Manual
A320 Family
Lights
Figure 2: Cabin Lighting Control
Jun04/THTA

Level 3 B1 B2
33-20-3
Training Manual
A320 Family
Lights
General Illumination
Fluorescent lamps illuminate the passenger cabin and the entrance areas as listed below:
The cabin lamps are distributed in four strips throughout the cabin zones.
The four strips in each cabin zone are divided for control purposes into two pairs.
The two outboard strips are designated as WINDOW (WDO) lights and the two
center strips as CEILING (CLG) lights. The system is designed so that the window
and ceiling lights in each cabin zone can be on together or separately. When on,
the fluorescent lamps can be selected to 100 % (BRT), 50 % (DIM 1), or 10 % (DIM
2) intensity. Each fluorescent lamp is installed in a holder which contains an integral ballast unit. The units are supplied with 115VAC from busbars 212XP and
214XP through circuit breakers 300LG thru 307LG (cabin lighting) and 308LG (entrance lighting). The lighting system is controlled from the forward attendant panel
120RH and from the aft attendant panel 126RH, which contains the following
membrane switches:
The installation of the Additional Attendant Panel(s) (AAP) is a customer option.
Jun04/THTA

Level 3 B1 B2
33-20-4
Training Manual
A320 Family
Lights
Figure 3: Lighting Strips
Jun04/THTA

Level 3 B1 B2
33-20-5
Training Manual
A320 Family
Forward Attendant Panel (FAP)
1. MAIN ON - when pushed, switches on the cabin zones and entrance areas
lighting with 100 % intensity. It also causes the integral light in all BRT, WDO
and CLG membrane switches to come on.
2. MAIN OFF - when pushed, switches off the cabin zones and entrance areas
lighting. It also causes any General illumination membrane switch which is on
to go off.
This function is disabled in flight.
3. ENTRY FWD BRT and ENTRY AFT BRT - when initially pushed, causes the
related entrance area lighting to come on with 100 % intensity. It also causes
the integral light under the membrane switch foil to come on. The lights may be
switched off by pushing the membrane switch twice in succession.
4. ENTRY FWD DIM1 and ENTRY AFT DIM1 - when initially pushed, causes the
related entrance area lighting to come on with 50 % intensity. It also causes the
integral light under the membrane switch foil to come on. The lights may be
5. ENTRY FWD DIM2 and ENTRY AFT DIM2 - when initially pushed, causes the
related entrance area lighting to come on with 10 % intensity. It also causes the
integral light under the membrane switch foil to come on. The lights may be
6. BRT - when initially pushed, causes the related cabin zone lighting to come on
with 100 % intensity. It also causes the integral lights in the related BRT, cabin
WDO and cabin CLG membrane switch to come on. The lights may be
7. DIM1 - when initially pushed, causes the related cabin zone lighting to come
on with 50 % intensity. It also causes the integral light in the related DIM 1, cabin WDO and cabin CLG membrane switch to come on. The lights may be
8. DIM2 - when initially pushed, causes the related cabin zone lighting to come
on with 10 % intensity. It also causes the integral light in the related DIM 2, cabin WDO and cabin CLG membrane switch to come on. The lights may be
9. FWD CABIN BRT and AFT CABIN BRT - when initially pushed, causes the related cabin zone lighting to come on with 100 % intensity. It also causes the
integral lights in the related BRT, WDO and CLG membrane switch to come
on. The lights may be switched off by pushing the membrane switch twice in
succession.
Jun04/THTA
Lights
10.WDO - With the cabin lighting selected on, (at any intensity). On pushing this
membrane switch, the window lights in each cabin zone and the integral light
under the membrane switch foil go off. Pushing the membrane switch again will
cause the lights to come on.
11.CLG - With the cabin lighting selected on, (at any intensity). On pushing this
membrane switch, the ceiling lights in each cabin zone and the integral light under the membrane switch foil go off. Pushing the membrane switch again will
cause the lights to come on.

Level 3 B1 B2
33-20-6
Training Manual
A320 Family
Figure 4: Control Panels
Jun04/THTA
Lights
Figure 5: Lamp Unit Arrangement

Level 3 B1 B2
33-20-7
Training Manual
A320 Family
Lights
Jun04/THTA

Level 3 B1 B2
33-20-8
Training Manual
A320 Family
Entrance Lighting
Lights
Figure 7: Entrance Lighting Schematic
Fluorescent lamps installed in ceiling panels illuminate the entrance areas.

This lighting is controlled separately from the cabin lighting. These can be selected
to three different brightness levels in exactly the same way as the cabin lights. The
brightness levels are, full brightness (BRT), half brightness (DIM 1) and 10 % of
full brightness (DIM 2).
The entrance lighting consists of fluorescent lamps with ballast units installed in
the ceiling panels at the forward and aft entrances. Two fluorescent lamps are installed in the LH and RH ceiling panels at each entrance. The operation is identical
to the cabin lighting.
1. The entrance lighting at entrance 1 LH is automatically dimmed to DIM 2 level
(10 %) whenever the cockpit door is opened with the engines running.
2. The CIDS directors 101RH and 102RH receive one signal from the engine oilpressure system and another signal from the cockpit door microswitch.
The directors 101RH and 102RH transmit their output signal to the DEU which
controls the entrance 1 LH fluorescent lamp with ballast unit.
The DEU provides a DIM 2 signal and the light dims to 10 % intensity.
Jun04/THTA

Level 3 B1 B2
33-20-9
Training Manual
A320 Family
Lights
Lavatory Lighting
Operation
(The lavatory lighting system gives illumination inside the lavatories.
The system is supplied with power when the busbars are energized and the circuit
breakers 1LQ, 1WJ and 11WJ are closed.
Each lavatory has a fluorescent tube and additional halogen light(s).

A microswitch in the lavatory door frame controls the brightness level of the fluorescent tube and the halogen light(s).
The cabin attendants control the power of the lavatory lighting system through a
membrane switch (POWER LAV) on the Forward Attendant Panel (FAP).
The installation of the additional halogen light(s) is a customer option.
Power Supply
The 115VAC from the busbar 214XP supplies the fluorescent lamps through the
circuit breaker 1LQ and the power control relay 2LQ. The pushbutton membraneswitch POWER LAV, on the forward attendant panel 120RH, controls the power
supply for the fluorescent lamps.
The 28VDC from the busbar 208PP supplies the halogen lamps through the circuit
breakers 1WJ, 11WJ and the door microswitches (Ref. 33-26-00).
Jun04/THTA
With the door microswitch in the FREE position the halogen lamp is disconnected
from the 28VDC. The DIM 1 (50 %) input of the ballast unit is supplied with 28VDC.
1. When the switch POWER LAV on the forward attendant panel 120RH is
pushed relay 2LQ energizes. Each lavatory ballast unit is supplied with
115VAC and the fluorescent lamp comes on with 50 % intensity.
2. When the lavatory door is locked, the related door microswitch changes over
to the ENGAGED position and the halogen lamp is supplied with 28VDC. The
28VDC is disconnected from the DIM 1 input of the ballast unit and the fluorescent lamp illuminates with 100 % intensity.
3. The integral light under the POWER LAV membrane switch foil (on the forward
attendant panel 120RH) comes on when the membrane switch is initially
pushed.
When the membrane switch is pushed again, the fluorescent lamps in the lavatory go off. Also the integral light under the POWER LAV membrane switch
foil goes off.
4. All fluorescent lights go off when the membrane switch LIGHT MAIN OFF on
the forward attendant panel 120RH is pushed. Other systems are also
switched off with this membrane switch at the same time.

Level 3 B1 B2
33-20-10
Training Manual
A320 Family
Lights
Figure 8: Lavatory Lighting Schematic
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family
Lavatory Lighted Signs
Lights
Figure 9: Lavatory Signs Component Location
The lavatory signs are installed near the forward and aft lavatories. They show the
position of the lavatories in the cabin and if the lavatories are occupied or not.
A microswitch in the lavatory door frame controls the power of the lavatory lighted
signs.
Forward Lavatory Occupied-Sign

The forward lavatory occupied-sign 3WJ shows the position of the forward lavatory and if it is occupied or not. The sign is installed in a position where it can be
easily seen.
1. The 28VDC normal busbar 208PP energizes the sign through the circuit breaker 1WJ and the microswitch of the related lavatory. The microswitch is installed
in the lavatory door frame.
2. With the lavatory door unlocked, the electrical supply flows through the related
microswitch to the FREE terminal of the sign. The sign pictogram/legend
comes on with a green color to show that the lavatory is not occupied.
3. When the door is closed and locked, the contacts of the related microswitch
change over. This removes the supply from the FREE terminal of the sign and
supplies it to the ENGAGED terminal. The sign pictogram/legend comes on
with a red color to show that the lavatory is occupied. At the same time the relay
18LP energizes. The annunciator 6WJ in the cockpit comes on to show the
flight crew that the forward lavatory is occupied.
The rear lavatory occupied-signs 13WJ and 14WJ show the positions of the two
rear lavatories. They also show if the lavatories are occupied or not occupied. The
signs are installed in a position where they can be easily seen.
Jun04/THTA

Level 3 B1 B2
33-20-12
Training Manual
A320 Family
Figure 10: Occupied Sign Logic
Jun04/THTA
Lights
Figure 11: Lavatory Lighted Sign Schematic

Level 3 B1 B2
33-20-13
Training Manual
A320 Family
Lamp and Ballast Unit
Lights
Figure 12: Ballast Unit
The ballast unit provides power for one fluorescent lamp. Each unit supplies lowvoltage power for filament heating and high-voltage power for lamp ignition. The
unit contains a transformer, control electronics and two relays. When no input signals are received by the control electronic, the lamp lights with 100 % intensity
(BRT). When a 28VDC signal is applied to pin D, the lamp lights with 50 % intensity. With a 28VDC signal at pin E, the lamp lights with 10 % intensity. When
28VDC is at pin F, the internal control relay is energized and the 115VAC for the
transformer is disconnected. The fluorescent lamp goes off.
Jun04/THTA

Level 3 B1 B2
33-20-14
Training Manual
A320 Family
Lights

The forward attendant panel 120RH and the aft attendant panel 126RH are connected to the Directors 101RH and 102RH of the Cabin Intercommunication Data
System (CIDS).
The input signals from the forward attendant panel 120RH and the aft attendant
panel 126RH are processed by the director and transmitted to the Decoder/Encoder Units (DEUs). The DEUs accept the input data and activate the output to the
fluorescent lamps with ballast units in accordance with the code presented at the
input. The DEU is capable of handling up to four fluorescent lamps with ballast
units. Three signal lines connect each fluorescsent lamp with ballast unit to the related DEU.
The truth table below shows the state of the fluorescent lamps when activated by
the DEU output signal. The DEU output signal has two levels 0 (0VDC) and 1
(28VDC).
As can be seen in the truth table with no output signal from the associated DEU
the fluorescent lamps will illuminate at full brightness.
Table 1: Truth Table
F
BRIGHT
DIM 1 (50%)
DIM 2 (10%)
OFF
The assignment of the fluorescent lamps with ballast units to cabin zones is programmed into the Cabin Assignment Module (CAM). The CAM is fitted in the programming and test panel 110RH and preprogrammed for particular lighting
requirements. Any new requirements can be programmed into the CAM.
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Level 3 B1 B2
33-20-15
Training Manual
A320 Family
Passenger Reading Lights
Lights
Figure 13: Reading Lights
The passenger reading lights are high intensity lights, which give additional illumination to the passengers.
Each passenger controls his own reading light through a pushbutton.
The cabin attendants control the power of the reading light system through a membrane switch (POWER READ) on the Forward Attendant Panel (FAP).
The reading lights are installed in the combi-panels. The combi-panels are installed in the Passenger Service Unit (PSU) channel above the passenger seats.
The number of combi-panels on each side of the cabin must agree with the
number of seat rows.
The power units 511RH and 512RH change the 115VAC to 6VAC for the light operation. A fuse in each line gives protection for the transformer and the related
Printed Circuit Board (PCB). A membrane switch POWER READ on the Forward
Attendant Panel (FAP) 120RH controls the power supply for the reading lights.
A test of the reading lights, the work lights and the PCB circuits is made by the
related BITE test on the Programming and Test Panel (PTP) 110RH. In this test
all reading lights and work lights come on for approximately 3 s and then go off.
After the test the PTP 110RH shows the status of the reading lights, the work lights
and the PCBs.
Jun04/THTA

Level 3 B1 B2
33-20-16
Training Manual
A320 Family
Figure 14: Reading Light Schematic
Jun04/THTA
Lights
Figure 15: Reading Light Adjustment

Level 3 B1 B2
33-20-17
Training Manual
A320 Family
Lights
Cabin Attendant Work-Lights

The cabin attendant work-lights are high intensity lights, which give additional illumination to the attendants and their working areas.
Each attendant controls his own work-light through a pushbutton.
The 115VAC from the busbar 210XP supplies the work lights through the circuit
breaker 1LZ ATTN WORK LIGHT and the power control relay 2LZ. The work lights
and the power units are installed in the overhead panels above the cabin attendant
seats. The power units change 115VAC to 6VAC for the light operation. The membrane switch POWER ATTN on the forward attendant panel 120RH controls the
power supply for the work lights.
Push the MAIN OFF membrane switch on the forward attendant panel 120RH to
turn off the work lights together with all lights in other cabin systems.
The power unit is connected to a Decoder/Encoder Unit (DEU) of the Cabin Intercommunication Data System (CIDS). A test of the work lights is made from the
CIDS system.
The installation of the cabin attendant work-lights is a customer option.
Jun04/THTA

Level 3 B1 B2
33-20-18
Training Manual
A320 Family
Lights
Figure 16: Work Light Schematic
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Level 3 B1 B2
33-20-19
Training Manual
A320 Family
Lights
Figure 17: Test
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Level 3 B1 B2
33-20-20
Training Manual
A320 Family
Cabin Lights - Reading/Work Light Test using PTP
Lights
Figure 18: PTP Test
In case of failure, the respective result will appear on the PTP display and will be
written into the Director class 3 Fault-memory.
After the test, the Reading/work light system is still energized to give the maintenance crew the possibility for visual check of the lamps.
Jun04/THTA

Level 3 B1 B2
33-20-21
Training Manual
A320 Family
Jun04/THTA

Lights
Level 3 B1 B2
33-20-22
Training Manual
A320 Family
Lights
Figure 1: Service Area Lighting
General
The cargo and service compartment lighting-system provides illumination to the
service area, forward and aft cargo compartment, avionics compartment and
wheel wells. A maintenance outlet is installed in the air conditioning duct and accessory compartment.
Jun04/THTA

Level 3 B1 B2
33-30-1
Training Manual
A320 Family
Forward and AFT Cargo-Compartment Lighting
Lights
Figure 3: Cargo Lighting)
The fluorescent lamps illuminate the cargo compartment. They are installed in the
ceiling. A loading light is installed in each compartment. Electrical outlets are provided for portable maintenance lights. The fluorescent lamps are supplied with
115VAC, the electrical outlets and loading lights are supplied with 28VDC.
Figure 2: Cargo Lighting Schematic
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Level 3 B1 B2
33-30-2
Training Manual
A320 Family
Avionics Compartment Lighting
Lights
Figure 4: Avionics Lighting Schematic
The avionics compartment lighting system consists of six lights, five 28 VDC outlets and three 115 VAC outlets.
The system comprises a number of lights and electrical maintenance outlets. The
lights are supplied with 28VDC. A number of outlets are supplied with 28VDC and
the remainder with 115VAC. The lights may come on automatically when an
equipment bay door is opened. You can also switch them on with the control
switch in the cockpit.
The busbar 601PP supplies the lights with 28 VDC through circuit breaker 1LS
and relays 24LS and 25LS. The relay 24LS controls the power supply to the lateral
L, aft L and R dome lights. The relay 25LS controls the power supply to the lateral
R, forward L and R dome lights. The door proximity switches transmit the ground
signal to relays 24LS and 25LS.
Jun04/THTA

Level 3 B1 B2
33-30-3
Training Manual
A320 Family
Wheel Well Lighting
Lights
Figure 5: Wheel Well Lighting
The system comprises the lighting installation of the wheel wells and the hydraulic
compartment. Electrical outlets are provided in the wheel wells for maintenance
purposes. A switch in the left-hand wheel well controls the lights.
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Level 3 B1 B2
33-30-4
Training Manual
A320 Family
Service Area Lighting
Lights
The service area lighting system comprises the lights installed in the APU compartment and in Section 19. Electrical outlets are provided for portable maintenance lights.
The lights and outlets are supplied with 28 V DC from busbar 208PP through the
circuit breakers 2LJ and 1LJ. Switch 11LJ controls the APU light 6LJ and switch
3LJ controls the two lights 4LJ and 5LJ in Section 19. When busbar 208PP is energized and the circuit breaker 1LJ is closed, power is available at the two maintenance outlets in Section 19.
Jun04/THTA

Level 3 B1 B2
33-30-5
Training Manual
A320 Family
Jun04/THTA

Lights
Level 3 B1 B2
33-30-6
Training Manual
A320 Family
Lights
Jun04/THTA

Level 3 B1 B2
33-40-1
Training Manual
A320 Family
Lights
General
The external lights provide the following illuminations:
lights to illuminate the runway and the taxiway,
lights to illuminate the wing leading edges and the engine nacelles,
lights to give an indication of the aircraft position and to reduce possible collision in the air or on the ground.
The toggle switches on the overhead panel 25VU control the external lights as follows:
Jun04/THTA

Level 3 B1 B2
33-40-2
Training Manual
A320 Family
Lights
Figure 1: Control Panel Description
NAV and LOGO Light Switch

Dual navigation lights are located at each wing tip and in the
APU tail cone.
Logo lights are installed in the upper surface of each
horizontal stabilizer to illuminate the company logo on the
vertical stabilizer.
A
STROBE Light Switch
NAV & LOGO

2
Operation of the three synchronized strobe lights, one on

each wing tip and one below the tail cone.
ON
- Strobe lights flash white.
AUTO
- Strobe lights are automatically switched

on in flight.
OFF
- All lights are off.
- NAV 1 lights are on.
OFF
- NAV and LOGO lights are off.
NOSE Light Switch
BEACON Light Switch

Operation of the two flashing red lights, one on top and one
on bottom of the fuselage.
T.O.
- Both taxi and take- off lights are illuminated.
TAXI
- Only taxi light is illuminated.
OFF
- Taxi and take-off lights are off .
NOTE: These two lights, attached to the nose gear strut go

off automatically when landing gear is retracted.
WING Light Switch

Operation of the two single beam lights on each side of the
fuselage, to illuminate wing leading edge and engine air
intake to detect ice accretion.
L and R LAND Light Switch

ON
- The related landing light is extended and

comes on automatically when fully
extended.
OFF
- The related landing light is extended but off.
RETRACT
- The related light is retracted and off.
RWY TURN OFF Light Switch

Operation of runway turn-off light installed on the nose gear
NOTE: These lights go off automatically when landing gear
is retracted.
Jun04/THTA
- NAV 2 and LOGO lights illuminate.

Level 3 B1 B2
33-40-3
Jun04/THTA
G
H
LI
TS
TS
ST
N R
AV O
IG BE
AT A
IO ND
N
LI
G
LO
G
W
SC IN
A GA
N N
N D
IN E
G N
LI GI
G NE
H
TS
TS
R
TU UN
R WA
N Y
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FF
LI
H
LI
G
LI
G
TS
U
B PP
EA E
C RA
O N
N D
LI L
G O
H W
TS E
R
S
N TR
AV O
IG BE
AT A
IO ND
N
LI
G
T
R
LA ET
N RA
D C
IN TA
G B
LI LE
G
H
TS
XI
TA
FF
EO
TA
Training Manual
A320 Family
Lights
Figure 2: Exterior Lights Overview
Level 3 B1 B2
33-40-4
Training Manual
A320 Family
Taxi and Takeoff Lights
Lights
Figure 4: Taxi Light Assy
The taxi and takeoff lights provide illumination of the runway and the taxiway.
Two lights are installed on the nose landing gear. The 400 W light is switched on
during the taxi phase. Both the 400 W and the 600 W light are switched on during
the takeoff phase.
A three position switch 4LR controls the lights.
Figure 3: Light Assy Arrangement
Figure 5: Take-off Light Assy
Jun04/THTA

Level 3 B1 B2
33-40-5
Training Manual
A320 Family
Lights
Figure 6: Takeoff and Taxi Light
Jun04/THTA

Level 3 B1 B2
33-40-6
Training Manual
A320 Family
Runway Turnoff Lights
Lights
Figure 7: Runway Turnoff Light Assy
The runway turnoff lights provide illumination of the lateral areas of the runway.
Two lights are installed on the nose landing gear.
The toggle switch 2LC controls the lights.
The 115 VAC busbars 204XP and 103XP supply power to the runway turnoff-light
system, through circuit breakers 1LC1 and 1LC2. The control circuit is controlled
by a switch 2LC, which gets power from the 28 VDC busbar 202PP through circuit
breaker 2LR. A ground signal for the power control relay 6LC is available from the
landing gear computer.
The ground signal is connected, when the nose landing gear is locked down. The
power control relay 6LC and the control switch 2LC get power when the busbars
are energized and the circuit breakers are closed. The runway turnoff lights come
on when the switch 2LC is in the RWY TURN OFF position. When the nose landing gear is unlocked, the ground signal for the power control relay is disconnected.
The runway turnoff lights 3LC1 and 3LC2 go off.
Jun04/THTA

Level 3 B1 B2
33-40-7
Training Manual
A320 Family
Lights
Figure 8: Runway Turnoff Lights
Jun04/THTA

Level 3 B1 B2
33-40-8
Training Manual
A320 Family
Wing and Engine Scan Lights
Lights
Figure 10: Wing and Engine Scan Lights Schematic
Two lights are installed, one on each side of the forward fuselage. They illuminate
the engine air intakes and the wing leading edges. It is possible to examine these
areas in flight; for example, to determine the build up of ice.
The toggle switch 2LX controls the lights.
Figure 9: Wing and Engine Scan Lights
Figure 11: Light Assy
Jun04/THTA

Level 3 B1 B2
33-40-9
Training Manual
A320 Family
Lights
Navigation Light
Logo Lights
The dual navigation light system indicates the aircraft position and direction.
Two logo lights, 3LY in the left and 4LY in the right, are installed in the horizontal
stabilizers.
It has:
a red color light 9LA, incorporating two lamps, installed in the left-hand wingtip.
a green color light 10LA, incorporating two lamps, installed in the right-hand
wing-tip.
a white light 15LA, incorporating two lamps installed on the tail cone at the extreme aft of the aircraft.
A three position switch, 3LA on the panel 25VU, controls the lights.
The SERVICE BUS 2, 216XP supplies the navigation light systems 1 and 2 with
115V AC 400Hz. The power is supplied to each system through the related circuit
breakers 1LA and 2LA. These circuit breakers are installed on the panel 122VU in
the cockpit. Relays 6LA and 7LA connect the supply to the step-down transformers of the related navigation lights. These relays are installed on the panel 103VU.
The logo lights are installed to give illumination of the airlines emblem (logo),
which is marked on each side of the vertical fin. They come on in conjunction with
the navigation lights.
They light up the airlines logo on the fin when:
the aircraft is in the landing phase of the flight,
the aircraft is taxiing,
the aircraft is in the take off phase of the flight.
A three position switch, 3LA on the panel 25VU, controls the logo lights together
with the navigation lights.
Detailed Description
With the switch NAV & LOGO (3LA) set to 1 or 2, 115 V AC is supplied to the relays 6LA and 7LA. When the flaps are lowered to 15 degrees or more, or the landing-gear struts are compressed, a ground signal is received. This energizes the
coil of the relay 5LY. Power is then supplied to the step-down transformer of the
light assemblies. From these transformers a decreased voltage of 28 V DC is supplied to the logo lights 3LY (4LY) which causes the logo lights to go on.
When the landing-gear is retracted, and the flaps are retracted to less than 15 degrees, the ground signal is removed. In this condition, the logo lights go out. Also,
with the switch 3LA set to OFF, the relays 6LA and 7LA are de-energized which
causes the logo lights to go out.
Jun04/THTA

Level 3 B1 B2
33-40-10
Training Manual
A320 Family
Figure 12: Logo Light Assy
Jun04/THTA
Lights
Figure 13: Navigation and Logo Light

Level 3 B1 B2
33-40-11
Training Manual
A320 Family
Lights
Figure 14: Navigation Light Assys
Jun04/THTA

Level 3 B1 B2
33-40-12
Training Manual
A320 Family
Landing Lights
Lights
Figure 16: Landing Light Schematic
The landing light system provides lighting to illuminate the runway when the aircraft lands at night.
Two landing lights 7LB and 8LB are installed one on the underside of each wing.
Each light has a separate control switch 5LB and 6LB.
They can be extended at all aircraft speeds.
System Description
The left-hand (LH) landing light 7LB and the right-hand (RH) landing light 8LB are
installed in the underside of the LH and RH wings. Each landing light has its own
extension/retraction and illumination circuits. The lights may be operated independently. Two toggle switches, LAND L 5LB and LAND R 6LB, control the landing light system. These switches are installed on the over-head panel 25VU in the
cockpit. When the landing lights are extended, an indication 'LAND LT' is displayed on the cathode ray tube (CRT) as a memo message. The CRT is a part of
the electronic centralized aircraft monitoring system (ECAM) (Ref. 31-52-00).
Figure 15: Landing Lights
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Level 3 B1 B2
33-40-13
Training Manual
A320 Family
Lights
Figure 17: Retractable Landing Lights
RETRACTED
Jun04/THTA
EXTENDED

Level 3 B1 B2
33-40-14
Training Manual
A320 Family
Anticollision / Beacon Lights
Lights
Figure 19: Anticollision and Strobe Light Assy
The aircraft recognition lighting system consists of two independent systems

which are designed to operate alternately in synchronization:
the anti-collision light system;
the stobe light system.
The aircraft recognition lighting system is designed as a visual aid to other aircraft,
so reducing the possibility of a collosion.
Two anticollision/beacon lights are installed, 7LV on the top and 6LV on the bottom of the aircraft fuselage. The anticollision/beacon lights are high intensity red
discharge lamps. Each lamp is supplied from an individual power unit. The anticollision/beacon lights flash at approx. 60 flashes per minute, when the BEACON
switch 2LV is in the ON position. Three strobe lights are installed, two at each wing
tip on the leading edges 16LV and 17LV and one on the tail cone 19LV. The strobe
lights are high intensity white lights synchronized to operate alternately with the
anticollision/beacon light. The forward facing strobe lights flash at approx. 120
flashes per minute and the rearward facing strobe light flashes at approx. 60 flashes per minute. This occures when the STROBE switch 11LV is either in the ON or
AUTO position.
If a malfunction should occur at the high-intensity strobe lights (white) or their power supply units, this does not have a affect the function of the fuselage anti-collision light (red).
Figure 18: Power Unit
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Level 3 B1 B2
33-40-15
Training Manual
A320 Family
Figure 20: Anticollision and Beacon Light Schematic
Lights
Figure 21: Anticollision and Beacon Light Location

UPPER BEACON LIGHT INSTALLATION (FROM CABIN)
LOWER BEACON LIGHT
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Level 3 B1 B2
33-40-16
Training Manual
A320 Family
Jun04/THTA

Lights
Level 3 B1 B2
33-40-17
Training Manual
A320 Family
Jun04/THTA

Lights
Level 3 B1 B2
33-40-18
Training Manual
A320 Family
Lights
Jun04/THTA

Level 3 B1 B2
33-50-1
Training Manual
A320 Family
Lights
Emergency Lighting System

The emergency lighting includes:
Seat mounted emergency escape path marking.
Cabin emergency lights.
EXITS signs.
Lavatory auxiliary lights.
Overwing escape route lighting (A319/320 only).
Escape slide lighting.
In order to give sufficient illumination of the aisle, exits and emergency exits, lights
are installed on the left aisle seats and close to the passenger doors and emergency exits.
The EXIT signs come on if cabin altitude gets to high or if NO SMOKING signs
come on.
The floor proximity emergency escape path marking,overhead emergency lighting
and EXIT signs illuminate, if the EMER EXIT LT switch is in ON position or if the
EMER LIGHT P/B on the purser panel is pressed.
Jun04/THTA

Level 3 B1 B2
33-50-2
Training Manual
A320 Family
Lights
With EMER EXIT LT switch at ARM:

The floor proximity emergency escape path marking system and overhead
lighting automatically illuminate in case of:
Normal aircraft electrical power failure,
or DC SHED ESS BUS failure,
or AC BUS 1 failure.
The exit signs automatically illuminate in case of:
Normal aircraft electrical power failure,
or DC SHED ESS BUS failure,
or Excessive cabin altitude,
or NO SMOKING signs illuminated.
When illuminated, the floor proximity emergency escape path marking system,
the overhead emergency lights and the EXIT signs are normally supplied by
the DC SHED ESS BUS.
If the DC SHED ESS BUS fails, all the lights are supplied by internal batteries.
The batteries are normally charged by the DC SHED ESS BUS if the EMER LT
switch is not in ON position and the EMER P/B on the purser panel is not
pressed and AC BUS 1 is supplied and the NO SMOKING SEL is OFF, or at
AUTO with the landing gear retracted.
Lavatory auxiliary lights are always illuminated. They are supplied by the 28V DC
ESS BUS.
The escape slides are equipped with an integral lighting system. The escape
slides lights (A319/320 only: and overwing route lights) automatically illuminate
when the slide is armed and the door is open. They have the same supply as the
cabin emergency lights.
Jun04/THTA

Level 3 B1 B2
33-50-3
Training Manual
A320 Family
Lights
Figure 1: Control Panel Cockpit
A
EMER EXIT LT-OFF Light
Comes on amber when the EMER EXIT LT switch is selected
OFF.
EMER EXIT LT Switch
ON
- Emergency lights, exit and floor path

marking illuminate.
OFF
- Above lights are off.
ARM
- The floor proximity emergency escape

path marking system and overhead
emergency
lighting
automatically
illuminate in case of:
Normal aircraft electrical power failure, or
DC SHED ESS BUS failure, or
AC BUS 1 failure.
- The exit signs automatically illuminate in
case of:
Normal aircraft electrical power failure, or
DC SHED ESS BUS failure, or
Excessive cabin altitude, or
NO SMOKING signs illumination.
PURSER PANEL
NOTE: The emergency lighting can be activated independently of the position of the switch from the purser
panel.
LIGHT
EMER
LIGHT EMER Switch

Pressed
Jun04/THTA

- Emergency lights, exit and floor path

marking illuminate.
Level 3 B1 B2
33-50-4
Training Manual
A320 Family
Lights
Figure 2: Emergency Light Switching

PURSER
PANEL
LIGHT
EMER
OVER
HEAD
EMER
LIGHTS
FLOOR
PROX
MARKING
SYSTEM
EXIT
SIGNS
ELEC
SUPPLY
ON
ON
ON
DC SHED
ESS
OR
INT. BAT.
ON
ON
ON
INT. BAT.
ON
ON
OFF
DC
SHED ESS
ON
ON
OFF
DC
SHED ESS
OFF
OFF
ON
DC
SHED ESS
DC SHED
ESS
EMER EXIT LT
OFF
ON
DC SHED
ESS BUS
ARM
NORMAL AC
ELEC PWR
OFF
OFF
ON
OFF
ON
ON
ARM
ON
(EMER GEN
ON LINE)
OFF
AC BUS
1
28V
OFF
INTERNAL
BATS
6V
ON
CHARGE
OFF
ON
OR
AC BUS 1 OFF
DC SHED
ESS BUS
EXCESS
CAB ALT
DC SCHED ESS BUS OFF
EMER EXIT LT ON
EMER PB ON PURSER
PANEL PRESSED
NO SMOKING SW
ON
AUTO
NO SMOKING SIGN ILLUM

ACCORDING CIDS LOGIC
NO SMOKING ON
NO SMOKING AUTO AND L/G DOWN
Oct03/THTA

33 -50 -4
Training Manual
A320 Family
Lights
Oct03/THTA

33 -50 -5
Training Manual
A320 Family
Lights
Jun04/THTA

Level 3 B1 B2
33-50-5
Training Manual
A320 Family
Lights
Figure 3: Component Location Continued
Jun04/THTA

Level 3 B1 B2
33-50-6
Training Manual
A320 Family
Lights
Figure 4: Component Location Continued
Jun04/THTA

Level 3 B1 B2
33-50-7
Training Manual
A320 Family
General Description
Lights
Power Supply
The cabin emergency-lighting system is supplied with power, when the AC normal
busbar and the DC essential busbar are energized and the circuit breakers are
closed.
The cabin emergency-lighting system supplies power for:
the illumination of the cabin and the exit areas in the event of a failure of the
main lighting system,
the illumination of an exit location and an exit marking sign at each of the passenger/crew doors and at each of the emergency exit hatches,
the illumination of the marking system of the emergency escape path,
the illumination of the lavatories independent of the main lighting system of the
lavatories.
the illumination of the escape route over the wings,
the illumination of the door escape-slides and the emergency-exit escapeslides,
the illumination of the emergency-escape hatch-handles.
The emergency lighting system is supplied with 115 V AC from the normal busbar
103XP-B and with 28 V DC from the essential busbar 801PP. The circuit breakers
1WL and 2WL are installed on the circuit breaker panel 49VU. The circuit breaker
3WL is installed on circuit breaker panel 122VU. When the DC essential aircraft
power supply is not available, the integrated batteries of the EPSUs supply the
cabin emergency lighting system. They can supply the system for a least 10 minutes.
You can control the cabin emergency-lighting system with the control switch
EMER EXIT LT, installed in the cockpit. The pushbutton EMER ON, installed on
the FAP, is connected in parallel to the control switch EMER EXIT LT. The control
switch EMER EXIT LT 4 WL has these three positions:
OFF
ARM
ON
Each of the set positions cause the cabin emergency-lighting system to operate in
a different way.
1. OFF Position
The cabin emergency lighting system is disarmed.
2. ARM Position
The cabin emergency lighting system is set to the Automatic Mode. All cabin
emergency lights are off as long as no failure in the aircraft power supply system occurs.
3. ON Position
The cabin emergency lighting system is activated; all cabin emergency lights
are on. The lights are supplied by the DC essential busbar or, in case of a DC
essential busbar failure, by the EPSU batteries.
Jun04/THTA

Level 3 B1 B2
33-50-8
Training Manual
A320 Family
Lights
Figure 5: General Schematic
Jun04/THTA

Level 3 B1 B2
33-50-9
Training Manual
A320 Family
Lights
Figure 6: General Schematic Continued
Jun04/THTA

Level 3 B1 B2
33-50-10
Training Manual
A320 Family
Lights
EPSU BITE Functions
Emergency Power-Supply Unit
Each EPSU has two different integrated BITE functions:

A system test
A battery capacity test
The emergency power-supply units supply different lights. These lights are exit
signs, cabin emergency lights, overwing emergency lights, escape slide lights,
floor proximity lights and emergency-escape hatch-handle lights.
1. The emergency power-supply unit consists of:
a) Electronic logic and switching circuits.
b) A 28VDC/6VDC converter which supplies the loads whenever the essential
busbar is energized and the emergency lighting system is activated.
c) A 6VDC battery supplies the loads whenever the system is not selected
OFF and the power supply from the essential busbar is not available. The
essential busbar charges the battery through the 28VDC/6VDC unit converter. Whenever the ambient temperature falls below +20 DEG. C (68
DEG. F), the 28VDC essential busbar provides electrical heating for the
battery. The battery is changed without removal of the emergency powersupply unit.
d) A test circuit tests the condition of the unit battery, the unit logic and the related loads. The battery test procedure starts after coding selection when
the TEST EMER LIGHT BAT membrane switch on the programming and
test panel 110RH (CIDS) is pushed. If all batteries are serviceable, the BAT
OK annunciator light adjacent to the membrane switch comes on. The system test procedure starts when the EMER LIGHT SYS membrane switch
on the programming and test panel 110RH is pushed. The test circuit carries out an interrogation of the units and monitors the output current.
If all units are serviceable the SYS OK annunciator light adjacent to the membrane
switch comes on. This test loop completes only when unit output currents are within the expected value. An individual test on each emergency power-supply unit
must be carried out when either the BAT OK or SYS OK annunciator light does not
come on. The individual test starts when the pushbutton on the unit is pushed. A
defective unit will cause a red LED on the unit to come on. A green light in the LED
indicates a serviceable emergency power-supply unit.
The EPSUs have an interface to the CIDS to read the BITE results of a system
test and a battery capacity test on the CFDS/MCDU.
System Test
The system test monitors the subsequent functions:
The aircraft AC power supply
The aircraft DC power supply
A short circuit on each output
An overvoltage on each output
The output voltage of the battery pack
The battery heating device
The proper function of the EPSU logic and switching circuits
If the connected loads are in the pre-determined values
The system test has a limit of 20 seconds to prevent discharge of the battery pack.
Battery Capacity Test

The battery capacity test monitors:
If the capacity of each EPSU battery is sufficient enough to supply its emergency lights for at least 10 minutes
If the loss of the capacity of each battery, between two consecutive battery capacity tests, is smaller than 0.40 Ah
It can take up to three hours to complete the battery capacity test.
There are three pairs of red and green LED. One pair provides indication of defects in the external loads. One pair provides indication of defects in the internal
loads. One pair provides indication of defects in the battery. Each output is separately fused. The fuses are installed on top of the emergency power-supply unit.
Jun04/THTA

Level 3 B1 B2
33-50-11
Training Manual
A320 Family
Lights
Figure 7: EPSU
Jun04/THTA

Level 3 B1 B2
33-50-12
Training Manual
A320 Family
Lights
Exit Lights
FPEEPMS
1. The exit signs consist of a plastic case housing, a lens and a number of 6VDC
lamps connected in parallel. There are different types:
a) The ceiling-mounted exit location signs 50WL and 52WL, single-sided, one
for the forward and one for the aft passenger/crew doors.
b) The ceiling-mounted exit location signs 51WL and 53WL, single-sided, for
the emergency exits.
c) The exit marking signs 40WL thru 45WL, single-sided, one for each passenger/crew door and one for each emergency exit.
2. The escape hatch-handle lights 70WL1 and 70WL2 consist of a plastic case
housing, a lens and two 6VDC lamps connected in parallel.
One escape hatch-handle light is installed in each emergency exit.
The FPEEPS is installed on the floor or on the seats (as applicable) at the aisle
and the emergency-exit area. The system provides floor-level illumination of the
passenger aisles and escape routes in the event that smoke obscures normal
emergency lighting.
Integrated Escape Slide Lights

The escape slide lights are integrated in the escape slides. They come on when
the escape slides are deployed.
Cabin Emergency Lights

The ceiling emergency lights are installed to give sufficient illumination in an emergency condition. The lights are installed in the ceiling panels of the aisles, crossaisles and exit areas.
The exit marking signs are installed to show the position of the exits. The lights are
installed near each passenger/crew door and emergency exit.
The exit location signs are installed to show the position of the exit areas. The
lights are installed in the aisles.
External Lights
1. The overwing emergency lights 60WL thru 63WL consist of a housing, a lens
and one 6VDC lamp.
2. The escape slide lights, integrated in the escape slides, consist of a number of
6VDC lamps.
Floor Proximity Lights

1. The seat/wall-mounted emergency-lights and the seat/wall-mounted emergency-exit location-lights consist of a plastic case housing and a lens, containing
one or two 6VDC lamp(s).
2. The wall-mounted exit-marking signs 90WL1 thru 90WL6, single sided, one for
each passenger/crew door and one for each emergency exit, contain two
6VDC lamps.
Jun04/THTA

Level 3 B1 B2
33-50-13
Training Manual
A320 Family
Lights
Tests on PTP
Figure 8: System Test
Jun04/THTA

Level 3 B1 B2
33-50-14
Training Manual
A320 Family
Lights
Figure 9: System Test Continued
Jun04/THTA

Level 3 B1 B2
33-50-15
Training Manual
A320 Family
Lights
Figure 10: Emergency Light Test
Jun04/THTA

Level 3 B1 B2
33-50-16
Training Manual
A320 Family
Lights
Figure 11: Emergency Light Power Supply
Jun04/THTA

Level 3 B1 B2
33-50-17
Training Manual
A320 Family
Jun04/THTA

Lights
Level 3 B1 B2
33-50-18
Training Manual
A320 Family
Study Questions
33-Study Questions
4. What happens with the cabin illumination in case of a DEU A failure?
1. In electrical emergency configuration, which cockpit lights remain on?
2. What kind of protections are installed in the annunciator light circuits?

5. What is the purpose of the WING and ENG SCAN lights?
6. When are the runway turn off lights powered?
3. Which lighting includes fluorescent lamps and integral ballast units?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
7. What switch position has to be selected to light the landing light?

8. What is the meaning of the different LEDs mounted at the EPSU?
9. What conditions are necessary to operate the Emer Light System with the
Emer Light Switch in ARM position?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Navigation
34-00 General
34 Navigation
34-00 General
Landing AIDS
The Instrument Landing System (ILS), is used to obtain the optimum aircraft position during an approach and landing phase.
System Presentation
The aircraft navigation systems provide the crew with the data required for flight
within the most appropriate safety requirements.
These data are divided into four groups
AIR DATA INERTIAL REFERENCE SYSTEM (ADIRS), 34-10,
LANDING AIDS, 34-30,
INDEPENDENT POSITION DETERMINING, 34-40,
DEPENDENT POSITION DETERMINING, 34-50
The Marker system is used to indicate the distance to the runway threshold during
an ILS descent.
The aircraft is equipped with:
2 ILS
1 MARKER system
Frequency Control is achieved either automatically by the Flight Management and
Guidance Computers (FMGCs) or manually through the Radio Management Panels (RMPs).
ADIRS
The ADIRS is an Integrated Air Data System and an Inertial Reference System.
One part called Air Data Reference mainly computes speed and altitude information from air parameters. The other part called inertial Reference mainly computes
heading and position from gyros and accelerometers.
The ADIRS is composed of three Air Data/Inertial Reference Units (ADIRUs).
Besides the ADIRUs, there are still standby instruments.
Altimeter and Airspeed indicators directly supplied by pressure lines,
Standby Compass,
Standby Horizon.
Jun04/THTA

Level 3 B1 B2
34-00-1
Training Manual
A320 Family
Independent Position Determining
Three systems known as Independent systems provide Information regarding the
safety of the aircraft without taking reference from any ground station. The Radio
Altimeter system gives the aircraft height above the ground, Independently of the
atmospheric pressure. The Weather Radar system detects the position and Intensity of precipitations which are shown on the Navigation Displays. The Ground
Proximity Warning System warns the flight crew about the aircraft behaviour in
dangerous configuration when approaching the ground.
This part of the Navigation system includes:
2 Radio Altimeter (RA) systems.
1 Weather Radar (WR) system. Weather data are displayed on the NDs.
1 Ground Proximity Warning System (GPWS).
Navigation
34-00 General
There is another system in this category, not dependent on a ground station, but
on man-made objects, orbiting the earth at an altitude of approximate 10900 nautical miles.
These objects, called satellites, are under control of ground stations and transmit
time and position signals, which are received by a GPSSU (Global Positioning
System Sensor Unit, installed on the aircraft), calculating the ranges between satellites and aircraft and finally the position (latitude, longitude and altitude) of the
aircraft.
2 GPSs (Global Positioning Systems) are installed.
Dependent Position Determining

Four systems known as dependent systems, provide various means of navigation
through data exchange with ground installation.
The Distance Measuring Equipment (DME) system gives the aircraft slant distance to a ground station.
The Air Traffic Control system (ATC) enables a ground operator to identify and
track the aircraft without having to communicate with the flight crew.
The Automatic Direction Finder (ADF) system is a radio compass system providing the azimuth of a Non Directional Beacon (NDB) with the respect to the aircraft
center line.
The VHF Omni Range (VOR) system gives the bearing of a ground VOR Station
with respect to the magnetic North and the aircraft angular deviation related to a
preselected course.
This part of the navigation includes:
2 DME systems
2 ATC systems
2 ADF systems (ADF 1 only installed)
2 VOR systems
Note 1: The VOR or DME frequency control is achieved either automatically by the
FMGCs or manually though the AMPs.
Note 2: Although the Marker Beacon System belongs to Landing Aids System, it
is physically integrated into the VOR receiver.
Jun04/THTA

Level 3 B1 B2
34-00-2
Training Manual
A320 Family
Navigation
34-00 General
Figure 1: System Presentation
ADIRU 1
MMR
MULTI
MODE
RECEIFER
GPS
ILS
ADIRU 2
ADIRU 3
STANDBY
INSTRUMENTS
2
RA
A320
NAVIGATION
SYSTEMS
WR
GPWS
TCAS
DME
2
1
ATC
ADF
VOR
MARKER
Jun04/THTA

Level 3 B1 B2
34-00-3
Training Manual
A320 Family
MCDU
Navigation
34-00 General
Figure 2: Multipurpose Control Display Unit (MCDU)
The Multipurpose Control and Display Unit (MCDU) allows the crew:
To display the Radio Navigation frequencies (automatically or manually tuned)
on a specific page called RAD/NAV.
To align the Inertial Reference systems from a specific page called INIT via the
FMGC.
To initiate tests for all navigation systems and for trouble-shooting via the
CFDIU.
BRT
F
A
I
L
F
M
G
C
DIR
PROG
PERF
INIT
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PLN

MCDU
MENU
AIR
PORT
NEXT
PAGE
M
C
D
U
OVFY
CLR
Jun04/THTA
DATA
M
E
N
U
Level 3 B1 B2
34-00-4
Training Manual
A320 Family
ADIRS CDU
Navigation
34-00 General
Figure 3: ADIRS Control Display Unit (ADIRS CDU)
The ADIRS Control and Display Unit allows the following functions:
To switch on the ADR and IR by setting a single control to NAV.
When set to ATT, the systems are still energized but the IR is in downgraded operation mode.
To disconnect the ADR output bus by a specific pushbutton.
To check the ADIRU operation
To align the IR instead of using the MCDU.
ADIRS
DISPLAY
SYS
DATA
PPOS WIND
TK/GS
HDG
TEST
STS
OFF
OFF

W
4
H
5
E
6
S
8
IR3
CLR
IR2
FAULT
FAULT
FAULT
ALIGN
ALIGN
ALIGN
NAV
ATT
OFF
NAV
ADR 3
ADR 1
Jun04/THTA
N
2
ENT
ON BAT
IR1
ATT
OFF
NAV
ATT
ADR 2
FAULT
FAULT
FAULT
OFF
OFF
OFF
Level 3 B1 B2
34-00-5
Training Manual
A320 Family
Navigation
34-00 General
RMP
ACP
The main function of the Radio Management Panels (RMP) is to control all communication frequencies. However they are also used for standby selection of radio
/NAV frequencies.
The Audio Control Panels (ACP) enable to control the reception of all audio signals identifying the various beacons and stations.
The standby operation is used in case of dual FMGC failure, provided the ON NAV
pushbutton switch has been pressed in.
Figure 4: Radio Management Panel (RMP)
ACTIVE
VHF2
VHF3
HF1
SEL
HF2
AM
STBY NAV
VOR
Figure 5: Audio Control Panel (ACP)
STBY / CRS
VHF1
NAV
DME identification signals can be selected by using the knob of the colocated
VOR or ILS.
ILS
MLS
ON
ADF
BFO
OFF
Jun04/THTA

Level 3 B1 B2
34-00-6
Training Manual
A320 Family
Navigation
34-00 General
ROSE/ILS Mode
ROSE/VOR Mode
The ROSE/ILS display is nearly that of a standard Horizontal Situation Indicator

with localizer and glide slope deviation indications.
The ROSE VOR display is nearly that of a Standard Horizontal Situation Indicator
showing the VOR course and deviation.
Figure 6: ND-ROSE/ILS Mode
Figure 7: ND-ROSE/VOR Mode
ROSE
VOR
CSTR
WPT
NAV
ROSE
VOR
ARC
NAV
ARC
ILS
ILS
ILS APP
24
GS 165 TAS 150

095/20
ILS2 109.30
CRS 327o
TBN
VOR1
TOU
37 NM
CHECK ILS1

VOR1 117.70
CRS 010o
TOU
33
15
30
21
GS 165 TAS 150

095/20
Jun04/THTA
WPT
12
CSTR
CHECK VOR1
Level 3 B1 B2
34-00-7
Training Manual
A320 Family
Navigation
34-00 General
ROSE/NAV Mode
ARC Mode
The ROSE NAV mode displays a dynamic pattern which provides the aircraft position with respect to the flight plan.
The arc mode displays map information in a 90 degrees heading sector ahead of
the aircraft symbol located at the bottom of the display.
Figure 8: ND-ROSE/NAV Mode
Figure 9: ND-ARC Mode
CSTR
ROSE
VOR
CSTR
WPT
NAV
ROSE
VOR
ARC
WPT
NAV
ARC
ILS
ILS
LMG/004 o
93 NM
18:35
GS 394 TAS 388

249/16
OL
CDN
ANG
AMB
AYD
LMG
CGC
BOX
.2R
VOR1
CGC M
103 NM
Jun04/THTA

Level 3 B1 B2
AGN
TILT
-3.0
CAL
VOR2
114.5
92NM
34-00-8
Training Manual
A320 Family
Navigation
34-00 General
PLAN Mode
The PLAN mode displays a static map oriented with respect to true North and centered on a point chosen by the pilot.
Figure 10: ND-PLAN Mode
CSTR
ROSE
VOR
WPT
NAV
ARC
ILS
PLAN
.7L
Jun04/THTA

Level 3 B1 B2
34-00-9
Training Manual
A320 Family
PFD-General Presentation
Navigation
34-00 General
Figure 11: PFD-General Presentation
A grey background is displayed on speed, heading and altitude PFD windows.

In case of avionics VENTILATION BLOWER and EXTRACT FAULT, the grey
background is supressed in order to limit PFD tubes consumption and to prevent
them from overheating.
Attitude
The aircraft attitude is shown on the central part of the display by a cutsphere
shaped window which features a Conventional Attitude Display indicator.
Speed
The airspeed scale on the left hand side contains all the data of a conventional
airspeed indicator plus significant limit protections and target speed.
FLIGHT MODE ANNUNCIATOR

ATTITUDE
S
P
E
E
D
GUIDANCE
TRAJECTORY
DEVIATION
HEADING
A
L
T
I
T
U
D
E
V
/
S
Altitude
The altitude scale on the right side displays the aircraft actual altitude according
to the selected baro setting reference.
Vertical Speed
A green pointer and a numerical value display the aircraft vertical speed at the extreme right of the primary flight display.
Heading
Actual and selected heading or track information is shown at the bottom of the display.
Guidance
Flight Director bars or Flight Path Director symbol display guidance orders on the
attitude sphere.
Trajectory Deviation
Lateral and Vertical scales provide trajectory deviation information during an ILS
or R NAV approach.

Annunciations and messages regarding Flight Management and Guidance System operation are displayed at the top of the PFD which is divided into 5 columns
and 3 lines.
Jun04/THTA

Level 3 B1 B2
34-00-10
Training Manual
A320 Family
Standby Compass
Navigation
34-00 General
Figure 12: Standby Compass
The standby compass is located on top windshield center post.

It is stowed in normal configuration.
1. A non-magnetic lamp assembly provides illumination of the compass card.
It is controlled by a STBY COMPASS switch located on the INT LT panel of the
overhead panel.
2. The graduated compass card is attached to a magnetic element, free to rotate
inside the compass bowl, immersed in the damping liquid.
3. A lubber line indicates the magnetic heading.
4. Two holes marked NS and EW, allow compensation by positioning two small
magnetic bars called compensators.
12
2
3
4
NS
Jun04/THTA

EW
Level 3 B1 B2
34-00-11
Training Manual
A320 Family
Standby Horizon
Navigation
34-00 General
Figure 13: Standby Horizon
The Standby horizon is located on the center instrument panel.

1. The roll information is given by a pointer which moves in front of a graduated
roll scale.
2. The roll scale is graduated in 10 degree increments between - 30 and + 30 degrees and 15 degree increments up to 60 degrees.
3. The flag comes into view if a failure is detected in the electrical power supply
or if the gyro rotor speed drops below 18000 RPM.
4. The pitch drum is divided in two zones separated by the reference horizon. The
pitch indications are displayed between - 80 and + 80 degrees.
5. The aircraft symbol is fixed.
6. Fast resetting can be performed by pulling the caging knob.
1
3
2
4
5
6
Jun04/THTA

Level 3 B1 B2
34-00-12
Training Manual
A320 Family
Standby Altimeter
Navigation
34-00 General
Figure 14: Standby Altimeter
The Standby Altimeter is located on the center instrument panel.

1. Four manually adjustable bugs are provided for reference altitude setting.
2. A display counter made up of two drums displays the tens of thousands, and
the thousands of feet.
When the altitude is below 10000 feet, the left drum displays black and white
stripes. in case of negative altitude the left drum displays orange and white
stripe zone.
3. The pointer indicates the hundreds of feet with 20 feet increments.
To prevent pointer frarri jerking, an internal vibrator is installed. it is only supplied in flight.
4. The altitude dial is calibrated from 0 to 1000 feet with 20 feet graduations.
5. The baro correction is displayed on a counter graduated in hecto Pascals.
6. The knob enables adjustment of the baro setting in the range of 750 to 1050
hecto Pascals.
0
9
1
1 2 000
2
3
METER
m bar
10 13
0
9
1
1 2 000
2
3
ALT
m bar
10 13
5
6
Jun04/THTA

Level 3 B1 B2
34-00-13
Training Manual
A320 Family
Standby Airspeed
Navigation
34-00 General
Figure 15: Standby Airspeed
The Standby Airspeed Indicator is located on the center instrument panel.

1. Four manually adjustable bugs are provided for reference speed setting.
2. The pointer moves on a graduated dial.
3. The dial is made of two linear scales: one from 60kt to 250kt with 5kt increments, the other from 250 to 450kt with 10kt increments.
450 60 80
400
IAS 100
120
350
300
140
KT
250
Jun04/THTA

160
180
200
Level 3 B1 B2
34-00-14
Training Manual
A320 Family
ISIS Indicator
Navigation
34-00 General
Figure 16: ISIS Indicator
The Integrated Standby Instrument System (ISIS) indicator replaces the three
conventional standby instruments:
the standby altimeter
the standby horizon indicator
the standby airspeed indicator.
It is located on the center instrument panel. Detailed description Chapter 34-22)
Jun04/THTA

Level 3 B1 B2
34-00-15
Training Manual
A320 Family
VOR/DME RMI - Normal Operation
Navigation
34-00 General
Figure 17: VOR/DME RMI-Normal Operation
The DME I Distance is displayed in the left hand window. The DME 2 Distance is
displayed in the right hand window. A single pointer indicates the VOR 1 bearing.
A double pointer indicates the VOR 2 bearing.
Jun04/THTA

Level 3 B1 B2
34-00-16
Training Manual
A320 Family
VOR/DME RMI - Failure and Non Computed Data
When a failure is detected by the DME or RMI monitoring circuits, the corresponding DME display window is blanked.
In case of Non Computed Data (NCD), for example out-of-range station, the window shows white horizontal dashed lines.
Navigation
34-00 General
Heading Information normally comes from ADIRU 1. If it falls, the heading is provided by ADIRU 3 afterpliot switching.
In case of VOR 1 or 2 receiver failure, a red flag comes into view and the corresponding pointer is set to 3 oclock position.
In case of Non Computed Data - (NCD) no failure flag appears, but the corresponding pointer is set to 3 oclock position.
Figure 18: VOR/DME RMI-Failure and Non Computed Data
Jun04/THTA

Level 3 B1 B2
34-00-17
Training Manual
A320 Family
Radio Navigation Tuning
Navigation
34-00 General
Figure 19: Radio Navigation Tuning
Automatic Tuning
The Automatic Tuning permits the control of VOR / DME, ILS and ADF by the
Flight Management and Guidance System.
In this case the AMP is transparent to its associated FMGC.
In case of failure of FMGC 1 or 2, the remaining FMGC controls all receivers.
Manual Tuning
The manual tuning permits the pilot to select, through the Multipurpose Control
Display Unit a specific frequency for display on the EFIS.
To return to the autotuning mode, the manual tuning has to be cleared.
Back-Up Tuning
Radio Management Panels 1 and 2 located on the pedestal provide back-up for
Radio Navigation tuning We are in the case of both FMGCs inoperative or emergency electrical supply.
The ILS course and frequency are the only Radio Navigation data exchanged. The
selected values on RMP 1 and AMP 2 are identical for ILS 1 and ILS 2.
Jun04/THTA

Level 3 B1 B2
34-00-18
Training Manual
A320 Family
Navigation
34-00 General
RMP - Description and Utilization
Active Window
General
5. The ACTIVE window shows the frequency in use, which is also identified by
the green LED of the selected key.
1. The ON/OFF switch controls the power supply of the RMP.

Note, that NAV frequency selection can only be performed, when the guarded
NAV key LED is on. In this case, the FMGC is no longer used for NAV frequency selection.
Standby Navigation Keys

2. As long as the NAV key is the only STBY NAV key selected, the windows still
display communication frequencies.
Then pressing the VOR, ILS or ADF key, changes the displays to the last memorized values (frequency, course or runway heading).
At any time, communication frequencies are still selectable, simply by pressing
the corresponding key.
Beat Frequency Oscillator (BFO) is set on or off by pressing the key.
The Microwave Landing System (MLS) key is a provision.
RMP Utilization
We are going to study the actions to be performed for back up tuning of a VOR/
ILS frequency and course and an ADF frequency.
6. The first thing to do, is to open the guard on the NAV key.
When the NAV key is pressed in, the onside VOR, DME, ILS and ADF are controlled by the RMP and no longer by the FMGC.
The green LED comes on, indicating that you are in STANDBY tuning mode.
7. When a STBY NAV key is pressed (in this case: VOR), its green LED comes
on, and the previously memorized frequency is displayed in both windows
(first: 114.80 also in the STBY/CRS window).
8. The knob is turned to select a new VOR frequency (from 114.80, as in step 7,
to 117.70).
Rotating Knob
3. Two concentric knobs allow preselection of frequency for radio communication
and standby navigation systems and selection of the required course for VOR
and ILS:
the outer knob controls the most significant digits,
the inner knob controls the least significant digits.
The desired frequency or course is set in the STBY/CRS window. Frequency
becomes active by pressing the transfer key.
STBY/CRS Window
4. The STANDBY/COURSE window displays a standby frequency or a course.
Both can be changed by rotating the knob, but the standby frequency is only
activated by pressing the transfer key.
If a course is displayed, the associated frequency is displayed in the ACTIVE
window.
If a course is displayed on the STBY/CRS window, pressing the transfer key
will display the ACTIVE frequency in both windows.
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Figure 20: RMP-Description and Utilization
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RMP Description and Utilization
9. When the transfer key is pressed, the STANDBY frequency becomes ACTIVE
and the active course is displayed in the right-hand side window.
10.The knob is turned to select a new course (C-340).
Navigation
34-00 General
ED NAVAIDS page. Setting one RNP to STBY NAV disables the radio navigation
tuning capability from both FMGCs. All navaids data fields on the RADIO NAVand PROG page are blanked, which indicates, that all navaids have to be backup-tuned, by using both RMPs in STBV NAV.
To select another frequency, the transfer key must be pressed to get the active
frequency displayed in both windows.
The selection of frequency and course is the same for VOR and ILS.
11.ADF tuning is performed as for VOR or ILS, except that when the transfer key
is pressed, the standby and the active frequencies are interchanged.
RMP Interface
As mentioned on Page 17 (Radio Navigation Control), in Normal Configuration
mode (AUTOMATIC TUNING), the navigation systems are tuned from the onside
FMGC via the onside RMP. The FMGC FAIL DISCRT and MANAGEMENT BUS
are directly interconnected by means of RMP internal relays (RMP transparent to
FMGC), to control the A ports of the onside VOR, DME, ILS and ADF.
If the FMGC FAIL DSCRT changes the state from valid (ground) to invalid (open),
the navigation systems switch over (Reconfiguration) from port A to port B and are
then tuned directly from the offside FMGC. All navigation systems are now tuned
automatically by the operational FMGC and can also be manually tuned on both
MCDUs (MANUAL TUNING) via the FMGC.
When both FMGCs become invalid, ports B of all navigation systems are selected, but no information is available from the dead offside FMGC. In this case, it is
necessary to select the back-up radio navigation tuning mode (STBY NAV) by
pressing the NAV key (BACK-UP TUNING) on both RMPs. The RMP NAV
DSCRT and RMP NAV BUS are then no longer the interconnected FMGC FAIL
DSCRT and MANAGEMENT BUS, but supply the RMP generated discrete and
data.
The DIALOGUE BUSES (crosstalk), which coordinate the frequency/function data
of the communication part of both RMPs and the BITE functions for the CFDS (2313), exchange also the ILS frequency and course.
The selected ILS values are therefore identical for ILS 1 and ILS 2 at the selection
of the back-up mode (STBY NAV) on both RMPs.
The RMP NAV CONTROL DISC, fed from each RMP to both FMGCs ), is normally a ground (RMP ON or OFF), but gets an open circuit, if STBY NAV is selected.
This information is used, to place an R beside the navaids frequency/identifier on
the NDs and the message RMP in the center of the label lines on the SELECT-
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Figure 21: RMP-Description and Utilization
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Figure 22: Radio Navigation-Normal Configuration and Reconfiguration
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Figure 23: Radio Navigation-Reconfiguration
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Radio Navigation Manual Tuning via MCDU

There are three tuning modes for the navigation radios (navaids) with the following
priority order:
1. Manual tuning through the RMP
2. manual tuning through the MCDU (RADIO NAV- and PROGress page) and
3. automatic tuning by the FMGC software.
The format of the navaids information on the RADIO NAV- and PROG page
changes with the tuning mode:
cyan small fonts, if FMGC autotuned (AUTOMATIC TUNING),
cyan large fonts, if manually tuned through the MCDU (MANUAL TUNING),
blank data fields, if tuned through the RMP (STBY NAV/BACK-UP TUNING).
The navaids can be modified on the RADIO NAV- and PROC page by insertion
via the appropriate LSK (Line Select Key).
This manual tuning can be performed for VOR1(2) ident/frequency with LSK
6L(6R) on the PROG- or LSK 1L(2R) on the Radio NAV page. The other navaid
selections, VOR1(2) course on line 2L(2R), ILS1&2 ident/frequency on line 3L,
ILS1&2 course on line 4L and ADF1 ident on line 5L apply to the RADIO NAV
page. Clearing a line reverts to the autotuned navaid. If an ADF is tuned, ADF
BFO with an arrow appears on line 6. Pressing line 6 activates the BFO function
and the arrow is removed. Clearing line 6 deactivates the BFO and the arrow reappears.
In dual operation (both FMGCs valid and crosstalking), the onside information is
supplied by the onside FMGC, while the offside information is supplied by the offside FMGC, but both side information can be selected on either MCDU (Page 23).
In independent operation (both FMGCs valid but not synchronized), the offside
field of each MCDU is blank (e.g. line 6R on the PROG page of MCDU 1) and nothing can be entered in that field.
In single operation (one FMGC failed), the remaining FMGC supplies on- and offside information to both MCDUs.
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Figure 24: Radio Navigation-Manual Tuning through RADIO NAV-and PROG

Page
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Navigation Display - Features of Selected Navaids (ROSE/VOR

Mode)
Features of the ILS are similar on the ND-ROSE/ILS mode and on the lower left
corner of the PFD.
1.
2.
3.
4.
Selected Navaids Page
Selected VOR station and frequency.

Selected Course.
Station identification, decoded by the VOR receiver.
Tuning mode:
M = manually turned through the MCDU,
R = tuned through the RMP
nothing, if FMGC autotuned.
5. Shape of bearing pointer and associated system (VOR or ADF, as selected on
the EFlS control panel.
6. Station identification, if decoded by the receiver, or frequency by default and
tuning mode, similar 4.
7. Distance to VOR/DME station.
Figure 25: ND Rose VOR Mode
This page displays the navaids, currently used by the onside FMGC.
Line 1L displays the tuned navaid, used for display on the NDs and the VOR/
DME RMI. It is the same, as displayed on line 1 of the RADIO NAV- and on line
6 of the PROG page.
Line 2L and 3L display the navaids, used by the FMGC for radio position computing. Normally, the FMGC commands the DME to scan up to four stations.
In the example: FRZ for display, NIZ and TOP for position computing. If any
tuned, line 4Lwould display an ILS/DME, the same as displayed on line 3L of
the RADIO NAy page.
The tuning mode is given in the center of the label lines:
AUTO, if FMGC autotuned,
MAN, if manually tuned through the MCDU,
RMP, if tuned through the RMP. In this case, the manually selected display
stations only, a VOR/UME and an ILS, will be listed.
Navaid Page
This page displays additional information about the navaids shown on the SELECTED NAVAIDS page, or about any stored navaid, accessed by going to the
DATA INDEX page, pushing line 2L and typing in the navaid identifier in line 1L.
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Figure 26: Selected Navaids and Navaid Page
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Figure 27: Location of Antennas
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Figure 28: Navigation Equipment-Installation AFT & FWD Avionics

Compartment
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Figure 29: CFDS-NAV Report/Test Menu & Bite Display (ADIRS, typical)
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Presentation
MCDU / ADIRU
The Multipurpose Control and Display Units (MCDU) are normally used to align
the Inertial References, to initiate the ADIRU tests and to display ADIRU information.
ADIRS CDU / ADIRU
Navigation
(primary) input fails, the ADIRUs automatically select the offside (secondary)
GPSSU.
To reduce initialization time, the CPSSU uses position, time and altitude from the
IR portion of the ADIRU. The autonomous GPS data (position, track, ground
speed, etc ) are passed via the ADIRU and retransmitted on its IR output bus. With
this GPS data, the IR also computes a hybrid (combined) GPIRS position. Finally,
three sets of output labels are transmitted on the IR output bus: IRS-, GPS- and
GPIRS data.
The FMGC uses these-pure inertial-, pure GPS- and the hybrid GPIRS positions,
together with the radio position (out of the navaids VOR/ILS/DME), for the FMS
position computation.
The ADIRS Control Display Unit is used as back-up for inertial Reference alignment. It is also used for mode selection, information display and status indication.
Probes / ADIRU
The AIR DATA input parameters, such as total and Static Pressures, Angle Of Attack and Total Air Temperature are sent, from the related probes and sensors, to
the three ADIRUs.
FCU / ADIRU
The ADIRUs receive from the Flight Control Unit (FCU) the Baro correction set by
the crew.
ADIRU / DMC
The Display Management Computers (DMC) 1 and 2 receIve their data from their
related ADIRU and ADIRU 3.
The Display Management Computer 3 (DMC3) receives Information from all three
ADIRUs, to operate as a back-up In case of DMC 1 or 2 failure.
DMC / PFD & ND

ADIRU 1 and 2 display information via DMC 1 and 2, on the corresponding Primary Flight Display (PFD) and Navigation Display (ND).
ADIRU 3 operates as a back-up in case of ADIRU 1 or 2 failure.
GPSSU (MMR) / ADIRU

Each GPSSU (Global Positioning System Sensor Unit) / (MMR - Multi Mode Receiver) interfaces with all ADIRUs (see 34-58). Primary input for ADIRU 1 & 3 is
GPSSU 1 and GPSSU 2 is the normal onside system for ADIRU 2. If the onside
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The Air Data Inertial Reference System (ADIRS) is composed of three Air Data Inertial Reference Units (ADIRU), each having their own set of probes and sensors
and a common Control Display Unit (CDU).
The ADR portion of the ADIRU provides air data parameters and the IR portion the
basic attitude and heading of the aircraft.
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Navigation
Data from external sensors (AOA, ADM, TAT...) are used by the ADIRU.
The ADIRUs are interfaced with the ADIRS Control and Display Unit (ADIRS
CDU) for mode Control and status annunciation.
Figure 1: ADIRS Presentation

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Figure 2: ADIRU Block Diagram
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Figure 3: ADIRS Component Location
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Notes
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ADIRS Switching
All configurations are possible according to the position of the ATTITUDE HEADING and AIR DATA selectors.
Navigation
The lower part of sheet 2 of 2 shows all these users of the respective switching
function.
ADIRS switching is performed through the Display Management Computers

(DMCs).
Norm Position
When the ATT HDG and AIR DATA selectors are in the NORM position, the system is in normal configuration.
ADIRU1 (IR1 + ADR1) data are displayed on the CAPTAIN instruments (PFD1
and ND1).
ADIRU2 (IR2 + ADR2) data are displayed on the FIRST OFFICER instruments
(PFD2 and ND2).
CAPT3 Position
If only the ATT HDG selector is in the CAPT 3 position (IR1 failure):
the CAPTAIN instruments receive data from lR3 and ADR1
the FIRST OFFICER instruments still receive data from ADIRU2 (lR2 + ADR2).
If only the AIR DATA selector is in the CAPT 3 position (ADR1 failure):
the CAPTAIN instruments receive data from IR1 and ADR3
the FIRST OFFICER instruments still receive data from ADIRU2 (lR2 + ADR2).
F/O 3 Position
If only the ATT HDG selector is in the F/O position (lR2 failure):
the CAPTAIN instruments still receive data from ADIRU1 (IR1 + ADR1).
the FIRST OFFICER instruments receive data from IR3 and ADR2.
If only the AIR DATA selector Is In the F/C 3 position (ADR2 failure):
the CAPTAIN instruments still receive data from ADIRU1 (IR1 + ADR1).
the FIRST OFFICER Instruments receive data from IR2 and ADR3.
Switching Discretes
Not only the DMCs (as explained above), but also most of the other users of
ADIRS data receive discretes from the ATT HDG- and AIR DATA selectors for
normal/alternate input switching between ADIRU 1/3 and 2/3.
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Figure 4: ADIRS Switching
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Figure 5: Air Data Switching-Block Diagram
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Figure 6: ATT/HDG Switching-Block Diagram
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Air Data Probes and Sensors

Pitot Probes (9DA1/2/3)
The total pressure is sent from the Pitot Probes to the Air Data Modules which convert it into ARINC words used by the Air Data Inertial Reference Units.
Three pitot probes provide total pressure to three Air Data Modules (ADM) which
convert this pressure into digital format (ARINC 429).
ARINC words are then sent to the corresponding Air Data Inertial Reference Unit
(ADIRU). The standby pitot probe supplies the standby Airspeed Indicator (ASI)
and ADR3 through its related ADM.
Static Ports (7DA1/2/3 & 8DA1/2/3)

Each Air Data Module transforms the static pressure coming from the static ports
into ARINC words.
Six static ports provide static pressure to five ADMs which convert this pressure
Into digital format (ARINC 429).
The standby static ports provide an average pressure directly to the standby instruments, and to ADR3 through a single ADM.
AOA Sensors (3FP1/2/3)

Each ADIRU receives angle of attack information from its corresponding Angle Of
Attack (AOA) sensors.
The Angle Of Attack sensors are also called Alpha probes.
TAT Sensors (11FP1/2)

The three ADIRUs receive Total Air Temperature information from two Total Air
Temperature sensors.
Note that ADIRU3 receives the Total Air Temperature (TAT) from the TAT 1 sensor which is composed of two elements.
Water Drains
The probes are installed in such a way that their pressure lines do not require a
water drain, except for that of the standby static ports.
Probes- and Sensors Heating, see 30-31.
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Figure 7: Air Data Probes and Sensors
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Air Data Module (ADM) Inputs/Outputs
Output Bus
Each Air Data Module is provided with a pressure input connected to the pitot or
static probe by a pneumatic plumbing.
The Air Data Module transmits the following information through a low speed ARINC 429 bus.
The Installation of the ADM above the probe with the pneumatic connection pointing downwards, permits the ADM pneumatic plumbing to be self-draining (except
for standby static line).
1 output bus delivers to the ADIRU the following data:

Pressure (total or static left or static right or average static uncorrected)
Discrete word 1 (ADM vendor specification)
Discrete word 2 (BITE maintenance word)
Equipment identification.
Software identification.
Figure 8: Pressure Input
The 8 identical Air Data Modules (ADMs) are provided with:

1 pressure input,
5 discrete inputs,
1 output bus.
The ADM derives its input power from the ADIRU.
A maximum of 3 ADMs may be connected to a single ADIRU.
Figure 9: Input / Output
Discrete Inputs
Each discrete can be either open or grounded.
1-SD1
2-SDI (Source/Destination Identifier).
Program pin provided for identification of the installation position on the aircraft
and for transmission of the corresponding SDI code.
3-CONFIGURATION CODE 1
4-CONFIGURATION CODE 2
Program pin used to determine the type of pressure received by the ADM (total,
left static, right static or average static uncorrected).
5-PARITY
An odd number of discretes numbered from 1 to 5 inclusive must be grounded to
signify a valid installation.
Discrete 5 is left open or grounded to ensure that an odd number of pins are
grounded.
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Figure 10: Air Data Module (19FP1/2/3/4/5/6/7/8)
Navigation
Air Data Reference (ADR) Inputs/Outputs

Figure 11: ADR Inputs / Outputs
ADR Buses
Each Air Data Reference (ADR) is provided with:
8 input buses
3 analog inputs
23 discrete inputs
6 output buses
8 discrete outputs.
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Two buses coming from the two other ADRs are connected to the ADR via internal
buses.
Figure 12: ADR Buses

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CFDIU Bus
Analog Inputs
The ADR is connected to the Centralized Fault Display Interface Unit to allow system testing and trouble-shooting.
Each ADR receives ANALOG inputs which are Total Air Temperature and Angle
Of Attack.
The bus coming from the Centralized Fault Display Interlace Unit (CFDIU) transmits:
BITE command,
Flight phase,
Flight number,
Date,
Time (UTC),
Aircraft identification,
Aircraft configuration.
Each Angle Of Attack (AOA) sensor includes 2 resolvers. They are connected to
each APR but only one is used at a time. The other one is automatically used in
case of failure.
ADM Buses
Air Data Modules are connected to each ADR via ARINC buses. They transmit
pressure information as shown in the table below.
Note that the ADR input bus 3 is not used by ADIRU 3 as there are only two Air
Data Modules (ADM) connected to it.
Figure 13: ADM Buses
Baro-Correction Buses
The BAROCORRECTION BUSES transmit selected BARO references from the
Flight Control Unit.
Captain BARO setting processed by FCU1 is sent to ADR1 and ADR3 through
FCU output Bus 1, First officer BARO setting processed by FCU2 is sent to ADR2
through FCU output Bus 2.
Should a baro setting or an FCU side fail, the other one will take over using the
same output bus.
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Discrete Inputs
Each ADR receives DISCRETE SIGNALS listed below.
1 - SDI
2 - SDI
(Source Destination Identifier). Pin programming coming from Inertial Reference
(IR) and used to identify the ADIRU number 1, 2 or 3.
3 - PITOT PROBE HEATING
4 - RIGHT STATIC PROBE HEATING
5 - LEFT STATIC PROBE HEATING
6 - TAT SENSOR HEATING
7 - AOA SENSOR HEATING
Come from the corresponding Probe Heating Computer (PHC) to inform the ADR
whether the probes and sensors are de-iced or not.
8- AOA AVERAGE/UNIQUE: Pinprogramming: On A320, UNIQUE is selected, that means that only one AOA resolver is used at a time.
9-VMO/MMO 1: Comes from LANDING GEAR DOWN VMO/MMO SELECTION SWITCH, located in the avionics bay, to allow the ADR to select proper
VMO/MMO coefficient. Used in case of flight with the landing gear down and
locked.
10 - SSEC ALTERNATE A
11 - SSEC ALTERNATE B
19 FLAP position coming from the two Slat Flap Control Computer (SFCC) allows
the ADR to select the proper Static Source Error Correction (SSEC) coefficients.
12 - AOA ALTERNATE 1A
13 - AOA ALTERNATE 1B
14 - AOAALTERNATE 2A
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9 and 35 FLAP positions coming from the 2SFCCs are used to select the appropriate AOA correction coefficients.
16 - AIR FMR ID CODE
17 - AIR FRM ID CODE
Navigation
241
- corrected angle of attack
242
- total pressure
176
- left static pressure
177
- right static pressure

6 output buses transmit the following air data information:
245
- uncorrected averaged static pressure
Pin programming: 6 airframe identification code discretes are used to inform the
ADR on which type of aircraft it is installed. This identification allows the unique
processing of SSEC, VMO/MMO and AOA computations.
22 - BARO PORT A: Pin programming: Informs the ADR that only BARO-CORRECTION INPUT A must be taken into account.
23 - ADR OFF: Comes from the ADIRS CDU and used to disconnect the ADR
output buses.
246
- corrected averaged static pressure
234
- baro-correction 1 (hPa)
236
- baro-correction 2 (hPa)
235
- baro-correction 1 (inches of Hg)
237
- baro-correction 2 (inches of Hg)
270
- discrete word 1
Output Buses
271
- discrete word 2
The ADRs transmit the AIR DATA INFORMATION listed below via output buses.
350
- maintenance word 1
351
- maintenance word 2
356
- fault status
6 output buses deliver the following air data information:

203
- altitude
204
- baro.corrected altitude 1
220
- baro.corrected altitude 2
205
- mach
206
- computed airspeed
207
- maximum allowed airspeed
210
- true airspeed
211
- total air temperature
212
- attitude rat
213
- static air temperature
215
- impact pressure
221
- indicated angle of attack
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Figure 14: Users of Air Data Information
.Each user is connected to the ADR OUTPUT bus, the number of which is shown
in the table. For example, DMC1 is connected to bus 1 of ADR1 and to bus 3 of
ADR3.

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Inertial Reference (IR) Inputs/Outputs
Figure 15: Output Buses
Each Inertial Reference (IR), as a part of the Air Data Inertial Reference Unit
(ADIRU), is provided with:
6 internal sensor inputs,
7 input buses,
11discrete inputs,
3 output buses,
3 discrete outputs.
Figure 16: Inertial Reference (IR) Inputs/Outputs
1 INT means that IR is connected to ADR OUTPUT bus 1, via an internal bus. The
IRs use the following air data information: altitude, altitude rate and true airspeed
for wind speed, inertial altitude and inertial vertical speed computations.
DISCRETE OUTPUTS
Each ADR provides the DISCRETE OUTPUTS shown below.
1 - ADR OFF LIGHT - Sent to the ADIRS CDU to make the OFF light come on.
2 - ADR FAULT - Sent to the ADIRS CDU to make the FAULT light come on.
3 - OVERSPEED WARNING - UNSD
Sensors
4 - LOW SPEED WARNING 1 - 100 kts (24-24, RAT extension logic)
3 Laser gyros and 3 accelerometers, installed in the ADIRU, detect aircraft angular
rates and aircraft linear accelerations corresponding to the 3 aircraft axes.
5 - LOW SPEED WARNING 2 - 50 kts (24-28, static inverter)
Aircraft angular rates and linear acceleration signals are used for inertial computation in the IR processing.
6 - LOW SPEED WARNING 3 155 kts UNSD

7 - LOW SPEED WARNING 4 260 kts (32-31, hydraulic control)
LOW SPEED discretes determine a specific speed threshold used by systems
such as CFDS, AFS, GPCU...
8 - AOA SPECIAL TEST - Sent to AOA test relay and used to drive AOA sensor
self-test (Test commanded from the MCDU via the CFDS). AOA offset to +15.
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FMGC Buses
2 buses coming from the Flight Management and Guidance Computers 1 and 2
transmit the aircraft initial position used for the normal Inertial Reference align-

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ment. Input bus 1 is connected to Flight Management and Guidance Computer 1

(FMGC1), and input bus 2 is connected to FMGC 2.
For ADIRU 1 and 2, the selection of the ADR bus is automatic and depends on
bus validity.
Each IR uses, for normal alignment, the initial position data (latitude/longitude)
loaded through the Multipurpose Control and Display Unit (MCDU).
For GPSSU-IR interface, see Page 2 or 34-58.
For ADIRU 3, the selection of the ADR bus is either manual or automatic, and depends on the position of the ATT HDG or AIR DATA transfer selectors.
10 Combined GPS/IRS computation (GPSSUs installed/connected).
11 Three sets of output labels (IRS, GPS and GPS/IRS data) transmitted on IR
output buses.
ADIRS/CDU Bus
Output Buses
The BUS coming from the ADIRS Control and Display Unit transmits the aircraft
initial position used for the back-up inertial reference alignment.
The Inertial References transmit via 4 output buses inertial data as listed below. 4
output buses transmit the following inertial data:
GPSSU Buses
Each IR uses the initial position (latitude/longitude) for back-up alignment and the
magnetic heading loaded through the ADIRS Control and Display Unit for ATTITUDE mode.
310
- present position latitude
311
- present position longitude
Discrete Inputs
312
- ground speed
Each Inertial Reference receives the discrete signals listed below.

1 - SDI
2 - SDI
313
- true track angle
314
- true heading
315
- wind speed
316
- true wind direction
317
- magnetic track angle
320
- magnetic heading
321
- drift angle
322
- flight path angle
323
- flight path acceleration
324
- pitch angle
325
- roll angle
326
- body pitch rate
327
- body roll rate
330
- body yaw rate
331
- body longitudinal acceleration
332
- body lateral acceleration
(Source Destination Identifier). Pin programming used to identify the ADIRU

number 1, 2 or 3.
3 - MODE SELECTION 1
4 - MODE SELECTION 2
Come from ADIRS CDU and used to select the IR mode (OFF-NAV-ATT).
5- ADIRS CDU ON/OFF
From ADIRS CDU to inform the IR that IR data are being displayed on ADIRS
CDU.
6 - ADIRU ORIENTATION 1
7 - ADIRU ORIENTATION 2
Pin programming. Used for azimuth mounting corrections.
8 - ADR SELECTION 1
9 - ADR SELECTION 2
Pin programming used by the IR to select automatically or manually the Air Data
Reference (ADR) buses.
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Navigation
333
- body normal acceleration
334
- platform heading
335
- track angle rate
336
- pitch attitude rate
337
- roll attitude rate
360
- potential vertical speed
361
- inertial altitude
362
- along track horizontal acceleration
363
- cross track horizontal acceleration
Each user is connected to the IR OUTPUT bus, the number of which is shown on
the table. For example, DMC 1 is connected to bus 1 of IR 1, and to bus 3 of IR 3.
364
- vertical acceleration
The IR4 bus is only connected to the GPSSU, see 34-58.
365
- inertial vertical speed
366
- north/south velocity
367
- east/west velocity
041
- set latitude
042
- set longitude
043
- set magnetic heading
270
- IR discretes
277
- CDU test word
350
- action code & time to NAV
356
- fault status
377
- equipment identification
Three buses coming from the Air Data References are connected to the Inertial
Reference as shown in the table below.
125
- total time GPS UTC (BCD)
AOA BUSES transmit TAS, altitude and altitude rate parameters.
150
- GPS UTC (BNR)
ADR Buses
Some of the above inertial data words (e.g. POS, TK, GS, etc.) are also transmitted as hybrid GPIRS- and retransmitted as pure GPS labels.
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Navigation
Figure 19: ADR Buses
Note that IR uses only one ADR bus at a time, and selection is automatic for
ADIRU 1 and 2. The priority is as follows: INT, then A then B.
CFDIU Bus
The Inertial Reference is connected to the Centralized Fault Display Interface Unit
to allow system testing and trouble shooting.
The BUS coming from the Centralized Fault Display Interface Unit (CFDIU) transmits:
BITE command,
Flight phase,
Flight number,
Date,
Time (UTC),
Aircraft identification,
Aircraft configuration.
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Navigation
Discrete Outputs
Each IR provides the DISCRETE OUTPUTS shown below.
1 - ALIGN MODE
sent to the ADIRS CDU to make the ALIGN light come on and sent to SDAC 1 and
2 to make the ALIGN message appear on the MEMO page.
2 - ON BAT
Sent to the ADIRS CDU to make the ON BAT light come on, Also used to activate
warnings when ADIRUs are only supplied on ground by aircraft batteries (ADIRU
and AVNCS VENT light, located on the external power control panel and the horn
located on the nose L/G).
3 - FAULT
sent to ADIRS CDU to make the FAULT light come on, on the ADIRS CDU, and
sent to SDAC1 and 2 to inform the FWC of an IR class 2 failure.
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Navigation
Figure 20: ADIRU/CDU Discretes-Block Diagram
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Figure 21: ADIRS ON BAT-Control and Indicating
Navigation
ADIRU Interconnection
Philosophy
The Air Data Reference output buses are connected to the Inertial Reference Inputs called respectively A, B and INTERNAL and transmit information used to
compute inertial data.
In normal operation, each IR receives the three ADR buses. The bus choice is automatic by pin programming (AUTO-MANUAL). If IR1 or 2 has failed, lR3 will replace it. This is why the ADR bus choice of IR3 is changed through the pin
programming by manual ATT/HDG switching.
Each ADR receives air data computed by the two other ADRs to crosscheck ADR
sensor inputs.
The four parameters checked are static pressure, total pressure, Angle Of Attack
(AOA) and TAT.
Figure 22: ADIRU Interconnection
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Auto and Manual
Two discretes AUTO and MANUAL permit each Inertial Reference to select a valid
input bus as shown above.
In AUTO, the IR uses in priority the INT bus, then bus A if the INT bus falls and
then bus B if bus A fails.
The AUTO discrete is always grounded for IR1 and 2. The state of IR3 AUTO or
MANUAL discrete depends on the selector position.
Figure 23:
Navigation
In case of an ADR 1 failure, CAPT 3 position must be selected on the AIR DATA
selector.
Independently of the AIR DATA selector position, all three IRs remain in AUTO
mode and receive air data as follows
IR1 input bus A, connected to ADR3 output bus 3, is now active.
lR2 and 3 remain on their INT bus.
ADR2 Fault
(2)
In case of an ADR2 failure, F/O3 must be selected on the AIR DATA selector.
Independently of the AIR DATA selector position, all three lRs remain in AUTO
mode, and receive air data as follows:
IR2 input bus A, connected to ADR3 output bus 2, is now active.
IR1 and 3 remain on their INT bus.
IR1 Fault
Switching
(3)
The ATT HDG and AIR DATA selectors are used in case of an IR or an ADR failure
In case of an Inertial Reference 1 failure the ATT HDG selector must be set to
CAPT 3 position.
The ATT HDG selector is set to position:

NORM when IR1 and lR2 work normally,
CAPT3 when IR1 has failed,
F/03 when lR2 has failed.
IR 3 is now in MANUAL mode and its input bus A, connected to ADR1 output bus
3, is active.
The AIR DATA selector is set to position

NORM when ADR1 and ADR2 work normally,
CAPT3 when ADR1 has failed,
F/03 when ADR2 has failed.
NO Fault
(Page 25)
In normal operation, the ATT HDG and AIR DATA selectors are set to NORM position
AUTO is selected for each IR which receives ADR information via the INT bus.
ADR1 Fault
(1)
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Navigation
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A320 Family
IR2 Fault
Navigation
IR3 is in MANUAL mode and its input bus A, connected to ADR1 output bus 3, is
active.
(4)
In case of inertial Reference 2 failure, the ATT HDG selector must be set to FO/3
position.
The lR3 is also in MANUAL mode, the MANUAL discrete is grounded. lR3 input
Bus B, connected to ADR2 output bus 4, is now active.
ADR1 and IR1 Faults

(5)
In case if ADR 1 and IR 1 double failure, both selectors have to be set to CAPT 3
position.
lR2 and IR3 are in AUTO mode and remain on their INT bus.
ADR2 and IR2 Faults

(6)
In case of ADR 2 and IR 2 double failure, both selectors have to be set to F/O3
position.
IR1 and IR3 are in AUTO mode and remain on their INT bus.
ADR1 and IR2 Faults

(7)
In case of ADR 1 and IR 2 failures, the ATT HDG selector must be set to F/O3
position and the AIR DATA selector must be set to CAPT 3 position.
IR1 is in AUTO mode and its input bus A, connected to ADR3 output bus 3, is active.
IR3 is in MANUAL mode and its input bus B, connected to ADR2 output bus 4, is
active.
ADR2 and IR1 Faults

(8)
In case of ADR 2 and IR 1 failures, the ATT HDG selector must be set to CAPT 3
position, and the AIR DATA selector must be set to F/O3 position.
IR2 is in AUTO mode and its input bus A, connected to ADR3 output bus 2, is active.
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Navigation
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ADIRS CDU Description
Navigation
The ON BAT light comes on for a few seconds at the beginning of the alignment
phase during the supply test.
Air Data Reference Pushbutton Switch

The output buses of each air data reference are disconnected when its related
pushbutton switch is set to OFF position.
An amber FAULT light comes on accompanied by ECAM activation when a fault
is detected in the related Air Data Reference.
Mode Rotary Selector
On ground, during power up test, both the 115 VAC and 28 VDC batteries are
checked which lead the ON BAT light to come on for a few seconds.
Keyboard
The keyboard is used to display, then to enter in the selected system the present
position for alignment or Magnetic Heading if in ATTITUDE mode.
The mode rotary selector permits selection of three modes for each Inertial Reference.
The green ENTER pushbutton light comes on when either the NORTH, SOUTH,
WEST, EAST, or HEADING has been selected. When pressed, the displayed data
is entered into the Inertial References.
In OFF position, the ADIRU is not energized.
The green CLEAR pushbutton light comes on when any key has been selected.
NAVIGATION is the normal mode of operation providing full inertial data to the aircraft systems.
When pressed, the displayed data, not yet entered, is cleared.
ATTITUDE is a back-up mode, mainly providing attitude and heading information

in case of loss of navigation capability.
H allows heading entry in attitude mode.
N, S, E, W keys permit position entry.
OFF: The ADIRU is not energized.
System Selector
NAV: Navigation (normal mode of operation).
In the OFF position, the CDU display is blank. In position 1, 2, or 3, the corresponding system is selected for data display.
AU: Attitude (used in back-up mode).
In any position, 1, 2 or 3, present position insertion is accepted from all IRs which
are in align mode.
IR Lights
An amber FAULT light comes on, accompanied by ECAM activation when a fault
affects the related Inertial Reference.
A white ALIGN light illuminates steady when the related Inertial Reference is in the
alignment phase.
ALIGN light flashes in case of:
An alignment error.
No Present Position entry within ten minutes of NAV mode selection.
Significant difference memorized position at shutdown and entered position.
The ALIGN light goes off when the alignment has been completed.
ON BAT
The amber ON BAT light comes on when one or more Air Data Inertial Reference
Unit are operating on batteries.
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Navigation
Figure 26: ADIRS CDU
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Navigation
Data Selector
In TK/GS position the True Track and Ground Speed are displayed.
The Data Selector permits the display of the selected Inertial Reference data and
status.
Figure 28: TK/GS Position
In the TEST position, all the display-segments as well as the CLEAR and ENTER
keylights come on.
Figure 27: Test Position
In PPOS position, the present latitude and longitude are displayed.

Figure 29: Present Position Position
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In WIND position, true wind direction and wind speed are displayed.
Navigation
Figure 31: Heading Position
Figure 30: Wind Position
In STS position, system messages can be displayed.

In HDG position, true heading is displayed as well as time to NAV which gives the
remaining time in minutes until alignment completion.
Figure 32: Status Position
This alignement countdown is repeated on the ECAM memo page.
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ADIRS CDU Status Messages
Navigation
Figure 33: ADIRS CDU Status Messages
1. System display switch on OFF.

2. ADIRS CDU power up, being received no data.
3. HDG position: Alignment time to NAV mode ready (TTN) displayed for TTN =
10 to TTN = 6 min.
4. HDG position: True heading from TTN = 5 to TTN = 0 (NAV mode). The 10minute alignment countdown, indicated on the HDG position with TTN 10 to
1, is also displayed on the E/WD (MEMO), starting with IRS IN ALIGN >7mn
(for 4 minutes) down to IRS ALIGNED.
5. HDG position and attitude mode: The heading must be entered, to be displayed.
6. Any position except TEST & STS and attitude mode.
7. This realign decision countdown from 5 to 1 second is displayed, when switching from NAV to OFF.
8. This power off countdown from 5 to 1 second follows after the REALN DESN
(display 07) or shows up immediately after switching from ATT to OFF. During
this 5-second periode between switching to OFF and actual power-off, the last
computed position and the BITE information are stored in a NVM (Non Volatile
Memory). The messages 07) and 08) are displayed independent of the data
selector position.
The following messages ( 09-17) may be displayed in STS position:
9. The ENTER PRESENT POSITION indicates an invalid initialization, either position not yet inserted or the entered position did not pass the position- or latitude compare tests (Page 37). On the same conditions also a message
ALIGN IRS on the MCDUs scratch pad line and the ALIGN IRS> prompt on
the INIT page A appears (Page 42-43).
10.The EXCESS MOTION indicates a velocity of >0.5 ft/s in the X- or V axis. 30
seconds after motion detection, the system automatically restarts a full alignment (9.5 mm), without position reentry.
11.Air Data Reference invalid.
12.Critical Inertial Reference failure; Remove ADIRU for maintenance.
13.Hard Inertial Reference failure; Select attitude mode.
14.Message to enter heading after ATT selection.
15.Non-critical failure; Service ADIRU when convenient.
16.Check circuit breakers.
17.Remove ADIRS CDU for maintenance.
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Training Manual
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Navigation
Figure 34: IR Alignment Procedure - Block Diagram
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Navigation
IR - Mode State Diagram

The following logical processes are mechanized:
OFF to NAV provides automatic alignment in 10 minutes with automatic entry
to NAV mode. Initial position data entry is required.
The ALIGN light on the ADIRS CDU is on during align and a message on the
E/WD (MEMO) indicates the time to NAV of the IRSs.
During the alignment mode, the IR section aligns its reference axes to local
vertical (30 sec COARSE LEVEL) and calculates latitude and true north from
the earth rate components (9,5 mm GYRO COMPASS).
The IR conducts a position compare test, immediately after the present position has been entered. To pass this test, the entered latitude and longitude
must be within 1 degree of the stored position from the previous flight (memorized position at last power-off). This position compare test is overridden, if a
position is entered a second time, even if it differs from the stored values by
more than 1 degree.
A latitude compare test is performed at the end of the alignment. This test passes, if the cosine and sine of the entered and computed latitudes are within
0.01234. The system detects an IR FAULT, if this latitude compare test fails
two times with identical latitude inputs.
In the NAV mode, rapid realignment of the IR is initiated by switching the OFF/
NAV/ATT selector from NAV to OFF and back within 5 seconds.
The IR starts a 30-second realignment submode with existing attitude and
heading angles and rezeroed velocities. The system does not enter the rapid
realignment sequence, if the ground speed is >20 knots.
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Navigation
Figure 35: R-Mode State Diagram
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A320 Family
ADIRS CDU Utilization (Alignment)
Navigation
Figure 36: ADIRS CDU IR Alignment
1. The aircraft is stationary on ground before take-off. The three mode selectors
are on OFF, the ADIRUs are not energized.
2. When any mode selector is set to NAV position, the amber ON BAT light comes
on for five seconds and goes off.
When the ON BAT light is off, the white ALIGN light comes on.
ALIGN light flashes if the aircraft position has not been entered 10 minutes after NAV mode selection. (using MCDU 1, 2 or ADIRS - CDU)
3. When the system selector is on position 1, 2 or 3, the window display is energized and the system selected is ready for display.
In order to be allowed to enter aircraft present position, the SYS switch must
be turned to position 1, 2 or 3.
DATA SELECTOR is then set on PPOS.
4. The two DISPLAY selectors are on the appropriate position. The present position can then be selected and entered.
ADIRS CDU is now ready to accept aircrafts present position (PPOS). (TOULOUSE-BLAGNAC N43 37.8 E 122.6)
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5. The keyed latitude is displayed on the left side of the window display.
PRESENT POSITION LATITUDE N 43 37.8
The selected latitude is now entered into the ADIRS.
The Present Position Latitude is entered into the three IRs which are in Align
mode whatever the system selected with the SYS selector.
6. The keyed longitude is displayed on the right side of the wIndow display.
Longitude E1 22.6
The selected position is now entered into the ADIRS, the three IRs are ready
to be aligned.
If the actual Present Position is different by more than 1 degree on longitude
and latitude from the previous one, it must be keyed and entered twice. The
data selector is set to HDG position.
7. The TIN indication gives the remaining time in minutes until alignment completion.
TIN: Time To Nav.
The three IRs will be aligned in 8 minutes.
The message IRS IN ALIGN will appear on the MEMO page of the ECAM system.
8. The true heading is displayed at TIN 5, five minutes before the alignment.
When the alignment is completed, TIN indication disappears and all ALIGN
lights go off.
The three IRs are now aligned.
Jun04/THTA
Navigation
Figure 37: ADIRS CDU IR Alignment

Level 3 B1 B2
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Training Manual
A320 Family
ADIRS MCDU Utilization (Alignment)
To perform IRs alignment, select INIT key.
Navigation
Figure 38: MCDU Utilization
1. To perform the three Inertial Reference Augments, the NAV position on the
ADIRS CDU must be selected, then the aircraft present position has to be entered. To send present position you can either enter a COMPANY ROUTE or
the latitude (LAT) and longitude (LONG) or a FROM/TO.
We will here only perform a FROM/TO insertion.
Alignment is only possible on ground to simulate a FROM/TO (LSGG/
LGAT).
For example, we choose as FROM/TO, LSGG/LGAT:
Departure from GENEVA
Arrival at ATHENS
To do that, use the keyboard, then enter the FROM/TO by using the LS key 1R.
2. The route corresponding to the chosen FROM/TO is displayed on the MCDU.
In our example only one company route is available. Insert it by using LS key
6R.
3. The return to INIT page is automatic after route insertion. Now the FROM position is given on the Latitude and Longitude line. The ALIGN IRS prompt is displayed. As this airport position is preset, it can be modified according to the real
aircraft position.
This explains the arrows displayed on the LAT line, which indicate that the LAT
can be changed using the slew keys.
You can now initiate the 3 IRs alignment by pressing 3R key. Present aircraft
position will be automatically sent to the 3 IRs.
4. IRs alignment calculations are now in progress. Alignment will be done in ten
minutes.
On ADIRS CDU, ALIGN annunciators will go off. if ALIGN annunciators remain
ON or begin to flash, it means that IRs alignment phase is unsuccessful.
In our example, IRs are now aligned.
If INIT page A was left without having aligned the IRs, an IRs ALIGN message
will be displayed in the scratchpad line.
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Training Manual
A320 Family
ADIRS CDU Attitude Mode
The attitude mode is a back-up mode, providing mainly attitude and magnetic
heading information, in case of loss of navigation capability (IR fault or power interruption).
We are now going to see the case of an JR 2 fault.
The ATT HDG SWTG...F/O 3 ECAM message appears, telling the crew to switch
to IR 3 system.
The single chime sounds, the MASTER CAUT comes on, and the FAULT light on
the ADIRS CDU flashes, indicating an IR 2 fault.
Figure 39: ADIRS CDU Attitude Mode
Jun04/THTA
Navigation
1. When the ATT position is selected, the respective IR is in ATTITUDE mode.

The FAULT light goes off, and the ALIGN light comes on white.
The ATT mode must be engaged with the aircraft in level flight.
After switching to ATT mode, it becomes necessary to insert a magnetic heading.
2. In order to perform HEADING insertion, the DATA selector must be set to the
HDG position, and also the SYS selector should be set to the related position
(position 2).
True heading data is displayed in the display window (in this example), provided by the IR 1 operating normally.
3. When the SYS selector is on position 2, ATT MOD on the window display indicates the attitude mode, and the magnetic heading data should be keyed and
entered into IR 2.
4. When the H key is selected, the green ENT- and CLR lights come on. The magnetic heading, indicated on the instruments, is typed on the keyboard (359.9 in
this example).
The next action is to send the selected aircraft heading to IR 2, using the ENT
key.
This enters the magnetic heading into IR 2 and the ENT-, CLR- and ALIGN
lights go off.

Level 3 B1 B2
34-10-38
Training Manual
A320 Family
Figure 40: ADIRS CDU Attitude Mode
Navigation
ADIRS Indications on PFD

The Display Management Computer use the Air Data Inertial Reference information in order to display on the related PFD the indications shown above.
Figure 41: ADIRS Indication on PFD
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Figure 42: Attitude
Navigation
In case of excessive pitch attitude, the flight mode annunciator, the trajectory deviation and the guidance data are momentarily removed.
Figure 43: Pitch Scale
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Navigation
When the bank angle is more than 45 degrees, the flight mode annunciator, the
trajectory deviation and the guidance data are momentarily removed.
The Flight Path Vector indicates the actual aircraft trajectory from drift and Flight
Path Angle sent by the IR.
Figure 44: Roll Scale
This symbol is used as a reference when the Flight Director (FD) is engaged in
Track/Flight Path Angle (TRK/FPA) mode.
Figure 46: Flight Path Vector
The yellow ROLL INDEX points the aircraft bank angle.

Figure 45: Roll Index
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When an attitude discrepancy higher than 5 degrees is detected by a comparison
(inside the FWCs), an amber CHECK AU message is displayed on both PFDs
associated with an ECAM message.
Figure 47: Attitude Discrepancy
Jun04/THTA
Navigation
In case of attitude failure of the pitch and roll information, the attitude and guidance
display is replaced by a red attitude flag.
Figure 48: Attitude Failure

Level 3 B1 B2
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Training Manual
A320 Family
ADIRS Indications on PFD - Heading
two heading scales, one on the horizon line, the other on the lower part of the PFD,
provide the crew with heading information.
Figure 49: Heading Scales
Navigation
When a heading discrepancy higher than 5 degrees is detected by the comparison

inside the FWCs, an amber CHECK HDG message is displayed on both PFDs,
associated with an ECAM message.
Figure 51: Heading Discrepancy
A fixed yellow reference line shows the actual heading.

Figure 50: Heading indication
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Navigation
In case of failure, the heading graduations disapper from the two scales and a red
HDG flag is displayed instead of the lower heading scale.
Figure 52: Heading Failure
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ADIRS Indications on PFD - Speed
1. A white airspeed scale, with graduations in knots, moves on a grey background. Speed computation is stopped at 30 knots.
2. The actual airspeed is given by a yellow reference line.
3. The Mach Number is shown when greater than 0.5.
Navigation
In case of failure of SPEED Information, the scale goes out of view, and a red
SPEED flag is displayed on the PFD.
Figure 54: Failure
Figure 53: Airspeed Scale
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ADIRS Indications on PFD - Vertical Speed
Navigation
Figure 56: Vertical Speed
1. A vertical speed is shown on a fixed white vertical scale on a trapezoidal grey

background.
2. The green pointer rotates about a point outside of the vertical speed display.
Only the portion of the needle inside of the background is shown.
Figure 55: Vertical Speed
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ADIRS Indications on PFD - Altitude
Figure 57: Altitude
Navigation
A white scale, with graduations every hundred feet, moves on a grey background.
Small white marks are positioned on the scale against each altitude value.
Figure 58: Altitude Scale
The aircraft altitude is shown in the middle of the scale by a counter for hundreds
of feet, and a drum for the tens and units.
If this altitude is negative, the altitude counter will no longer display the numerical
value of the altitude but a NEGATIVE message.
Figure 59: Altitude Indication
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The barometric reference can be standard, QNH or OFE according to the selection made on the EFIS control panel.
Figure 60: Baro Reference
Jun04/THTA
Navigation
An amber CHECK ALT message is displayed on both PFDs associated with

ECAM message if the FWCs detect an altitude difference greater than 250 feet
when BARO is selected, or 500 Ft when STD is selected.
Figure 61: Altitude Discrepancy

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In the event of baro-altitude failure, the scale goes out of view and a red ALT flag
is displayed on the PFD.
Navigation
Figure 63: Rose Mode
Figure 62: Failure
ADIRS Indications on ND - ROSE Mode

1. Ground Speed computed by IR.
True Air Speed computed by ADR
2. Wind direction and wind force digits indicate direction related to the true north,
the arrow indicates wind direction related to the magnetic north.
3. Actual track.
Difference between actual track and heading reference gives the drift angle.
4. Heading reference.
5. Graduated rotaring heading dial.
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ADIRS Indications on ND - ARC Mode
Navigation
Figure 64: ARC Mode

True Air Speed computed by ADR,
3. Actual track.
Difference between actual track and heading reference gives the drift angle.
4. Heading reference.
5. Graduated rotaring heading sector 90 degrees
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ADIRS Indications on ND - PLAN Mode
Navigation
Figure 65: Plan Mode

True Air Speed computed by ADR.
3. True north.
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ADIRS Indications on ND - Failure and HDG Discrepancy
1. If no computed data, dashes replace the numerical data.
2. The HDG flag is displayed when the DMC does not receive an IR valid signal
(IR failed or not supplied), or when the DMC detects an error in heading parameters.
Navigation
An amber CHECK HDG message is displayed when a difference higher than 5 degrees is detected by the FWCs.
Figure 67: HDG Discrepancy
Figure 66: Failure
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ADIRS Indications on ECAM Display Unit
Navigation
Figure 69: ECAM Warnings - General
The Total Air Temperature (TAT) and Static Air Temperature (SAT) are permanently displayed on the lower ECAM display unit.
The TAT and SAT information normally come from ADR2, and from ADR3 in case
of failure of ADR2.
In case of Non Computed Data (NCD) numerical values are replaced by amber
XX.
Figure 68: ADIRS Indication on lower ECAM
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ECAM Warnings - Typical Display/Action Sequence
Navigation
Figure 71: NAV ALTI Discrepancy Message
Figure 70: NAV ADR 1 (2) (3) FAULT Message
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Displays - General
The interactive function is activated via the SYSTEM REPORT/TEST page, which
displays ATA 34 chapter (NAVIGATION) including the Air Data and Inertial Reference System (ADIRS).
As this system includes two parts, two interactive functions are available, e.g. for
ADIRU 1:
1L <ADR 1 = Air Data Reference part of ADIRU 1.
2L <IR 1 = Inertial Reference Part of ADIRU 1.
Navigation
This item controls a functional test mode, which provides test values to the instruments. The text messages displayed, describe the various steps of the test sequence.
5R GROUND REPORT
This report lists all internal faults detected since the last landing.
6R INPUT STATUS
This item displays the current state/value of the inputs (discrete-, binary- and analog inputs).
The following functions are identical for the ADR- and IR part:
1L LAST LEG REPORT
This report lists the in-flight class 1 and 2 faults, which occured during the last leg
(flight leg 00).
Remember:
class 1 = faults with cockpit effects,
class 2 = non-critical faults.
2L PREVIOUS LEGS REPORT
This report lists the in-flight class 1 and 2 faults, which occured during the previous
legs (flight legs 01-62).
3L LRU IDENTIFICATION
This item describes the part/serial numbers of the ADIRU and ADMs.
4L GROUND SCANNING
This item describes the current on-the-ground fault status.
5L TROUBLE SHOOTING DATA
This item provides, for each fault message stored in the LAST LEG- or PREVIOUS
LEGS REPORT, additional data required by the maintenance for failure investigation.
1R CLASS 3 FAULTS
This item lists all class 3 faults (minor faults without cockpit effects) recorded since
the last takeoff.
2R SYSTEM TEST
This item activates a complete system test and presents the test result.
4R OUTPUT TESTS / INTERFACE TEST
Jun04/THTA

Level 3 B1 B2
34-10-55
Training Manual
A320 Family
Navigation
Figure 72: ADR - Last Leg Report
Jun04/THTA

Level 3 B1 B2
34-10-56
Training Manual
A320 Family
Navigation
Figure 73: ADR - Previous Legs Report & LRU Ident
Jun04/THTA

Level 3 B1 B2
34-10-57
Training Manual
A320 Family
Navigation
Figure 74: ADR - Ground Scanning & Trouble Shooting Data
Jun04/THTA

Level 3 B1 B2
34-10-58
Training Manual
A320 Family
Navigation
Figure 75: ADR - Class 3 Faults & System Test & Ground Report
Jun04/THTA

Level 3 B1 B2
34-10-59
Training Manual
A320 Family
There are three different ADR OUTPUT TESTS>:
2L <SLEW TESTS
3L <INTERFACE TEST
4L <AOA SENSOR TEST
Navigation
The activation of this test causes the ADR to output the actual measured values
of indicated and corrected AOA with an SSM coded FT, and the special AOA test
discrete output commanded to the ground state, which causes the AOA sensor to
be commanded to a fixed position greater than the stall warning threshold. Thus,
the Flight Warning Computer (FWC) activates the aural stall warning.
Figure 76: BITE Displays - ADR Menu
Jun04/THTA

Level 3 B1 B2
34-10-60
Training Manual
A320 Family
ADR OUTPUT TESTS>
2L <SLEW TESTS
2L <ALT DYNAMIC SLEW

The purpose of this test is to check the altitude channel and mainly to simulate
an aircraft altitude, which can be used, to check other systems.
The activation of the ALT DYNAMIC SLEW test causes the ADR to output a
simulated ramp of altitude (label 203) between low and high altitude limits,
specified by the operator. These limits, as well as the slew rate, are entered by
means of the MCDU keyboard.
The ALTITUDE LIMIT values are tested to be within -2000 to +50000 ft (example: 20000/40000), and the ALT SLEW RATE is tested to be within 1 to 20000
ft/mm (example: 10000).
Pressing the 5L <UP- or 5R DOWN> key allows to check the altitude information on the PFD.
3L <CAS DYNAMIC SLEW
The purpose and operation of this test is similar to the altitude dynamic slew
test. The ADR provides a simulated ramp of computed airspeed (label 206).
The CAS limit values are tested to be within 0...450 kts and the speed slew rate
is tested to be within 1 to 100 kts/min.
With the inserted CAS SLEW LIMITS 175/225 KTS and a selected CAS SLEW
RATE of 20 KTS/MIN and pressing the UP key, the PFD speed scale moves
from 175 kts to 225 kts in 150 seconds.
3L <INTERFACE TEST
By selecting this test, the ADR provides test values to the instruments. This allows to check the computer, the data transmission and the display of the air
data parameters.
When the 5L <START TEST key is pressed, the following test sequence is run :
0-5 seconds: Failure Warning Test (FW)
For 0-5 seconds after initiation of the test mode, the ADR outputs are transmitted as shown on the tables. Since this is the failure warning test period,
the BCD output parameters are not transmitted and the SSM of the BNR parameters are set to FW.
5-10 seconds: Altitude Ramp Test
For 5-10 seconds after initiation of the test mode, the ADR outputs are
transmitted with an SSM coded Functional Test (FT), except for the discrete
words. The altitude outputs are slewed in a positive direction for the entire
Jun04/THTA
Navigation
5-second period at a rate of 600 ft/mm, starting at the ambient computed

altitude.
10 second until test completion: Fixed Output Test
From 10 seconds after initialization of the test mode until the test completion
is commanded, the ADR provides fixed output values with an SSM coded
FT, except for the discrete words.
Note, that the CAS test value is an overspeed value. This is why the VMO
warnings occur. All necessary clear actions have to be performed.

Level 3 B1 B2
34-10-61
Training Manual
A320 Family
Navigation
Figure 77: ADR - Slew Tests
Jun04/THTA

Level 3 B1 B2
34-10-62
Training Manual
A320 Family
Navigation
Figure 78: ADR - Interface Test
Jun04/THTA

Level 3 B1 B2
34-10-63
Training Manual
A320 Family
Navigation
Figure 79: ADR - Input Status
Jun04/THTA

Level 3 B1 B2
34-10-64
Training Manual
A320 Family
BITE Displays - IR Menu
The following IR BITE Displays are similar to the ADR BITE Displays:
1L <LAST LEG REPORT
2L <PREVIOUS LEGS REPORT ,
Navigation
3L <LRU IDENT ,
4L <GROUND SCANNING
5L <TROUBLE SHOOTING DATA
1R >CLASS 3 FAULTS
5R >GROUND REPORT .
After 2 seconds
BCD-, BNR- and discrete words are output with SSM set to FT, and the BCD
words change to the same values as the BNR words.
The annunciator discretes are released (ADIRS CDU annunciators off).
Figure 80: IR - System Test Sequence
The feature of this test is similar to the ADR INTERFACE TEST. When the 5L
<START TEST key is pressed, the following test sequence is run:
0-2 seconds
BCD-, BNR- and discrete words are output with SSM set to FT (Functional
Test). The BCD data is chosen to light as many segments as possible (8s) of
the driven ADIRS CDU displays.
The annunciator discretes are energized (ADIRS CDU annunciators on).
Jun04/THTA

Level 3 B1 B2
34-10-65
Training Manual
A320 Family
Navigation
Figure 81: IR-Interface Test
The bit-definition of the discrete data word OUTPUT LABEL 270 on line 4 of the
INPUT STATUS display 6 of 6.
Jun04/THTA

Level 3 B1 B2
34-10-66
Training Manual
A320 Family
Navigation
Figure 82: IR - Input Status
Jun04/THTA

Level 3 B1 B2
34-10-67
Training Manual
A320 Family
Navigation
ADR Self Test Values

Table 1: ADR Output Binary Words
LABEL
PARAMETER
SELF TEST VALUE

0 to 5 s
5 to 10 s
After 10 s
176
LEFT STATIC PRESSURE
Last Valid
Last Valid
696.8 hPa
177
RIGHT STATIC PRESSURE
Last Valid
Last Valid
696.8 hPa
P 203
STANDARD ALTITUDE
Last Valid
Slewed
10,000 ft
P 204
BARO CORR ALT 1
Last Valid
Slewed
10,000 ft
P 205
MACH
0.66
P 206
COMPUTED AIRSPEED
0 Kts
0 Kts
367.7 Kts
207
MAX ALLOWABLE AIRSPEED
Last Valid
Last Valid
Last Valid
N 210
TRUE AIRSPEED
0 Kts
0 Kts
433 Kts
E 211
TOTAL AIR TEMP
Last Valid
Last Valid
35C
P 212
ALTITUDE RATE
Last Valid
600 ft/mn
0 ft/mn
E 213
STATIC AIR TEMP
Last Valid
Last Valid
10.3C
215
IMPACT PRESSURE
Last Valid
Last Valid
236.6 hPa
220
BARO CORR ALT 2
Last Valid
Slewed
10,000 ft
221
IND ANGLE OF ATTACK
NOTE
NOTE
241
CORCTD ANGLE OF ATTACK
NOTE
NOTE
242
TOTAL PRESSURE
Last Valid
Last Valid
933.4 hPa
245
UNCRCTD AVG STAT PRESS
Last Valid
Last Valid
696.8 hPa
Jun04/THTA

Level 3 B1 B2
34-10-68
Training Manual
A320 Family
Navigation
ADR Self Test Values

Table 1: ADR Output Binary Words
246
CORCTD AVG STAT PRESS
Last Valid
Last Valid
696.8 hPa
251
BARD CORR ALT 3
Last Valid
Slewed
10,000 ft
P/N/E = PFD/ND ECAM Indication

Indicated AOA is a function of the AOA sensor position. Corrected AOA is a function of AOA alternate discrete inputs, SDI discrete inputs, and indicated AOA. Corrected AOA is set to 0 when CAS is less than 60 kts.
Table 2: ADR Output BCD Words
LABEL
PARAMETER
SELF TEST VALUE

0 to 5 s
5 to 10 s
After 10 s
034
BARO CORR (hPa) 3
Not Transmit.
745.0 hPa
1013.3 hPa
035
BAROCORR (in.Hg) 3
Not Transmit.
22.0 in.Hg
29.92 in.Hg
230
TRUE AIRSPEED
Not Transmit.
0 Kts
433 Kts
231
TOTAL AIR TEMP
Not Transmit.
Last Valid
35 C
233
STATIC AIR TEMP
Not Transmit.
Last Valid
10C
234
BARO CORR (hPa) 1
Not Transmit.
Last Valid
1013.3 hPa
235
BARO CORR (in.Hg) 1
Not Transmit.
Last Valid
29.92 in.Hg
236
BARO CORR (hPa) 2
Not Transmit.
Last Valid
1013.3 hPa
237
BARO CDRR (in.Hg) 2
Not Transmit.
Last Valid
29.92 in.Hg
Jun04/THTA

Level 3 B1 B2
34-10-69
Training Manual
A320 Family
Navigation
Table 3: ADR Output Discrete Words

LABEL
BIT - PARAMETER
SELF TEST VALUE

0 to 5 s
5 to 10 s
After 10 s
270
13 - ADR FAULT
270
19 - OVERSPEED WARNING
271
13 - LOW SPD WARN 1
271
14 - LOW SPD WARN 2
271
15 - LOW SPD WARN 3
271
16 - LOW SPD WARN 4
Table 4: ADR Discrete Outputs

PARAMETER
SELF TEST VALUE

0 to 5 s
5 to 10 s
After 10 s
LOW SPEED WARNING 1
OPEN
OPEN
GROUND
LOW SPEED WARNING 2
OPEN
OPEN
GROUND
LOW SPEED WARNING 3
OPEN
OPEN
OPEN
LOW SPEED WARNING 4
GROUND
GROUND
OPEN
OVERSPEED WARNING
OPEN
OPEN
GROUND
ADR FAULT
GROUND
OPEN
OPEN
ADR OFF
GROUND
OPEN
OPEN
Jun04/THTA

Level 3 B1 B2
34-10-70
Training Manual
A320 Family
Navigation
Cross-Channel Comparison Tests

A cross-channel comparison of pressures, angle-of-attack (AOA) and temperature
parameters is performed, to identify drifted air data input sensors. These tests are
done for maintenance purpose only and they have no operational effects (no fault
warning, output parameters are always valid; systems affected by these class 3
failures are listed on the CFDS AVIONICS STATUS display).
To run these tests, each ADR portion receives one ADR bus of the other two ADIRUs. The tests are performed at takeoff with a CAS between 90 and 200 kts and
only if the received ADR data are valid.
The comparison thresholds are:
The comparison messages are sent via the ADR output data buses as any BITE
info with fault status word label 356, coded ISO5.
Table 5: ADR Discrete Outputs
Parameter
Threshold
Total Pressure
5 hPa
Averaged static pressure
5 hPa
Left static pressure
2 hPa
Right static pressure
2 hPa
Angle-of-attack
Total air temperature
3C
The messages resulting from a miscompare between parameters point the faulty
sensor, if it can be identified (one data differs from the two others, which are identical) or the sensors which disagree. The messages have the following format: e.g.
for the AOA sensors 341119 AOA SENSORi (3FPi) or 341119 AOA SENSORi
(3FPi)/AOA SENSDRi (3FPj) or 341119 AOA SNSR1 (3FP1)/SNSR2 (3FP2)/
SNSR3 (3FP3). The principle of the messages is the same for other sensors
(ADM, TAT).
Jun04/THTA

Level 3 B1 B2
34-10-71
Training Manual
A320 Family
Navigation
Table 6: IR Output BCD Words

LABEL
PARAMETER
SELF TEST VALUE

0 to 2 s
After 2 s
INDICATED ON
ADIRS CDU
010
PRESENT POSITION LAT
18888.8
N 2230.0
011
PRESENT POSITION LONG
18888.8
E 2230.0
012
GROUND SPEED
6888 Kts
200 Kts
013
TRACK ANGLE-TRUE
6888.8
00.0
014
MAGNETIC HEADING
688.8
15
015
WIND SPEED
688 Kts
100 Kts
016
WIND DIRECTION-TRUE
688
30
041
SET LATITUDE
18888.8
N 2230.0
042
SET LONGITUDE
18888.8
E 2230.0
043
SET MAGNETIC HEADING
688
15
044
TRUE HEADING
688.8
10
Jun04/THTA

Level 3 B1 B2
34-10-72
Training Manual
A320 Family
Navigation
Table 7: IR Output Binary Words

LABEL
PARAMETER
SELF TEST VALUE
052
PITCH ANGULAR ACCEL
5.0 /s/s
053
ROLL ANGULAR ACCEL
5.0 /s/s
054
YAW ANGULAR ACCEL
5.0 /s/s
310
PRESENT POSITION LAT
N 22.50
POSITION MONITOR
311
PRESENT POSITION LONG
E 22.50
PAGE
312
GROUND SPEED
200 Kts
ND
313
TRACK ANGLE-TRUE
00.0
314
TRUE HEADING
10.0
315
WIND SPEED
100 Kts
ND
316
WIND DIRECTION-TRUE
30
ND
317
TRACK ANGLE-MAG
PFD & ND
320
MAGNETIC HEADING
15
PFD & ND
321
DRIFT ANGLE
-10 (Left)
PFD (FPV)
322
FLIGHT PATH ANGLE
-5
PFD (FPV)
323
FLIGHT PATH ACCEL
0.02g
324
PITCH ANGLE
PFD
325
ROLL ANGLE
45 (Right)
PFD
326
BODY AXIS PITCH RATE
10/s
Jun04/THTA
INDICATED

Level 3 B1 B2
34-10-73
Training Manual
A320 Family
Navigation

327
BODY AXIS ROLL RATE
10/s
330
BODY AXIS YAW RATE
10/s
331
BODY LONGIT ACCEL
0.02g
332
BODY LATERAL ACCEL
0.10g
333
BODY NORMAL ACCEL
0.10g
334
PLATFORM HEADING
22.50
335
TRACK ANGLE RATE
4.0/s
336
PITCH ATT RATE
10/s
337
ROLL ATT RATE
10/s
340
TRACK ANGLE GRID
10
341
GRID HEADING
20
360
POTENTIAL VERT SPEED
-600 ft/mn
361
INERTIAL ALTITUDE
10,000 ft
362
ALONG TRACK HORIZ ACCEL
0.02g
363
CROSS TRACK HORIZ ACCEL
0.02g
364
VERTICAL ACCEL
0.1g
365
INERTIAL VERT SPEED
-600 ft/mn
366
N-S VELOCITY
200 Kts (N)
367
E-W VELOCITY
200 Kts (E)
076
GPS ALTITUDE (MSL)
10,000 ft
Jun04/THTA
PFD
PFD

Level 3 B1 B2
34-10-74
Training Manual
A320 Family
Navigation

101
GPS HDOP
4.0
102
GPS VDOP
3.0
103
GPS TRACK ANGLE
0.0
GPS MONITOR PAGE
110
GPS LATITUDE
N 22.50
GPS MONITOR PAGE
111
GPS LONGITUDE
E 22.50
GPS MONITOR PAGE
112
GPS GROUND SPEED
200 Kts
GPS MONITOR PAGE
120
GPS LATITUDE FINE
N 00.00
121
GPS LONGITUDE FINE
E 00.00
125
UTC (BCD)
12:00:00
130
GPS HORIZ INTEGTITY LIM
10.0 NM
131
HYBRID HORIZ INT LIMIT
5.0 NM
132
HYBRID TRUE HEADING
10
135
HYBRID VERTICAL FOM
300 ft
136
GPS VERTICAL FOM
100 ft
137
HYBRID TRACK ANGLE
0.0
150
UTC (BNR)
12:00:00
165
GPS VERTICAL VELOCITY
-600 ft/mn
166
GPS N/S VELOCITY
200 kts
174
GPS E/W VELOCITY
200 kts
175
HYBRID GROUND SPEED
200 kts
Jun04/THTA

Level 3 B1 B2
34-10-75
Training Manual
A320 Family
Navigation

247
GPS HORIZONTAL FOM
6.0 NM
254
HYBRID LATITUDE
N 22.50
GPS MONITOR
255
HYBRID LONGITUDE
E 22.50
PAGE
256
HYBRID LATITUDE FINE
N 00.00
257
HYBRID LONGITUDE FINE
E 00.00
260
DATE (BCD)
1/1/99
261
HYBRID ALTITUDE (MSL)
10,000 ft
263
HYBRID FLIGHT PATH ANGLE
-5.0
264
HYBRID HORIZONTAL FOM
7.0 NM
266
HYBRID N/S VELOCITY
200 kts
267
HYBRID E/W VELOCITY
200 kts
345
HYBRID VERTICAL VELOICITY
-600 ft/mn
The IRS position (310/311) and the GPIRS position (254/255) shown on the POSITION MONITOR page, line 4 resp. 3 (see 34-58), are mixed positions, if more
than one ADIRS is in NAV mode.
The self test values in the above table are displayed on the PFD and ND, but may
or may not be displayed on the POSITION MONITOR- and GPS MONITOR page,
or via the label-/alpha call-up, dependent on the FMS resp. AIDS software...
Jun04/THTA

Level 3 B1 B2
34-10-76
Training Manual
A320 Family
Navigation
Table 8: IR Discrete Data Word 270

BIT
SIGNAL
1 CONDITION
1-8
1 0 1 1 1 0 0 0
I 2 I 7 I 0 I
LABEL 270
SDI - LSB
10
SDI - MSB
11
Alignment Not Ready
In Align Submode.
12
Rev Att Mode
In Attitude Mode.
13
Nay Mode
In Nay Mode.
14
Valid Set Heading
A valid set heading has to be input to the IR. Magnetic heading outputs are no
longer being computed, but have the characteristics of a Free Direction Gyro.
15
Attitude Invalid
Attitude critical fault.
16
DC Fail
DC Power less than 18V.
17
On DC
On DC Power.
18
ADR Fault
The IR has detected an ADR input (TAS, ALT and ALT RATE) as FW or NCD.
Functional test data is ignored by the IR and last valid input is used.
19
IR Failure
Navigation (Non Critical) Fault.
20
DC Fail - On DC
The IR has detected that a DC fail occurred while on DC from last turn on.
21
Align Fault
The IR has detected a position miscompare or a fault in align quality.
22
No IR Initial
IR does not have position data or data received is invalid.
23
Excess Motion Error
X- or V velocity greater than 0.5 ft/second (or filtered >0.011 ft/s) during align.
24
ADR/IR Fault
No data has been received from the ADR or was received with a parity error.
Jun04/THTA

Level 3 B1 B2
34-10-77
Training Manual
A320 Family
Navigation
25
Extreme Latitude
The magnetic deviation is not computed, if the latitude exceeds 73Nwhile longitude is between 90Wand 120W, or the latitude exceeds 82N or 60S. Magnetic
deviation is set to zero.
26
Align Time Status
Bits
28
27
26
Time Until Nav
27
7 - 10
minutes
28
minutes
minutes
minutes
minutes
minutes
minute
IN NAV MODE
29
COMPUT LAT MISCOMP
30
SSM (Sign Status
31
SSM Matrix)
32
Parity
Jun04/THTA
The latitude compare test has failed.

Level 3 B1 B2
34-10-78
Training Manual
A320 Family
Navigation
Figure 83: Power Supply and Switching (ASM, 34-11 SCH01)
Jun04/THTA

Level 3 B1 B2
34-10-79
Training Manual
A320 Family
Navigation
Figure 84: Sensor Interface (ASM, 34-11 SCH02)
Jun04/THTA

Level 3 B1 B2
34-10-80
Training Manual
A320 Family
Navigation
Figure 85: ADM Interface (ASM, 34-13 SCH03)
Jun04/THTA

Level 3 B1 B2
34-10-81
Training Manual
A320 Family
Jun04/THTA

Navigation
Level 3 B1 B2
34-10-82
Training Manual
A320 Family
Navigation

Principle
The Instrument Landing System (ILS) allows the aircraft to follow an optimum descent. The descent axis is determined by the intersection of a localizer beam and
a glide slope beam. The beams are created by ground stations at known frequencies. The ILS allows measurement and display of angular deviations.
The ILS also detects the Morse audio signal which identifies the ILS ground station.
Jun04/THTA

Level 3 B1 B2
34-36-1
Training Manual
A320 Family
Presentation
The instrument Landing System allows the aircraft to follow an optimum descent
axis in order to perform safe landing with poor visibility conditions.
Navigation
The CFDIU permits the testing and trouble shooting of the ILS System using the
MCDU.
LGCIU
The Landing Gear Control Interface Unit (LGCIU) is used by the BITE Memory to
count the flight legs.
The ILS system includes:

2 ILS receivers.
1 Glide Slope antenna.
1 localizer antenna.
Tuning
The tuning of ILS receivers is performed by the Flight Management and Guidance
Computers or using the Radio Management Panels. In normal operation, each ILS
receiver is tuned by the onside FMGC (port A). If an FMGC falls, a discrete (NB
switching) makes the receiver switch to port B which is connected to the opposite
FMGC. (34-00).
Antenna
The Glide Slope and Localizer antennae are common to both receivers. The Glide
Slope and Iocalizer dual antennae receive ILS ground station signals and send
them to the ILS receivers.
AMU
The pilot can check the ILS identification audio signals using the ILS pushbutton
on the AUDIO CONTROL PANEL.
Selected ILS station identification audio signals are transmitted to AMU and then
dispatched to the headsets and/or loudspeakers.
ILS Information Users

ILS 1 data are sent to the CAPT Primary Flight Display (PFD) and the First Officer
Navigation Display (ND). 1LS 2 data are sent to the First Officer Primary Flight
Display (PFD) and the CAPTAIN Navigation Display (ND).
ILS data are sent to FMGCs for NC guidance during take-off, approach and landing Autopilot/Flight Director (AP1FD) modes. They are also sent to the FWCs for
ECAM warning and to the Ground Proximity Warning Computer for mode 5 computation (descent below glide slope).
CFDIU
ILS system tests are initiated through CFDS using the MCDU.
Jun04/THTA

Level 3 B1 B2
34-36-2
Training Manual
A320 Family
Navigation
Jun04/THTA

Level 3 B1 B2
34-36-3
Training Manual
A320 Family
Navigation
Jun04/THTA

Level 3 B1 B2
34-36-4
Training Manual
A320 Family
Navigation
Figure 3: Frequency- and Course Selection
Jun04/THTA

Level 3 B1 B2
34-36-5
Training Manual
A320 Family
Navigation
Indication
Vertical and lateral deviation scales and ILS station characteristics are displayed
on the PFD when the ILS pushbutton is pressed in.
1. Vertical deviation
The magenta index is only displayed when the glide slope beam is received.
Maximum deviation between the two extreme dots is equal to 0.175 Difference
in Depth of Modulation (DDM) (150 a).
The glide slope scale and the index flash to indicate an excessive deviation
when in AP/FD land track mode.
2. Lateral deviation
The magenta index is only displayed when the LOC beam is received.
Maximum deviation between the two extreme dots is equal to 0.155 Difference
in Depth of Modulation (DDM) (150 a).
The localizer scale and the index flash to indicate an excessive deviation when
in AP/FD land track mode,
3. ILS frequency (plus ILS identification if available)
ILS station characteristics are displayed in the lower left corner of the PFD.
The ILS Identification is displayed (if available) after decoding by the ILS receiver.
4. Runway heading
The runway heading is indicated by the magenta dagger pointer on the heading scale.
When the runway heading is out of range, it is indicated by a numerical value
on left or right side of the scale.
Failure
5. G/S flag
6. LOC flag
7. ILS flag
With a glide slope failure, the G/S index goes out of view and a red G/S failure
warning message is shown.
With a localizer failure, the LOC Index goes out of view and a red LOC failure
warning message is shown.
If ILS frequency is not available or if both the G/S and the LOC signals have
failed, an ILS1 red flag is displayed in the lower left corner of the PFD.
Jun04/THTA

Level 3 B1 B2
34-36-6
Training Manual
A320 Family
Navigation
Figure 4: PFD Indications
Jun04/THTA

Level 3 B1 B2
34-36-7
Training Manual
A320 Family
ND Rose ILS Mode
Navigation
Figure 5: Rose Mode
The following Indications are normally displayed in ROSE ILS Mode on the NDs.
1. ILS station characteristics are given by the ILS receiver. These are:
Frequency
Course
ldentification
The ILS identification is displayed (if available) after decoding by ILS receiver.
The ILS information is normally crossed over on the NDS.This example shows
that the CAPTAIN ND receives information from ILS2.
2. Lateral deviation bar. The magenta lateral deviation bar gives the localizer deviation.
The extreme dot is equal to 0.155DDM (150 a).
3. Selected ILS course.
A dagger-shaped pointer points to the selected ILS course.
In an autotuning mode, the course is automatically selected.
In manual mode, it has to be selected by the pilot.
Jun04/THTA

Level 3 B1 B2
34-36-8
Training Manual
A320 Family
ND Rose NAV/ARC Mode
Navigation
Figure 6: ND Rose NAV/ARC Mode
In ROSE NAV or ARC modes, pressing the ILS pushbutton displays the selected
ILS course and the Iocalizer deviation bar.
Maximum deviation is equal to 150 a. (tangent to inner scale circle).
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ND - ILS Failure
Navigation
Figure 7: ILS Failure
1 With localizer failure a red LOC warning message appears in the middle of the
LOC scale and the LOC deviation bar disappears.
2 With Glide Slope failure, a red G/S warning message appears in the middle of
the scale and the index disappears.
In case of ILS failure, the dagger shaped pointer becomes red and points to 12
oclock.
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ECAM Warnings
The ILS warning messages are shown on the upper ECAM display.
This warning appears in case of lLS1 or 2 failure.
Navigation
In case of Glide Slope and Iocalizer reception failure, the MASTER CAUT comes
on, single chime sounds and an TLS message appears on the PFD and on the
opposite ND.
An ILS FAULT occurs when the Glide Slope and Localizer receivers have failed.
Figure 8: ILS 1 Fault
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BITE Display
Navigation
Figure 9: BITE Displays
BITE access (2), 34-00,

2.1 If no failure is detected, NO FAULT is displayed. Here is an example of the
display when failures are reported.
2.4 When the ILS Test is initiated, the following sequence occurs:
ILS red flag appears on the onside PFD, LOC and G/S red flags appear on the
onside PFD and on the opposite ND and after a few seconds, the LOC index deviates one dot to the left and the 3/S index, one dot upwards, then the LOC index
deviates one dot to the right and the G!S index, one dot downwards.
At the end of the test, the Indexes come back to their initial position and a TEST
OK message is displayed on the MCDU.
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Navigation
sociated turbulences by determining their range and bearing. It also provides a

ground mapping. The radar emits microwave pulses through a directive antenna
which picks up the return signals.
Principle
The range is determined by the time taken for the echo to return. The azimuth is
given by the antenna position when the echo is received.
The Airborne Weather Radar System (WXR) allows the detection and display of
severe weather areas. The WXR helps the pilot to avoid these areas and the as-
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Navigation
Presentation
ADIRUs
The weather radar system includes:
ADIRU 1 and ADIRU 3 give attitude and ground speed information. These data
permit radar antenna stabilization and the corrections of the turbulences.
1 single control unit
The aircraft pitch and roll angles are transmitted by ARIDU 1 or 3 to the transceiver
in the form of ARINC 429 messages.
1 transceiver
1 antenna
EFIS Control Panel
Control Unit
Radar image control on the NDs is achieved through the RANGE and mode selectors located on CAPT and F/O EFIS control panel.
The control data provided by the weather radar control unit, I.e: mode of operation,
TILT of the antenna and gain of the receiver, are digitalized, These data are sent
by an ARINC 429 bus to the weather radar transceiver. An ON/OFF discrete ensures the energization of the transceiver, which in turn supplies the control unit.
The weather radar image is shown on CAPT and Ff0 NDs provided the WR tranceiver is ON, the ROSE or ARC mode is selected and the brightness is adjusted.
The transceiver is de-energized when both mode selector switches, on the EFIS
control panel, are set to PLAN.
Transceiver
The transceiver detects the level of precipitation and digitalizes the video signals.
These data are sent through an ARINC 453 bus to the DMCs to be display on the
NDs.
A doppler processor allows display of heavy turbulence areas (TURBULENCE
MODE). A monitoring circuit provides operation status and failure messages,
which are displayed on the NDs with the radar image.
Antenna
The azimuth and elevation control of the radar antenna is performed by the transceiver which also controls the stabilization.
Stabilization data are aircraft pitch and roll angle, selected TILT angle, antenna azimuth and elevation angles. The antenna scans a 180 degree sector in azimuth
and has a TILT coverage of plus or minus 15 degrees.
The radio frequency (RF) signals are exchanged between the transceiver and the
antenna, via a Wave Guide.
CFDIU
The Weather Radar system test is Initiated through the CFDIU using the MCDU.
During the test, the antenna carries out an elevation scanning sequence. A special
test pattern is displayed on the NDs.
Tests are only allowed on ground.
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Navigation
Figure 2: Radar Block Diagram
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Navigation
Figure 3: Transceiver and Antenna - Location
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Navigation
Figure 4: Control and Indicating - Location
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Control Panel
Navigation
Figure 5: Control Panel with Predictive Windshear Installed
System Switch
When the SYS switch is set to ON, the radar system is energized. The radar transceiver is de-energized when both EFIS selectors are on PLAN.
Gain Knob
The GAIN knob permits receiver sensibility adjustment. In AUTO position, the gain
is automatically adjusted to the optimum setting.
Mode Selector
When the mode selector is in WX position, the radar is in normal mode of operation, and the colours on the navigation display depend on the intensity of the precipitations. When the mode selector is on WX/TURB position, the turbulence
areas within precipitations are shown in magenta on the navigation displays. The
turbulence areas are shown in magenta within a 40 NM range. When the mode
selector is in MAP position, the radar is in ground mapping mode. MAP mode is
useful for back-up navigation to display mountains, cities, coast lines or land/ water boundaries. In MAP mode, manual Gain Control is recommended.
TILT Knob
The TILT knob allows manual control of the antenna elevation. The antenna elevation can be adjusted in 1/4 degree steps within a range of -15 up to + 15.
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Mode Selector
Navigation
Figure 6:
The weather radar image may be displayed on the NDs in any mode except PLAN.
Each crew member may remove the weather image from his ND by setting the associated brightness control to the minimum.
When the SYS switch is ON, the weather radar unit is energized and ready to operate.
When the SYS switch is OFF, the weather radar unit is deenergized. It is also deenergized if both pilots select the ND PLAN MODE on their EFIS control panel. In
WX position, the colours on the ND depend on the rate of precipitation.
TILT information and GAIN selection (CAL or MAN) are displayed on the NDs
when no failure warning message is generated, or when TEST mode is not selected.
When the mode selector is in MAP position, the radar is in ground mapping mode.
This mode is used for display of the ground map.
AMBER: mountains and cities.
GREEN: ground.
BLACK: calm water.
Magenta is dedicated to the turbulence areas up to 40 NM.
There is no detection of turbulence in clear sky.
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Failure Messages
Navigation
Figure 7: Failure Messages
Two types of failures are likely to affect the radar sytem.

Failures which result in a loss of radar image are displayed in red. Failures which
affect the radar image are displayed in amber.
The various failures which may affect the radar image are listed in descending order of importance.
Example:
Transceiver failure red message: WR R/T appears on right lower corner of the ND.
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BITE Displays
Navigation
Figure 8: Bite Displays

2.4 On the CAPT and F/O NDs:
a TILT indication appears on the right side until the end of the test.
the TEST PATTERN is shown from one side to the other.
a WR TEST indication appears on the right side with a scan from 0 to 135.
the WR TEST indication disappears. A WR AU warning indication appears
with a scan from 135 to 180.
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Navigation
Test Pattern on the ND
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Navigation
Figure 9: Windshear Data Displayed on the NDs
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Navigation
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Navigation
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Training Manual
A320 Family
Navigation

Principle
The Radio Altimeter (RA) System determines the height of the aircraft above the
terrain during initial climb, approach and landing phases. The principle of the radio
altimeter is to transmit a frequency modulated signal, from the aircraft to the
ground, and to receive the ground reflected signal after a certain delay.
The time between the transmission and the reception of the RA signal is proportional to the A/ C height.
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Navigation
Presentation
Transceivers
Each Radio Altimeter System includes one transceiver cooled by a fan installed
underneath the mounting rack. The transceivers are located in the rear cargo compartment. They provide radio height up to 2500 ft which is displayed on PFDs. In
normal operation transceiver 1 provides information to CAPT PFD and transceiver
2 to F/0 PFD.
Antenna
Each Radio Altimeter System includes one Transmission Antenna and one Reception Antenna. The four identical antennae are located under the rear fuselage.
They operate within a frequency range of 4200 to 4400 MHz. The Standing Wave
Ratio (SWR) is less than 1.8 for a frequency between 4275 and 4325 MHz.
Radio Altimeter Users

Radio Altitude 1 and 2 are sent to all DMCs, FWC 1 and 2, ELAC 1 and 2, FMGC
1 and 2 through ARINC 429 buses. Radio Altimeter 1 also provides radio altitude
to the Ground Proximity Warning Computer (GPWC). In addition, both Radio Altimeters are linked to the CFDIU for maintenance purposes. Functional test of the
Radio Altimeter is inhibited in flight by a signal coming from the onside EIU (N2
>min. idle) The LGCIUs provide the flight/ground information.
The Radio Altimeter consists of two independent systems:
Rad/AIti.1 and Rad/AIti.2 which are respectively made up of one receiver, one
transmission antenna and one mount equipped with a fan.
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Navigation
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Navigation
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PFD - Radio Altitude Indications
Navigation
Figure 3: Radio Altitude
1. The Radio Altitude is displayed at the bottom of the Attitude sphere when lower
than 2500 ft.
Radio Altitude is displayed:
In green when 400 ft < RA < 2500 ft with no DH selected
or DH + 100 ft < RA < 2500 ft with DH selected
In amber when RA < or = 400 ft with no DH selected.
RA < or = DH + 100 ft with DH selected.
Radio Altitude is announced by synthetic voice through the cockpit loudspeakers, below 400 ft.
2. Below 300 ft, the lower line of the attitude sphere moves up as the aircraft descends. When the aircraft has touched down, this line merges with the horizon
line. The distance between the horizon line and the lower line of the attitude
sphere is proportional to the Radio Altitude.
3. The distance between the top of the red ribbon and the middle of the altitude
window represents the Radio Altitude.
The red ribbon animated by the Radio Altimeter signal is displayed below 500
ft. This ribbon represents the field elevation.
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PFD - Decision Height Alert
Navigation
Figure 5: DH Indication PFD
1. An amber DH message appears on the PFD when the Radio Altitude reaches
the Decision Height, it flashes for 3 seconds, then stays steady until the ground
is reached.
Hundred Above and Minimum are also announced by synthetic voice
through the cockpit loudspeakers when passing respectively DH + 100, and
DH.
2. The Decision Height has to be entered by the pilot on the MCDU and when entered, is displayed on the Flight Mode Annunciator (FMA) on the PFDs.
Figure 4: Decision Height Alert
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Navigation
PFD - Radio Altimeter Failure
ECAM Warnings
If one Radio Altimeter falls, RA1 or RA2 FAULT message is displayed on the
ECAM, and Radio Altitude remains displayed on both PFD using the healthy altimeter data if both Radio Altimeters fall, RA1 and RA2 FAULT messages are displayed on the ECAM, and the Radio Altitude information is lost.
The MASTER CAUT comes on, the single chime sounds and RA FAULT message
appears on the upper ECAM display.
But when the FLAP lever is set out of zero, a red RA flag is displayed on the
PFDs.
Figure 6: Radio Altimeter Failure
This warning appears in case of RA1 failure.

No system display page is called.
The message NAV RA 1(or 2) FAULT disappears when the CLR pushbutton on
the ECAM control panel is pressed in.
A similar message appears in case of RA 2 failure.
Figure 7: NAV RA Fault
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Bite Displays
Navigation

2.4 ARINC TEST
During the test, observe the following indications on the CAPT PFD:
the bottom sector line moves down from the horizon line.
the radio altitude value indicates 40ft
* At the end of the test, a NO FAILURE DETECTED message appears on the
MCDU.
2.5 RAMP TEST
A start altitude, a stop altitude and a slope must be entered prior to triggering the
test. Then, press the Line Key adjacent to TRIGGER and observe on the CAPT
PFD that:
Radio Altitude starts from the entered value, 1000ft in this example, then decreases at a constant rate of 15 ft/s until reacting the Stop Altitude of 0 ft.
Also notice the movement of the red ribbon arid the lower line of the attitude
sphere.
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Navigation
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Navigation
Notes
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34-43 Traffic Collision Avoidance System

(TCAS)
Principle
The Traffic Collision Avoidance System (TCAS) function is to detect and display
aircraft in the immediate vicinity and to provide the flight crew with indications to
avoid these intruders. The TCAS detects the air traffic control system or TCAS
equipped aircraft and maintains surveillance within a range determined by its sen-
Jun04/THTA
Navigation
sitivity. When an intruder is detected within a certain range, the TCAS displays it
on the navigation display for crew information. When the intruder is relatively near
but does not represent an immediate threat, the TCAS provides an aural and visual information known as traffic advisory. When the intruder represents a collision
threat, the TCAS triggers an aural and visual alarm known as resolution advisory.
The TCAS II indications for flight plan modifications are in the vertical plane only.
The TCAS aural messages can be inhibited depending on higher priority aural
messages. The Resolution Advisory (RA) informs the crew about an available
avoidance maneuver.
Figure 1: TCAS Principle

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34-43-1
Training Manual
A320 Family
Presentation
The TCAS Computer, the heart of the system, ensures two main functions:
a radio-electric transmission/reception function in the L-band frequency for intruder acquisition,
a processing function ensuring total operation control: intruder trajectory computation and tracking, visual and aural alert commands.
The TCAS has two Directional Antennas, one located on the top of the aircraft and
the other on the underside of the fuselage. These antennas, of the transmit/receive type, provide azimuth information on aircraft located within the TCAS surveillance range.
The ATC/TCAS Control Unit, common to the ATC transponders and the TCAS,
enables the operating modes of these two items of equipment to be selected. Information intended for the TCAS is transmitted to the transponders which in turn
transmit it to the TCAS computer.
Associated Items
Two Mode S ATC transponders, one active and the other on standby, are used
with their antennas. Each transponder is linked to the TCAS for transmission
and for reception. Apart from the specific transponder functions (response to
ATC ground station interrogations) they permit communication between the
TCAS and a TCAS-equipped detected aircraft.
Advisories are displayed by the Electronic Instrument System CEIS) by transmission of messages on the buses linking the TCAS to the DMCs 1 and 3 on
the one hand and to the DMC2 on the other hand. The FWCs connected in parallel on these buses monitor the validity of the information. The PFDs provide
indications on the location of intruders in the traffic area, and the PFDs provide
vertical speed correction information to avoid them. The ECAM system also
presents warning messages.
Navigation
The TCAS computer software may be updated by means of a mobile data loader connected to receptacle 194VC on panel 188VU (aft avionics compartment
RH).
Various discretes are used for the inhibition of certain advisories by equipment
with higher priority than the TCAS:
The stall warning forces the TCAS to STBY MODE.
A GPWS warning downgrades TCAS to TA ONLY MODE.
A G/S (Glide Slope) warning inhibits TCAS VOICEs.
Discrete pin program inputs are used:
Audio level, to set the audio level of the synthetic voice output.
The ground display mode specifies TA ONLY MODE, when the aircraft is
on the ground.
All traffic/threat traffic is programmed for all traffic display.
The TA/RA (Traffic Advisory / Resolution Advisory) intruder limit is selected
for a maximum display of eight (8) intruders.
The aircraft altitude limit is programmed, that TCAS computer climb orders
are inhibited above 48000 ft.
Peripherals
The radio altitude in the 0 to 2500 ft range permits modulation of system sensitivity and triggering of inhibit orders.
Barometric altitude information fulfils the same functions as radio altitude information but for the range over 2500 ft. The ADIRU transmits this information to
the TCAS computer across the ATC transponder.
Ground/flight discretes are from the LGCIU.
Maintenance functions are performed via the CFDS.
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Navigation
Figure 2: TCAS Block Diagram
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Navigation
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ATC/TCAS Control Unit
Navigation
Figure 4: ATC/TCAS Control Unit
1. Mode sel
TA/RA:
Normal position.
The RAs, TAs and proximate intruders are displayed if the ALT RPTG
switch is ON and the transponder is not on STBY.
TA:
The TCAS does not generate any vertical orders. This mode should be
used in case of aircraft degraded performance (engine failure, landing gear
extended...) or on parallel runways.
All RAs are converted into TAs. TAs, proximate and other intruders are displayed if the ALT RPTG switch is ON and the transponder is not on STBY.
The TA ONLY white memo is displayed on the NOs.
STBY:
The TCAS is in standby.
2. TRAFFIC sel
THRT:
The other and proximate intruders are displayed only if a TA or a RA is
present at the same time. The altitude range is - 2700 feet to + 2700 feet.
ALL:
The other and proximate intruders are displayed even if no TA or RA is
present at the same time (full time function). The altitude range is -2700 feet
to + 2700feet.
ABV:
The other intruders are displayed within 9900 feet above the aircraft and
2700 feet below.
BLW:
The other intruders are displayed within 9900 feet below the aircraft and
2700 feet above.
The other intruders are not displayed if within 1200 feet of the aircraft regardless of altitude range seIection.
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Display of Intruders
Navigation
Figure 5: ND - TCAS Symbology
Intruders are displayed on the ND5 in ROSE or ARC mode only for 10, 20 or 40
NM selected ranges.
The traffic indications provide a view of the situation in the surveillance area. The
aircrafts, present in this area, are represented by symbols and associated tags.
The position of the symbols on the display enables to determine the distance
(range) and the bearing in the airspace.
Both color and shape of the symbols are used to discriminate traffic according to
the level of threat. The tags indicate relative altitude and vertical trend. The up/
down arrow is displayed, when the intruder is climbing/descending with >500 ft/
mm.
The various symbols are presented below:
1. Other traffic, for intruders with a range greater than 6NM or a vertical distance
within +/- 2700 ft.
Other traffic is not displayed, when TAs and RAs are detected.
2. Proximate Traffic, for intruders with a range within 6NM and a vertical distance
within +/- 1200 ft, which do not enter in the TA or RA categories.
3. Traffic Advisory (TA), for intruders near the aircraft, which do not represent an
immediate threat but may become a collision threat.
4. Resolution Advisory (RA), for intruders, which also advise a vertical speed on
the PFD.
Corrective RA: the pilot must modify present vertical speed.
Preventive RA: the pilot must avoid certain vertical speed ranges.
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Aural Alerts (Synthetic Voice)
Aural alerts (synthetic voice) generated by the TCAS computer and broadcast via
the flight compartment loudspeakers, at a programmed level. TAs are accompanied by the voice alert TRAFFIC TRAFFIC.
RAs, commanding trajectory correction or holding visual orders are accompanied
by the following voice announcements:
CLIMB, CLIMB, CLIMB.
Climb at the rate shown by the green sector on the PFD V/S-scale.
CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB.
As above except that it further indicates that own flight path will cross through
that of the intruder.
REDUCE CLIMB, REDUCE CLIMB.
Reduce vertical speed to that shown by the green sector on the PFD.
INCREASE CLIMB, INCREASE CLIMB.
Follows a climb advisory. The vertical speed of the aircraft should be increased.
CLIMB, CLIMB NOW, CLIMB, CLIMB NOW.
Follows a descend advisory when a reversal in sense is required to achieve
safe vertical separation from a maneuvering intruder.
DESCEND, DESCEND, DESCEND.
Descend at the rate indicated by the green sector on the PFD.
DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND.
As above except that it further indicates that own flight path will cross through
that of the intruder.
REDUCE DESCENT, REDUCE DESCENT.
Reduce vertical speed to that shown by the green sector on the PFD.
INCREASE DESCENT, INCREASE DESCENT.
Follows a descend advisory. The vertical speed of the descent should be increased.
DESCEND, DESCEND NOW, DESCEND, DESCEND NOW.
Follows a climb advisory when a reversal in sense is required to achieve safe
vertical separation from a maneuvering intruder.
Two other aural advisories are also generated:
MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED.
Jun04/THTA
Navigation
Indicates that a forbidden vertical sPeed range exists (red sector) and that pilot
must monitor vertical speed so as not to enter this range (Preventive Advisory).
CLEAR OF CONFLICT.
Indicates that separation has been achieved and range has started to increase.
Advisory Inhibit Conditions

In particular conditions, certain advisories are not generated as they could lead the
pilot to adopt flight conditions that are hazardous or outside the aircrafts performance capability.
CLIMB RAs are inhibited above 48000 ft.
INCREASE DESCENT RAs are.inhIbited below 1450 ft AGL (Above Ground
Level).
DESCEND RAs are inhibited below 1200 ft AGL when climbing and below
1000 ft AGL when descending.
Below 500 ft AGL, inhibition of all RAs.
Below 400 ft AGL, inhibition of aural TAs.
Advisory inhibit discretes:
Three discretes are used to manage priority between stall-, GPWS-, C/S warning and the TCAS computer.

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Figure 6: ND - TCAS Indication
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Navigation
Figure 7: ND - TCAS Indication

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ND - TCAS Messages
Navigation
Figure 8: ND - TCAS Messages
Messages associated with change of mode/range

Messages signaling to the pilot the presence of TA or RA intruders when the ND
mode or range is inadequate to display them.
The following messages are displayed in the center of the screen:
TCAS: REDUCE RANGE
TCAS: CHANGE MODE
These messages are amber if the most dangerous intruder is a TA. They are red
if the most dangerous intruder is a RA.
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Specific TCAS Messages
Navigation
Figure 9: ND - TCAS Messages
The lower part of the ND is used to display the following TCAS messages (in decreasing priority order):
1. TCAS in red (TCAS failure or garbled TCAS frame).
2. TA ONLY in white (the TCAS computer operates in TA ONLY mode).
3. Messages concerning the 2 most dangerous intruders without bearing. The
color of the text corresponds to the type of intruder:
amber for TA, red for RA.
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PFD - TCAS Indications
Navigation
Figure 10: PFD - TCAS Indications
Aircraft Control Information on the PFD

Resolution advisories are represented on the vertical speed scale of the PFD by
indications given in form of a band made UP of colored sectors:
a red sector represents a forbidden vertical speed range,
a green sector indicates the vertical speed range the aircraft should fly in to
avoid a collision.
Corrective resolution advisories are displayed to advise the crew to perform an
avoidance maneuver in the vertical sense (climbing, descending, reducing vertical
speed in climb or descent phase, etc.).
When resolution advisories are displayed, the vertical speed scale surface changes from trapezoidal to rectangular. The grey background is replaced by green and
red sectors defining the optimum vertical speed values. The pilots task is to
maneuver the aircraft to keep the needle out of the red sectors and place it in the
adjacent green Fly-to sector.
Preventive resolution advisories advise the pilot to avoid vertical speeds that could
lead to a hazardous situation. They are represented by one or two red sectors on
the vertical speed scale. The pilot must keep the vertical speed of his aircraft outside these zones.
For example, if own and intruders flight Paths are horizontal and cross through
each other, the intruder being at a higher flight level, if the vertical separation is
sufficient it is not necessary to modify the aircraft flight path. The positive vertical
speed sector is in red to indicate that the aircraft may remain at its present level
or may descend but must not climb.
If intruders are detected above and below, two red sectors are displayed leaving
an uncolored zone around the zero value on the vertical speed scale advising the
pilot to maintain the aircraft at its current level.
The next figures show several examples of corrective and preventive advisories.
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Navigation
Figure 11: PFD - TCAS Indications
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TCAS Messages on PFD and ECAM
Navigation
Display on the upper ECAM DU
Display on the PFD

A red TCAS flag appears to the left of the vertical speed scale on the PFD if the
TCAS cannot deliver RA data (see below left).
If a TCAS failure is detected, an amber warning message NAV TCAS FAULT

is displayed on the upper ECAM DU (see below right). The conditions for this
FWC generated warning is shown in the table below.
Selection of the TCAS OFF mode or the ATC STRY mode on the ATC/TCAS
control unit results in the display of the TCAS STBY message (green) in the
memo section of the upper ECAM DU (see below right).
Figure 12: TCAS Messages on PFD and ECAM
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Test Display on ND and PFD
Test
A quick check of the correct operation of the TCAS can be performed by activating
the TCAS TEST function through the CFDS.
The self-test sequence checks the main functions of the computer, which generates the test displays (see below).
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Navigation
At the end of the test sequence (eight seconds), the system generates a synthesized voice message:
TCAS TEST PASS, if the system operates correctly, or
TCAS TEST FAIL, if an anomaly has been detected. In this case the NDs, the
PFDs and the ECAM shows failure messages.
Figure 13: Test Display on ND and PFD

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Functional Test via CFDS
Navigation
The access to the TCAS BITE menu is shown on 34-00. Since all system maintenance sub-menu items (LAST-, PREVIOUS LEGS REPORT, etc.) are similar (refer to 34-10, BITE Displays), only the TCAS TEST sequence is shown here.
CFDS
The CFDS permits to present the TCAS computer failures on the Multipurpose
Control and Display Units (MCDU) and on the printer.
The test ends with the synthesized voice message TCAS TEST PASS/FAIL, and
the TCAS computer - upon an interactive operation by pushing YES/NO keys - reports a (reliable...) system health information.
Figure 14: Functional Test via CFDS
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Figure 15: Functional Test via CFDS
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Figure 16: Schematic
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34-48 Ground Proximity Warning System

(GPWS)
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Presentation
GPWS
The system consists of one computer, two pushbuttons with integral lights and a
control panel.
The GPWC processes navigation data in order to provide aural and visual
warnings in harzardous conditions.
Visual warnings consist of GPWS GIS pushbutton lights.
The GPWS Control panel provides local GPWS warning and permits inhibition
of certain modes to avoid warning nuisances.
Navigation
The SYS pushbutton switch located on the control panel allows complete or
partial inhibition of GPWS operation.
Outputs
Two discrete outputs, from the GPWC, control the illumination of the GPWS G/S
warning light.
The GPWS light comes on red when a warning is generated by the GPWC for
modes 1 to 4.
The G/S light comes on amber when mode 5 is activated.
These discrete outputs are also sent to the FWCs to inhibit auto call out, when the
Digital Inputs
GPWS or G/S warnings are in progress and to inhibit the TCAS.
The GPWC receives the following serial digital data inputs:

Radio altitude from radio altimeter transceiver 1.
Glide slope deviation, localizer deviation, selected runway heading from ILS receiver 1.
Present position and track data from FMGC 1. The Present Position allows
identification of airports having non standard approach or departure and permits modification of the GPWS profile in order to prevent warning nuisances.
Barometric altitude, barometric vertical speed, computed airspeed, present position, magnetic heading from ADIRU 1.
A FAULT discrete signal is sent to the GPWS control panel.This signal controls
Illumination of the FAULT light on the SYS pushbutton.
A FAULT discrete signal is also sent to both System Data Acquisition Concentrators (SDACs).
This signal is used to generate the ECAM Warning GPWS FAULT message.
The audio output is used by the cockpit loudspeakers to broadcast aural warnings.
Audio signals consist of synthetic voices wich identify the activated mode.
Discrete Inputs
The Slat Flap Control Computer 1 (SFCC 1) sends discrete data to the GPWC.
These data are Flap position 3 and FULL.
The Flight Warning Computer 1 and 2 (FWC 1 and 2) send discrete data to the
GPWC. They send a stall warning signal to inhibit all GPWS modes.
Landing Gear Control Interface Unit 1 (LGCIU 1) sends discrete data to the
GPWC.
A Flight/Ground signal is used by the GPWC for test purposes, and landing
gear position is used for mode 4 Unsafe terrain clearance.
The ECAM Control panel sends an audio suppression signal. When EMERGENCY CANCEL pushbutton is pressed, the GPWS warnings are momentarily cancelled.
When pressed, the GPWS Glide Slope pushbutton (GPWS G/S) sends a
ground signal to the computer. This ground signal triggers the Self-Test of the
system.
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GPWS Control Panel
GPWS Visual - and Aural Warnings
SYS Pushbutton
The digital and discrete data inputs are processed to compare the aircraft behaviour with a predetermined warning envelope.
When the SYS pushbutton is in the normal position, all the GPWS modes are
available.
The FAULT light comes on amber associated with ECAM activation when a
GPWS fault is detected. All warnings are inhibited.
When switched OFF, the OFF light comes on and all warnings are inhibited.
If the warning envelope is penetrated, then visual and aural warnings are generated. The aural messages are broadcast through the cockpit loudspeakers and
visual warnings are indicated by the GPWS and G/S lights.
Figure 4: GPWS Principle
G/S Mode Pushbutton

When the Glide slope mode is set to OFF, the mode 5 warning is inhibited.
This inhibition is used in case of voluntary descent below GS axis.
FLAP Mode Pushbutton

To avoid warning nuisance in case of abnormal flap landing, the mode 4 is inhibited when the FLAP MODE pushbutton is set to OFF.
This inhibition is used by the crew if the flaps jam.
LDG FLAP 3 Pushbutton

When the LDG FLAP 3 pushbutton is set to ON, (GPWS mode 4) TOO LOW
FLAPS message is inhibited in case of landing with flaps not in full configuration,
but in configuration 3.
When released out, the mode 4 is fully operative.
This inhibition is used by the crew in case of voluntary landing with flaps set to posItion 3.
Figure 3: GPWS Control Panel
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Mode 1 - Excessive Rate of Descent

Penetration of the first warning envelope triggers the voice warning: SINK RATE;
penetration of the second warning envelope triggers: WHOOP WHOOP PULL UP.
In both cases, the GPWS red lights are on.
The Barometric rate is used in relation to Radio Altitude to trigger the warnings.
This mode provides the crew with visual and audio warnings for high descent rates
towards terrain. The crew receives timely warnings for rapidly increasing sink
rates near the runway when landing. The warnings remain activated until the aircraft gets out of the warning envelope.
Figure 5: Mode 1 - Excessive Rate of Descent
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Mode 2 - Excessive Terrain Closure Rate

Penetration of the warning envelope triggers a repetitive voice: TERRAIN - TERRAIN; WHOOP WHOOP PULL UP. It is accompanied by the illumination of the
GPWS red lights.
This mode uses radio altitude and radio altitude rate to trigger the warnings. This
mode has two areas of application:
MODE 2A, when the flaps are not in landing configuration.
MODE 2B, when the flaps are in landing configuration.
After leaving the warning area the repeated TERRAIN message will persist until
an increase of baro altitude of 300 ft is obtained.
Figure 6: Mode 2 - Excessive Closure Rate with Terrain
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Mode 3 - Descent after Take-Off

The DONT SINK aural warning is activated if the aircraft loses altitude during
take-off. It is accompanied by the illumination of the GPWS red lights.
This mode provides a warning based on filtered barometric altitude and radio altitude. This warning is only provided during take-oft whenever the aircraft loses too
much altitude before reaching 667 ft radio altitude. An expanded upper limit of
1333 ft RA is used at higher airspeeds to prevent premature switching from mode
3 to a possible mode 4 warning (occurrence above 210 Kts) at climbout.
Figure 7: Mode 3 - Descent After Take-off and Minimum Terrain Clearance
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Mode 4 - Unsafe Terrain Clearance
Navigation
Figure 8: Mode 4 - Unsafe Terrain Clearance
According to the Radio Altitude and the Airspeed, three types of synthetic voices
are activated:
TOO LOW GEAR
TOO LOW TERRAIN
TOO LOW FLAPS.
These warnings are accompanied by the illumination of the GPWS red lights.
Depending on the aircraft configuration, gear up, gear down, flaps extended or retracted and the aircraft speed in relation to Radio Altitude, various aural warnings
are activated.
The TOO LOW GEAR warning has priority over the TOO LOW FLAPS warning.
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Mode 5 - Descent below Glide Slope
ECAM Warning
The GLIDE SLOPE synthetic voice is activated if the aircraft deviates too much
below the glide slope beam during an ILS approach. It is accompanied by the illumination of the G/S amber lights.
The MASTER CAUTION light comes on, a single chime sounds, and the FAULT
light on the GPWS control panel comes on.
MODE 5 provides two levels of warning when the aircraft flight path descends below the glide slope beam on front course ILS approche. In both areas the alert is
a repeated voice message of GLIDE SLOPE. The voice message amplitude is increased when entering the hard warning area.
When the FAULT light comes on, the Ground Proximity warnings are inhibited and
no GPWC self-test is possible.
The mode is armed when a valid signal is received by ILS 1. By pressing the G/S
MODE pushbutton switch to OFF, the mode 5 warning is inhibited.
This warning appears when a system FAULT has been detected by the GPWC.
The NAV GPWS FAULT message disappears when the CLR pushbutton on the
ECAM control panel is pressed.
Figure 10: NAV GPWS Fault
Figure 9: Mode 5 - Descent Below Glide Slope
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Cockpit Flight - and Ground Test
This test is initiated by pressing either GPWS G/S pushbutton for at least 0.5 seconds.
If the test is satisfactory, the GPWS FAULT light on the GPWS control panel
comes on, the GLIDE SLOPE soft aural warning is generated, WHOOP WHOOP
PULL UP aural warning is generated, then the GPWS and G/S lights come on.
This test is only possible above 1000 ft with an airspeed greater than 90 Kt.
Figure 11: Cockpit Flight Test
Navigation
If the test is satisfactory, after completion of the ground test sequence all aural
warnings are generated in the following order:
SINK RATE
WHOOP WHOOP PULL UP
TERRAIN
WHOOP WHOOP PULL UP
DONT SINK
TOO LOW
TOO LOW GEAR
TOO LOW FLAPS
TOO LOW TERRAIN
GLIDE SLOPE
MINIMUMS
Figure 12: Cockpit Ground Test
This test is initiated by pressing either GPWS G/S pushbutton for at least 0.5 seconds.
The test sequence is identical to that of the flight test but also includes an internal
test of processor and memories.
Test conditions are:
radio altitude lower than 30 feet.
landing gear downlocked.
Moreover if the GPWS G/S pushbutton is maintained pressed in or pressed again
during the WHOOP WHOOP PULL UP sequence, the vocabulary test is carried
out.
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Maintenance Test - Present Status
The BITE display provides the following sequence:
This test is controlled by the STATUS/HISTORY switch located on the front face
of the ground proximity warning computer.
Figure 14: Present Status
This test permits display of either PRESENT STATUS or FLIGHT HISTORY messages on an 8-character BITE display fitted above the switch.
Figure 13: Maintenance Test
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Maintenance Test - Flight History
Navigation
The BITE display provides a sequential readout of system failures (if any), stored
during the previous ten flights.
Figure 15: Flight History
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The following faults can only occur during functional testing of the GPWC at a repair facility using the GPWS test set.
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Figure 19: Bite Display - LEG Reports/Class 3 Faults/LRU Ident
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Figure 20: Bite Display - GND Scanning/Ground Report
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Figure 21: Bite Display - Trouble Shooting Data/Test
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34-48 Enhanced Ground Proximity

Warning System (EGPWS)
Navigation
34-48 Enhanced Ground Proximity Warning
Figure 22: EGPWS
Description
The Enhanced Ground Proximity Warning System (EGPWS) generates aural
voice and visual warnings when one of the following conditions occurs between
radio altitudes 30 feet and 2450 feet for modes 2, 4, 5 and between 10 feet and
2450 feet for modes 1 and 3.
Mode 1 : excessive rate of descent
Mode 2 : excessive terrain closure rate
Mode 3 : altitude loss after takeoff or go around
Mode 4 : unsafe terrain clearance when not in landing configuration
Mode 5 : excessive deviation below glide slope.
In addition to the basic GPWS functions the GPWS has an enhanced function
(EGPWS) which provides, based on a world wide terrain database :
A Terrain Awareness Display (TAD), which predicts the terrain conflict, and
displays the terrain on the ND.
A Terrain Clearance Floor (TCF), which improves the low terrain warning during landing.
The cockpit loudspeakers broadcast, even if turned off, the aural warning or caution messages associated with each mode. The audio volume of these messages
is not controlled by the loudspeaker volume knobs. (These knobs allow the adjust
audio volume for radio communication only).
GPWS lights come on to give a visual warning for modes 1 to 4. For mode 5 the
glide slope (G/S) lights come on on the captain and first officer instrument panel.
NOTE: A number of airports throughout the world have approaches or departures
that are not entirely compatible with standard GPWS operation. These airports are
identified in the database in such a way that when the GPWS recognizes such an
airport, it modifies the profile to avoid nuisance warnings.
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Figure 23: EGPWS Schematic
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Figure 24: EGPWS Component Location
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EGPWS Functions
Navigation
Figure 25: Terrain Caution and Warning Enveloppe
Terrain Awareness And Display

The Terrain Awareness and Display (TAD) function computes a caution and a
warning envelope ahead the aircraft, according to the aircraft altitude, the nearest
runway altitude, the range to the nearest runway threshold, the ground speed and
the turn rate. When the boundary of these envelopes conflicts with the terrain
memorized in the database, the system generates the relevant alert :
Alert Level
Aural Warning
ND
Local Warning
Warning
TERRAIN AHED,
PULL UP
Automatic terrain
display*
Solid red areas
TERR AHEAD
(red)
The P.B. light

comes on, on
each pilots
instrument
panel
Automatic Terrain
Display pop up*
Solid Yellow
Areas
TERR AHEAD
(amber)
The P.B. light

comes on, on
each pilots
instrument
panel
Caution
TERRAIN
AHEAD
Figure 26: Vertical Enveloppe
* When the TERR ON ND switch is selected ON, the ND displays the terrain memorized in the database according to the aircraft position, when ARC or ROSE
mode is selected. The terrain is displayed in green, yellow, red or magenta and
with various density depending on the threat, (INDICATIONS ON ND). When an
alert is generated (either caution or warning) and the TERR ON ND is not selected, the terrain is automatically displayed and the ON light comes on on the TERR
ON ND pushbutton switch.
NOTE: When TERR ON ND is selected, the weather radar display image is not
displayed although the weather radar is ON.
If the crew identifies that the navigation accuracy is low, then the crew must select
the enhanced mode off via the TERR pushbutton. The 5 GPWS modes remain activ.
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Figure 29: EGPWS Terrain Background Display
Figure 27: Horizontal Enveloppe
Terrain Clearance Floor

A terrain clearance floor envelope is stored in the database for each runway for
which terrain data exist. The Terrain Clearance Floor (TCF) function warns a premature descent below this floor, regardless of aircraft configuration.If the airplane
descends below this floor, a TOO LOW TERRAIN aural warning is annunciated,
and the pushbutton light comes on on the glareshield
Figure 28: .TCF
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Figure 31: Main Instrument Panel
1. SYS pb sw
OFF : All basic GPWS alerts (Mode 1 to 5) are inhibited.
FAULT lt : This amber light comes on, along with an ECAM caution, if the basic
GPWS mode 1 to 5 malfunctions.
NOTE: If ILS 1 fails, only mode 5 is inhibited. Consequently, the FAULT light does
not come on and GPWS FAULT warning is not triggered.
2. G / S MODE pb sw
OFF : Glide slope mode (mode 5) is inhibited.
3. FLAP MODE pb sw
OFF : Flap mode (.TOO LOW FLAPS" mode 4) is inhibited. (To avoid nuisance
warning in case of landing with reduced flaps setting). Moreover if LDG CONF 3
is selected on MCDU the flap mode will be automatically inhibited when FLAPS 3
position is reached.
4. LDG FLAP 3 pb sw
MAIN INSTRUMENTS PANEL

1. GPWS G/S pb
OFF : Flap mode is inhibited when FLAPS CONF 3 is selected (to avoid nuisance
warning in case of landing in CONF 3). In this case, LDG MEMO displays FLAPS
... 3 instead of .CONF ... FULL".
5. TERR pb sw
GPWS : This red light comes on when any mode from 1 to 4, or any TAD or TCF
alert is activated. A specific voice warning accompanies it.
OFF : Inhibits the Terrain Awareness Display (TAD) and Terrain Clearance Floor
(TCF) modes, and does not affect the basic GPWS mode 1 to 5.
NOTE: If the flight crew presses this button briefly when a glide slope warning is
on, the G/S light goes out and the .GLIDE SLOPE" aural warning (soft or loud)
stops. To test the GPWS, flight crew can push this button briefly :
In flight, above 1000 feet RA and below 8000 feet RA :
GPWS FAULT light comes on on the overhead panel.
The soft .GLIDE SLOPE" aural warning sounds.
The .WHOOP WHOOP PULL UP" aural warning sounds (once).
The GPWS and G/S lights come on.
TERR FAULT light comes on.
The .TERRAIN AHEAD PULL UP" or .TERRAIN TERRAIN PULL UP" aural
warning soumds.
The terrain self-test pattern is displayed on both NDs.
On ground:
As above, plus pressing the switch either continually or during the .PULL
UP" sequence, makes all aural warnings sound.
FAULT lt : This amber light comes on, along with an ECAM caution, if the TAD or
TCF mode fails. The basic GPWS mode 1 to mode 5 are still operative if the SYS
pushbutton switch lights OFF or FAULT are not illuminated
Figure 30: Overhead Panel.
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G/S : This amber light comes on when mode 5 is activated. The aural .GLIDE
SLOPE" warning accompanies it.

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Figure 32: ECAM Messages Displayed on Upper and Lower DU
2. GPWS G/S pb
These switches are located on either side of the ECAM. Each switch controls the
onside terrain display.
ON : The terrain data is displayed on the ND and ON light comes on on the TERR
ON ND pushbutton switch.
OFF : The terrain data is not displayed on the ND.
Note: If the Terrain Awareness Display (TAD) mode generates a caution or a
warning while the TERR ON ND is not switched ON, terrain data is automatically
displayed on the NDs (see EGPWS specific caution and warning due to TAD
mode) and ON lights come on on the TERR ON ND pushbutton switch.
To differenciate between the terrain and the weather display, the terrain display
sweeps from the center outward to both sides of the ND.
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Figure 33: EGPWS Schematics
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Figure 34: EGPWS Schematics
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34-51 Distance Measuring Equipment

(DME)
Principle
The Distance Measuring Equipment (DME) provides digital readout of the aircraft
slant range distance from a selected ground station. The system generates interrogation pulses from an onboard interrogator and sends them to a selected ground
station. After 50 micro seconds the ground station replies. The interrogator determines the distance in Nautical Mile (NM) between the station and the aircraft. The
interrogator detects the Morse audio signal which identifies the ground station.
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Presentation
Navigation
Suppressor
Tuning
The TUNING of DME interrogators is performed by the Flight Management and
Guidance Computers or using Radio Management Panels Each DME interrogator
is connected to one RMP.
In normal operation, each DME interrogator is tuned either automatically by the
onside FMGC, or manually through the MCDU (port A). Should the onside FMGC
fail, the DME is tuned by the opposite FMGC (port B).
A coaxial suppressor connects the ATC s and TCAS to the DME interrogators to
prevent reception from one system while the other is in transmission mode. This
is necessary because the DME and the ATC systems operate in the same frequency band.
LGCIU
The Landing Gear Control Interface Unit (LGCIU) provides ground/flight information to the DME interrogator.
RMI VOR/DME
In case of dual FMGC failure, the RMPs enable BACK-UP tuning.
DME 1 and 2 indication is provided on the DDRMI.
Antenna
The ANTENNA transmit the DME interrogation and receive the reply from the selected ground station.
The DME ANTENNA is a blade antenna used for transmission and reception. lt is
identical to the ATC Antenna (same part number).
AMU
The pilot can adjust the volume of the selected ground station identification audio
signals using the VOR or ILS pushbuttons on the Audio Control Panel, according
to the ground station type.
The selected ground station identification audio signals are transmitted to the Audio Management Unit (AMU) and then dispatched to the headsets and/or loudspeakers.
DME Information Users

DME Information is displayed on PFDs or NDs and on the VOR/DME RMI.
FMGCs use DME information for aircraft position computation.
If DME/ILS stations are colocated, the DME information is displayed on the PFDs.
If DMENOR stations are colocated, the DME information is displayed on the NDs+
RMI.
CFDIU
DME System tests are initiated through the CFDS using the MCDU.
The CFDIU permits testing and trouble shooting of the DME System using the
MCDU. Tests are only allowed on ground.
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Figure 3: VOR/DME Frequency Selection via RMP
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PFD Indications
With ILS/DME colocated stations, the ILS/DME distance is displayed in magenta
on the PFD, provided the ILS pushbutton switch on the EFIS control section has
Navigation
been pressed in. In case of non reception of signals from DME stations, DME distance is replaced by dashes. A DME system failure is Indicated by a red DME 1(2)
flag.
Figure 4: DME Indications on PFD
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ND Rose Mode
DME information is displayed on NDs, in ROSE mode when the ADF/VOR/OFF
switches are set to VOR position and if a DME station is colocated with the VOR
station.
Figure 5: Rose Mode
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ND ARC Mode
DME information is displayed in ARC mode, when the ADF/OFF/VOR switches
are set to VOR position and if a DME station is colocated with the VOR station. In
ROSE NAV-, ARC- or PLAN mode, when the VOR.D pushbutton is pressed,
VOR-, DME- and VOR/DME ground stations, stored in the FMGC data base, are
Navigation
displayed. DME stations are represented by a circle, VOR/DME stations are represented by a circle plus a cross and VOR stations are represented by a cross. In
the example above, only VOR/DME OL and DME AVD are added to the display, by pushing the VOR.D button. All other navaids are displayed, because they
are part of the flight plan (AGN, LMG, AMB, CDN) and/or (CGC) tuned for display.
Figure 6: ARC Mode
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ND -DME Failure
In case of non reception of signals from DME stations, DME distance information
is replaced by dashes. in case of DME failure, a red flag is displayed instead of the
distance.
Figure 7: DME Failure
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BITE Displays
BITE access (2)
2.1 If no failure is detected NO FAULT is displayed. Here is an example of the display when failures are reported.
2.4 When test is initiated, the following sequence occurs:
Red DME 1 FLAG appears on PFD 1, NDs and RMI then this flag is replaced by dashes for 2 seconds (Non Computed Data), then dashes are replaced by 0.0 NM until the test is completed.
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Principle
The Air Traffic Control (ATC) transponder is an integral part of the Air Traffic Control Radar Beacon System. The transponder is interrogated by radar pulses re-
Jun04/THTA
Navigation
ceived from the ground station. It automatically replies by a series of pulses.

These reply pulses are coded to supply identification and automatic altitude reporting of the aircraft on the ground controllers radar scope. These replies enable
the controller to distinguish the aircraft and to maintain effective ground surveillance of the air traffic. The ATC transponder also responses to interrogation from
aircraft equipped with a Traffic Collision Avoidance System.

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System Presentation
Navigation
Suppressor
Control Unit
A single ATC control unit enables system selection. It provides the selected transponder with code and function data and, in return, receives status data. The ATC
control unit converts selected mode and selected code into digital data and transmits this data on an ARINC 429 bus to the selected transponder.
ADIRUs
ADIRU 1 and ADIRU 2 respectively transmit altitude information to ATC 1 and 2
transponders to allow altitude reporting operation.
A coaxial suppressor connects the ATC S and TCAS to the DME interrogators to
prevent reception from one system while the other is in transmission mode. This
is necessary because the ATC and DME systems operate in the same frequency
band.
ATC Mode S
The ATC Mode S transponder provides identification data (the fleet ident, by pinprogrammed mode S address and the flight ident from the FMGC) and exchanges
control- and coordination data with the TCAS.
The ATC transponder 1 or 2 uses ADIRU 3 data if either of the other ADIRUs fails.
Antenna
The antenna receive the interrogation coming from the ground station and transmit the reply. The transponder selects the top- or bottom antenna, depending on
signal strength.
The ATC ANTENNA is a blade antenna used for transmission and reception. It is
identical to the DME antenna (same part number).
LGCIU
The Landing Gear Control Interface Units (LGCIU) 1 and 2 provide Ground/Flight
information to the ATC Control Unit which in turn sends this information to each
transponder.
CFDIU
ATC system tests are Initiated through the CFDIU using the MCDU.
The CFDIU permits testing and trouble-shooting of the ATC system using the
Switching
In case of failure of ADIRU 1 or 2, you can select ADIRU 3 as altitude information
source using the AIR DATA selector.
On NORM position, each transponder uses altitude data from its corresponding
ADIRU through input 1. If the AIR DATA SELECTOR is set to CAPT 3 or F/O 3,
the corresponding transponder uses altitude data from ADIRU 3 through Input 2.
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ATC/TCAS Control Panel
The aircraft has two ATC transponders which are controlled by a dual control box
on the center pedestal. Only the selected transponder operates. The associated
ADIRS (1 for transponder 1 etc...) supplies the altitude for altitude reporting. In
Navigation
case of a failure, ADIIRS 3 can do this when selected by the AIR DATA SWITCHING selector. To insert new ATC Transponder code, the clear pushbutton must be
pushed twice.
Figure 3: ATC/TCAS Control Unit
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BITE Displays
BITE access (2)
2.4 When the test is initiated the following sequence occurs:
Navigation
The FAULT light on the ATC control unit comes on for 3 seconds, then
FAULT light goes off, and after 8 seconds, TEST OK appears on the MCDU
page.
When the selected system on the ATC control panel is different from the
system tested, the following message appears on the MCDU: PLEASE
CHECK IF THE CONTROL PANEL SWITCH IS ON SYSTEM (1 or 2) AND
PRESS TEST KEY.
Figure 4: BITE Displays
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Principle
The Automatic Direction Finder (ADF) is a radio navigation aid which receives and
interprets the signals provided by a non directional ground station. The combina-
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Navigation
tion of signals, received from two loop antennae and from one omni-directional
sense antenna, provides bearing information. The two loop antennae are positioned 90 apart on the aircraft structure. The signal from the omnidirectional
sense antenna is not affected by the relative bearing. An additional Morse signal
is provided to identify the selected ground station. The ADF system also provides :
Aural identification of the ground station and Decoding of the Morse identification
which is received by the sense antenna.

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Presentation
CFDIU
The ADF system is provided with:

1 RECEIVER
1 Sense and Loop ANTENNA.
ADF1 BITE information is transmitted to the CFDIU to allow system tests.

The CFDIU permits testing and trouble shooting of the ADF system using the
The aircraft is equipped with a single ADF system.
LGCIU
The Landing Gear Control Interface Unit provides a ground/flight information to
the ADF receiver.
Receiver
The tuning of the ADF receiver is performed by the Flight Management and Guidance Computers or Radio Management Panel. ADF1 is connected to RMP1.
In normal operation, ADF1 receiver is tuned either automatically by the FMGC1,
or manually through the MCDU(port A). Should FMGC1 fall, the ADF is tuned from
the opposite FMGC (port B). In case of dual FMGC failure, the RMP1 enables
back up tuning.
Antenna
The ADF antenna combines two loop antennae, called longitudinal and lateral antennae, one omnidirectional antenna and their preamplifiers supplied by the ADF
receiver.
The ADF antenna operates in the 190 to 1750KHz frequency band. It also incorporates a test loop which permits the self test of the antenna.
AMU
The ADF receiver demodulates identification or voice signals transmitted by the
station, and sends these signals to the AMU which dispatches them to the crew
headsets or loudspeakers.
Each pilot can adjust the volume of these signals using the ADF pushbutton on his
audio control panel.
ADF Display Information

ADF data are displayed on the Navigation Displays in ROSE mode and ARC
mode. Bearing and identification data are sent to the 3 DMCs to be displayed on
the NDs.
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Navigation
Frequency Selection
For tuning description, see 34-00
Figure 3: Frequency Selection
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ROSE/ARC Modes
Navigation
Figure 4: ROSE/ARC Modes
1. The ADF/OFFNOR selectors enable the ADF or VOR station bearing and identification or frequency to be displayed in Rose and ARC modes.
ADF/OFF/VOR switches in ADF position enable the characteristics of ADF 1
station to be displayed in the lower left corner of the ND.
2. If the ADF/OFFNOR switch number 1 is set to ADF and if ADF 1 data are available, a single green bearing pointer indicates ADF 1 bearing.
If the ADF/OFFNOR switch number 2 is set to ADF, no bearing or station characteristics are displayed, as ADF system 2 is not installed.
A single pointer on the heading dial shows the bearing of the ADF station.
3. ADF station characteristics are displayed in the bottom corners of the ND.
shape of the associated bearing pointer.
morse identified station, if decoded by the ADF receiver or frequency by default.
mode of tuning:
nothing if automatically tuned by FMGC
M if manually tuned by FMGC (using MCDU)
A if manually tuned by RMP
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Navigation
ADF NDB P/B
ADF Failure
The NDB pushbutton enables, in ROSE NAV-, ARC- or PLAN mode, to display
ADF stations stored in the FMGC data base, which are neither included in the
flight plan, nor tuned for display. These ADF stations are identified by a magenta
triangle. The tuned navaids, shown on the RADIO NAV page are always displayed
in cyan colour, independent of the selection of the ADF/OFF/VOR swItch,
VOR.D- or NDB pushbutton. In the example below, the tuned ADF1 station
TN is displayed with a cyan triangle and the ADF station TS (FMGC stored) is
displayed with a magenta triangle; the latter only after pushing the NDB pushbutton.
In case of an ADF system failure, the corresponding pointer disappears, and the
corresponding red flag appears at the bottom corner of the ND.
In case of non reception of signal from the ADF station, the associated pointer
goes out of view and frequency is displayed instead of the station identification.
Figure 6: ADF Failure
Figure 5: ADF NDB P/B
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BITE Displays
BITE access (2)
2.1 If no failure is detected NO FAULT is displayed.
Here is an example of the display when failures are reported.
Navigation
2.4 When the test is initiated, the following sequence occurs:

The pointer disappears and a red ADF flag is displayed on both NDs, then the
flag disappears and after a few seconds the pointer indicates a relative bearing
of 135 degrees.
After 15 seconds, the test ends and TEST OK message appears on the MCDU.
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34-55 VOR / Marker
Navigation
34-55 VOR / Marker
MKR Principle
The Marker system is a radio navigation aid which determines the distance between the aircraft and the runway threshold.
VOR Principle
The VOR system is a navigation aid which receives, decodes and processes bearing information from the omnidirectional ground station. The phase difference between the reference and the variable phase is function of the aircraft position with
respect to the ground station. The VOR system provides the bearing information
from the difference between two phases transmitted by a ground station. The VOR
system is a medium- range radio aid. The VOR system also provides :
When the aircraft overflies one of these Marker transmitters, the system provides
aural and visual indications to the flight crew.
The aircraft angular and FROM/ TO position with respect to a selected course.
A Morse signal which identifies the station.
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Navigation
34-55 VOR / Marker
Presentation
LGCIU
Tuning
The Landing Gear Control Interface Unit (LGCIU) provides ground/flight information to the VOR/MARKER receivers.
The tuning of VOR MARKER receivers is performed by the Flight Management

and Guidance Computers or using the Radio Management Panels.
RMI VOR/DME
Each VOR/MARKER receiver is connected to one RMP, in normal operation, each

receiver is tuned either automatically by the onside FMGC or manually from the
MCDU (port A). Should the onside FMGC fall, the VOR is tuned from the opposite
FMGC (port B). In case of dual FMGC failure, the RMPs enable BACK.UP tuning.
System
Antenna
The dual VOR ANTENNA receives the VOR signals coming from the selected
ground stations. The MARKER ANTENNA receives MARKER signals when the
aircraft passes through MARKER beams.
For VOR indications, see 34-00

The VOR/MARKER System is provided with:
2 VOR MARKER Receivers,
1 VOR ANTENNA and 1 MARKER ANTENNA.
Each VOR receiver includes a MARKER receiver, but only MARKER receiver 1 is
operative as it is the only one connected to the MARKER antenna.
Note that the MARKER ANTENNA is only connected to VOR/MARKER

Receiver 1.
AMU
The pilot can adjust the volume of the VOR ground station and MARKER beacon
identification audio signals using the VOR and MARKER pushbuttons on the AUDIO CONTROL PANEL.
Selected VOR ground station and MARKER beacon identification audio signals
are transmitted to AMU and then dispatched to the headsets and/or loudspeakers.
VOR/Marker Information Users

VOR information is displayed on Navigation Displays (NDs) and on the VOR/DME
RM1. MARKER information is displayed on PRIMARY FLIGHT DISPLAYS
(PFDs). The FMGCs use VOR information for aircraft position computation.
CFDIU
VOR MARKER system tests are initiated through CFDIU using the MCDU.
The CFDIU permits the testing and trouble shooting of the VOR/MARKER system
using the MCDU.
Tests are only allowed on ground.
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Navigation
34-55 VOR / Marker
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34-55 VOR / Marker
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34-55 VOR / Marker
Figure 3: Frequency- and Course Selection
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Navigation
34-55 VOR / Marker
ND ROSE VOR Mode
Additional Note:
The following indications can be displayed in ROSE MODE:

1. VOR station characteristics
In ROSE VOR mode only, the VOR station characteristics are displayed in the
top right hand corner (VOR 1 on ND 1 and VOR 2 on ND 2):
frequency
selected course
station identification decoded by the VOR receiver and the mode of tuning.
2. VOR Approach message
A VOR APP message is displayed when a VOR approach has been selected
by the pilot on the MCDU.
3. VOR 1 bearing pointer
If the ADF/OFFNOR switch number 1 is set to VOR and if VOR 1 data are available, a single white bearing pointer indicates VOR 1 bearing.
4. Lateral Deviation bar
In ROSE MODE only, one lateral deviation bar gives the VOR deviation on a
lateral scale. Each dot represents 5 degrees.
The arrow on the bar shows the TO/FROM indication.
5. VOR 2 bearIng pointer
If the ADF/OFFNOR switch number 2 is set to VOR and if VOR 2 data are available, a double white bearing pointer indicates VOR 2 bearing.
6. VOR course pointer in ROSE VOR mode only, a cyan dagger shaped pointer
indicates the selected VOR course. The VOR course is either selected automatically by the FMGC or manually entered by the pilot on the MCDU or RMP.
7. VOR station characteristics are displayed in the bottom corners of the ND:
shape of the associated bearing pointer
morse identified station if decoded by the VOR receiver, or frequency by default
mode of tuning
nothing if automatically tuned by the FMGC
M if manually tuned by FMGC (using MCDU)
R if manually tuned by RMP
The bearing pointer indications (3, 5, and 7) are displayed on all ROSE modes
(ILS/VOR/NAV)and the ARC mode, as selected with the ADF/OFF/VOR switches.
Figure 4: ROSE Mode
VOR 1 course deviation is displayed on ND 1, and VOR 2 course deviation is displayed on ND 2, provided ROSE VOR mode has been selected on the related
EFIS control sections. The switching of this information is not possible.
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34-55 VOR / Marker
VOR. D Pushbutton
VOR Failure
The VOR.D pushbutton enables, in ROSE NAV-, ARC- or PLAN mode, to display
VOR-, DME- and VOR/DME stations, stored in the FMGC data base, which are
neither included in the flight plan, nor tuned for display. These VOR.D stations are
identified by magenta symbols. The stations are represented by a cross symbol
for VOR, circle symbol for DME and circle plus cross symbol for VOR/DME. The
tuned navaids, shown on the RADIO NAV page (34-00), are always displayed in
cyan colour, independent of the selection of the ADF/OFF/VOR switch, or the
VOR.D- or NDB pushbutton. In the example below, these tuned display stations CGC and LMG (VOR/DME-1 and -2) are displayed in cyan colour, and the
other navaids (NTS, P01, RTN and CMF), after pushing the VOR.D button, appear
in magenta colour.
In case of VOR receiver failure, VOR 1 for example, the corresponding bearing
pointer disappears, red VOR 1 flags are displayed in the top right-hand corner and
in the bottom left-hand corner. The course pointer turns red and indicates 12
oclock, and the deviation bar disappears.
Figure 6: VOR Failure
Figure 5: VOR.D Pushbutton
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Navigation
34-55 VOR / Marker
Marker Indications on PFDs
Marker Indications on NDs
When the aircraft overflies a marker beacon the corresponding symbol flashes.
OM for outer marker (blue).
In ROSE NAV-, ARC- or PLAN mode, FMGC stored marker beacons are displayed like waypoints.
MM for middle marker (amber).
Figure 8: Marker Indications on NDs
AWY for inner marker (white).

Figure 7: Marker Indications on PFDs
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BITE Displays
BITE access (2),
2.4 Before performing the test, you have to prepare the aircraft as follow:
On the ADIRS CDU, set the OFF/NAV/ATT selector switches to NAV
On the EFIS control, set the ADFNOR selector switches to VOR and the mode
selector switches to ROSE/VOR.
On the MCDU1 or MCDU2, display the SYSTEM REPORT/TEST NAV menu
page then press the next page key.
On the RMP1 (RMP2):
Set the ON/OFF switches to ON
Push the NAV pushbutton
Set the non local VOR1 and VOR2 station and a 180 course.
When the test is initiated (by pressing the test line key) the following sequence
occurs:
During 3 seconds, a failure indication is shown on the CAPT and F/O ND
the VOR warnings come into view and then go out of view.
During the next 5 seconds
a) On the VOR/DME RMI:
the VOR1 (VOR2) warning flag comes into view and then goes out of
view.
the VOR pointer stay in the 3 oclock position.
b) For VOR1 test only, on the CAPT and F/O PFD:
the OM indication comes into view.
During the last 3 seconds, a VOR signal is shown:
a) On the CAPT and F/O ND:
the lateral deviation bar and the TO/FROM indication come into view
and stabilize on the center of the course pointer.
the VOR1 (VOR2) shows 180.
b) On the VOR/DME RMI:
theVOR1 (VOR2 ) pointer shows 180
At the end of the VOR test (NCD):
a) On the CAPT and F/O ND:
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Navigation
34-55 VOR / Marker
the lateral deviation bar and the TO/FROM indication go out of view.
the VOP1 (VOR2 ) pointer goes out of view.
b) On the VOR/DME RMI:
the VOR1 (VOR2) pointer again shows the 3 oclock position.
OM indication goes out of view.
At the end of the test, on the MCDU:
the TEST OK indication comes into view.

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Navigation
34-55 VOR / Marker
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Navigation
Figure 1: Inertial and Control Segment
Principle
The Global Positioning System (GPS) is a radio aid to world wide navigation which
uses signals broadcast by satellites. The architecture of the system is composed
of 3 segments.
Inertial Segment
It is composed of a constellation of 25 satellites( 21 always available).
Characteristics
Time of life : 7. 5 years
Mass : 815 Kgs
Boarded Power : 700 watt at the end of life.
Operation frequency :1575.42Mhz
Operating clock :2 cesium and 2 rubidium clocks.
The satellites are dispatched on 6 circular orbits of 4 satellites each.
Constellation discription
- orbit altitude :20231 Km
- orbit plan pos. :55 /equa.
- orbit reccurence :12 sideral hour
NOTE: 1 sideral day equals 23 hours 56 mn 4s and 1/ 10
Control Segment
The control segment is composed of 4 monitor stations and 1 master control station which pursue the satellites, compute the ephemerides and clock corrections,
and transmit at regular intervals an information message for the GPS users.
The 4 monitor stations are located at: KWAJALEIN HAWAII ASCENCION ISLAND DIEGO GARCIA
The master control station is located at: COLORADO SPRINGS.
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Principle
User Segment
The principle of GPS position computation is based on the measurement of transmission time of the GPS signals broadcast by 4 satellites. For a boat, only 3 satellites would be enough to obtain its position, while, for a user on the move, a
Navigation
fourth satellite is necessary to synchronize the aircraft and satellite The user
equipment is generally defined by 3 principal functions which are :
UHF Reception : antenna, amplification and filtering.
Signal processing : pseudo distance obtaining.
Navigation computation : constellation choice, propagation corrections, positioning and navigation data computation.
Figure 2: User Segment
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Figure 3: Component Location GPSSU Version and MMR Version
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General
The Global Positioning System (GPS) is a radio aid to worldwide navigation, which
provides the crew with a readout of accurate navigation information, e.g. position,
track and speed. The Flight Management and Guidance Computer (FMGC) with
position information, after hybridization in the Air Data/Inertial Reference Unit
(ADIRU) with inertial parameters, for accurate position fixing.
System Description
The principle of GPS position computation is based on the measurement of the
transmission time of the GPS signals broadcast by three satellites whose position
is known (the position data of the satellites are included in the broadcast signal).
The time measurements are then converted into distance values. A fourth satellite
is used to synchronize aircraft and satellite clocks. Speed is determined from a
phase Doppler shift measurement of each GPS signal already used for localization purposes. The GPS comprises two independent systems. Each system consists of:
a Global Positioning System Sensor Unit (GPSSU) or a Multi Mode Receiver
a GPS antenna.
The GPS is automatically started at power-on. At power-on, the GPSSU (or MMR)
receives initial parameters (position, time, altitude) from the ADIRUs. In turn, the
GPSSU (or MMR) transmits GPS computed data to the IR system where hybridization circuits perform:
the GPIRS position/velocity computation according to internal laws
the transmission of GPS and GPIRS data to the FMGCs for navigation and display purposes.
As long as the GPS/INERTIAL mode is active, no VOR/DME data are used for
navigation. The GPS data (position, track and speed) are presented on the GPS
MONITOR page, accessible on the MCDU via FMS DATA INDEX. A 1 Hz TIME
MARK signal, which is counted down from the GPSSUs reference oscillator, is
sent to the ADIRU for synchronization. The GPSSU (or MMR) transmits a status
signal to the Flight Warning Computers (FWC) for monitoring and display purposes. Failure messages are displayed on the lower and upper ECAM display
units.The CFDIU interface allows GPS BITE displays.
Navigation
GPSSU (or MMR) can operate with Selective Availability (SA) turned on or off. The
device interfaces with aircraft systems to provide three dimensional aircraft position and velocities, as well as satellite position, pseudo range, and delta range information for use in remote hybrid computations. The system uses the World
Geodetic System 1984 (WGS-84) as its reference frame (3-dimensional earthcentered coordinate system). The system primary function is to track the RF signal
received from the antenna, determine the signal code phase and carrier phase,
compute the antenna position and output the raw and navigational GPS data. The
GPSSU (or MMR) has 12 channels, each capable to track a NAVSTAR GPS satellite. Two L-Band antennas are mounted on top of the fuselage, at the centerline,
to receive signals from the GPS satellites. The low-profile GPS antenna is a passive antenna (without preamplifier) designed to operate at 1575.42 MHz with a
right-hand circular polarization (RHCP) and to provide an omnidirectional upper
hemispheric coverage.
Reconfiguration Switching
In normal operation, the GPSSU 1 (or MMR 1) data are used by the ADIRU 1 and
3; the GPSSU 2 (or MMR 2) data by the ADIRU 2 (PRIMARY GPS DATA). In order
to reduce GPS initialization time, the GPS 1(2) receives data from the ADIRU 1(2).
The IR portion of the ADIRU 1(2) provides the FMGC 1(2) with:
pure IR data (used for display on the MCDUs)
pure GPS data (in this case the ADIRU operates as a relay)
hybrid GPIRS data. The hybrid GPIRS 1(2) data are used by the FMGC 1(2)
for position fixing purposes.
In case of one GPS failure, the three ADIRUs automatically select the only operative GPS to compute hybrid GPIR data. In case of ADIRU 1 failure, the FMGC 1
uses ADIRU 3 / GPS 1 data. In case of ADIRU 2 failure, the FMGC 2 uses ADIRU
3 / GPS 2 data. The primary source of the ADIRU 3 being the GPS 1, it is necessary to select the secondary input of the ADIRU 3 (GPS 2: DATA 3) by means of
the ATT HDG selector switched to F/O 3 (GPS PRIORITY SELECT discrete
grounded; to preserve side 1 / side 2 segregation (GPS 1 / ADIRU 1 / FMGC 1
and GPS 2 / ADIRU 3 / FMGC 2 architecture).
In case of failure of two ADIRUs, the two FMGCs use the operative ADIRU. This
ADIRU receives data from its own side GPS (e.g. ADIRU 1 - GPS 1).
Warning
The GPSSU (or MMR) is a stand-alone satellite navigation sensor utilizing the
Coarse Acquisition (C/A) code of the NAVSTAR GPS satellite constellation. The
Each GPSSU (MMR) is monitored by the two FWCs using its status word and the
output bus refresh rate.
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In case of GPS failure, the NAV GPS 1(2) FAULT message is displayed on the
lower part of the upper ECAM DU. This message is accompagnied by:
activation of the MASTER CAUT lights on the glareshield
Navigation
aural warning: Single Chime (SC).
The failure is reminded an the INOP SYSTEM page of the lower ECAM DU. The
message displayed is GPS 1(2).
Figure 4: ECAM Warning
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Indication and Control
GPS Monitor Page

Displays all relevant data, calculated by GPS 1 & 2.
Line 1L & 4L: GPS Position (latitude/longitude).
Line 2L & 5L: True Track, the aircraft is flying.
Line 3L & 6L: MERIT, Figure Of Merit (FOM) in meters, indicating the GPS position accuracy. The FMS is not using GPS data, if the FOM exceeds 999 meters.
Line 2R & 5R: Ground Speed, the aircraft is flying.
Line 3R & 6R: GPSSU operating mode.
ACQ: Acquisition mode after power-up or during long satellite signal losses.
NAV: Navigation Mode, if at least 4 satellites are tracked.
ALTAID: Altitude aiding mode, if only 3 satellites are tracked. Reverts to ACQ
mode after 5 minutes, if a fourth satellite is not acquired, or to any other mode.
Navigation
Pushing line 6L allows to FREEZE the positions for comparison purpose. The
prompt is then replaced by UNFREEZE. A second push reactivates the normal
page data again.
Selected Navaids Page

This page displays the navaids, currently used by the onside FMGC (refer 34-00)
Line 5L allows to manually deselect GPS data from being used by the FMGC
for position calculation. Once pushed, the prompt changes to SELECT <GPS
and the GPIRS position use in FMGC position computation is inhibited, until reselection via the same prompt is performed.
Position Monitor Page

This page allows to review/compare the aircraft positions, as computed by the
FMGC, using the different sensors (IRS/GPS/RADIO) and, if used for updating,
the selected GPIRS position, normally of the onside ADIRU.
Line 1 and 2 display the onside (OWN) and offside (OPPosite) FMGC calculated aircraft position.
The small label line below the data line shows the sensors used by the FMGC
for the position computation (e.g. 3IRS/GPS or 3IRS/DME/DME).
Line 3 displays the position, the FMGC is using to update the mixed IRS position. It is either the GPIRS position or a RADIO position, which is calculated out
of a combination of the sensors DME/VOR/LOC, as shown in the labels of line
1 and 2.
This GPIRS- or RADIO position is automatically selected by the FMGC.
Line 4 displays the MIXed IRS position, which is normally a triplemix, or, if any
IRS is faulty or drifting (>30NM to previous triplemix), an IRS position of the priority: onside-, 3- or offside IRS position.
Line 5 displays the IRS mode/status (ALIGN, NAV, ATT or INVAL) and the deviation (in NM) of each IRS position versus the onside FMGC position (if IRS
in NAV mode).
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Figure 5: Indication and Control
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GPS Input and Output Data
The GPSSU receives the following initialization and aiding data from the ADIRU:
041
042
125
150
260
310
311
312
313
314
320
324
325
361
365
SET LATITUDE
SET LONGITUDE
UTC (BCD)
UTC (BNR)
DATE (BCD)
LATITUDE
LONGITUDE
GROUND SPEED
TRACK ANGLE TRUE
TRUE HEADING
MAG HEADING
PITCH ANGLE
ROLL ANGLE
INERTIAL ALTITUDE
INERTIAL VERT SPEED
The GPSSU transmits via ARINC 429 high speed buses the following data word
labels:
060
061
062
063
064
065
066
070
071
072
073
074
MEASUREMENT STATUS
PSEUDO RANGE
PSEUDO RANGE FINE
RANGE RATE
DELTA RANGE
SV POSITION X
SV POSITION X FINE
SV POSITION V
SV POSITION V FINE
SV POSITION Z
SV POSITION Z FINE
UTC MEASURE TIME
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101
102
103
110
111
112
120
121
125
130
133
136
140
141
150
165
166
174
247
260
273
355
356
377
Navigation
GPS ALTITUDE (MSL)
GPS HDOP
GPS VOOP
GPS TRACK ANGLE
GPS LATITUDE
GPS LONGITUDE
GPS GROUND SPEED
GPS LATITUDE FINE
GPS LONGITUDE FINE
GPS UTC (BCD)
GPS HORIZ INTEGRITY LIMIT
GPS VERT INTEGRITY LIMIT
GPS VERTICAL FOM
GPS UTC FINE
GPS UTC FINE FRACTIONS
GPS UTC (BNR)
GPS VERTICAL VELOCITY
GPS N/S VELOCITY
GPS E~WVELOCITY
GPS HORIZONTAL FOM
GPS DATE
GPS SENSOR STATUS
GPS MAINT DATA (DISC)
GPS MAINT DATA (ISO5)
EQUIPMENT IDENT
Glossary
PSEUDO RANGE: The incorrect range measurement of the GPSSU, due to

the receivers clock not being precise and not synchronized with the satellites
clocks.
SV: Space Vehicle
HDOP: HorIzontal Dilution Of Precision.
VDOP: Vertical Dilution Of Precision.

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Navigation
GDOP: Geometrical Dilution Of Precision (see Page 11). The GDOP is the geometrical relationship between range lines, drawn from the selected satellites
to the user. It determines the position accuracy as a function of the ranging accuracy (calculated out of HOOP and VDOP).
FOM: Figure Of Merit e.g. HFOM (Horizontal FOM) = position uncertainty in
meters. The GPSSU outputs go to NCD, if HFOM exceeds 500 meters.
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GPSSU Operating Modes
The GPS operates in seven modes: Self Test, Initialization, Acquisition, Navigation, Altitude/Clock Aiding, Aided, and Fault. The device transitions between the
modes automatically.
Self Test Mode

The GPS is in the Self Test mode during the period from the power application until completion of all internal power-up BITE. A system test mode may be initiated
by the Centralized Fault Display System (CFDS). The time duration spent in the
Self Test mode is no more than 5 seconds.
Initialization Mode
The GPS is in the Initialization mode during the period of time in which it has completed Self Test mode until the device has initialized the hardware to enable it to
enter acquisition mode, typically less than 1 second. The GPS does not require
initialization (position, time and altitude from ADIRU), however valid initialization
improves the Time To First Fix (TTFF).
Acquisition Mode
The GPS is in the Acquisition mode, when insufficient satellite and/or aiding data
are available to produce an initial navigation solution or to be in the Navigation,
Altitude/Clock Aiding or Aided modes. When power is applied to the GPS, the
ADIRU may provide date, time, and position data. In addition, the GPS stores almanac data in nonvolatile memory which does not require an internal or external
battery for support. The almanac gives an overview of all GPS satellites, including:
identity and health information, ephemerides, clock corrections and atmospheric
delays. That enables the GPS to calculate the satellite visibility and to select the
group of satellites, offering the best position determination.
Both types of data (initialization and almanac) are used to acquire satellites. Without valid initialization the TTFF is less than 10 minutes.
With initialization and almanac data available, the TTFF is less than 75 seconds.
Once the GPS is tracking a satellite, it collects ephemeris data from the satellite,
by decoding the satellite down-link data message. These specific satellite
ephemerides (orbit parameters) are more accurate and updated faster than the
general ephemeris data of all satellites, included in the almanac, which is transmitted from each satellite.
After the satellites in view are acquired, the measurement data are transmitted
continuously. When a sufficient number (four or more) satellites with acceptable
Jun04/THTA
Navigation
geometry are tracked, the GPS computes position and velocity and enters the
Navigation mode.
If the GPS cannot perform an acquisition, using almanac data or GPS initialization
data from the ADIRU, it initiates a Search the Skies acquisition operation. The
GPS attempts to acquire any satellite in a GPS constellation by doing a frequency
search for each satellite.
Navigation Mode
The GPS enters Navigation mode when it has decoded ephemeris data to compute a navigation solution, and when the number of GPS satellites being tracked
provides a sufficient set of measurements, to compute position, velocity, and time
outputs. In this mode, the satellite measurement data continue to be transmitted
without interruption.
Altitude/Clock Aiding Mode

If satellite measurements are not sufficient for the GPS to perform in Navigation
mode, yet are sufficient when altitude and clock information is available, the device is in Altitude/Clock Aiding mode. This mode uses inertial altitude and clock
drift information to aid the navigation solution and integrity monitoring during extended periods of insufficient satellite coverage and geometry. The GPS enters Altitude/Clock Aiding mode only after the altitude has been calibrated with a
geometric altitude solution.
Aided Mode
If satellite measurements are not sufficient for the GPS to perform in Navigation
mode or Altitude/Clock Aiding mode, but external aiding data is available, the GPS
enters the Aided mode. This mode uses inertial velocities to aid the navigation solution and integrity monitoring. The GPS enters the Aided mode only after it has
been determined that there is not sufficient satellite and calibrated altitude data
available, to remain in the Altitude/Clock Aiding mode or Navigation mode.
In this mode all the position and velocity parameters are NCD. It allows to maintain
the receiver position using external data (e.g. IR Lat/Long) in order to perform a
quicker acquisition of the satellites necessary to re-enter Navigation mode.
Fault Mode
The GPS is in Fault mode during the period of time in which the device outputs are
affected by one or more critical system faults. This mode supersedes all others
and remains active until the next power-up cycle.

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Navigation
Figure 6: GPS Operating Modes
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Navigation
FMS Position Computation

Each FMGC computes its own aircraft position from a MIX IRS position, updated
by either a computed RADIO (DME/VOR/LOC)- or a GPIRS position. The updating source, RADIO (during flight only) or GPIRS, and the used sensors (GPS/
DME/VOR/LOC), are indicated on the POSITION MONITOR page, lines 1-3
If a valid and reasonable GPIRS position is available from one of the IRs, the
GPS/INERTIAL mode is chosen. As long as GPS/INERTIAL mode is active, no
DME/DME or VOR/DME radio updating is used.
At take-off, the FM position is updated to the runway threshold position, as inserted in the F-PLN.
LOC is used for a quick crosstrack error update during approach only.
Each FMGC computes a vector called BIAS between the MIX IRS and the FM
position. This BIAS is continuously updated, provided a radio- or GPIRS position is available. When a radio- or GPIRS position is lost, the BIAS is memorized and remains constant until a new radio- or GPIRS position can be
calculated or a manual update is performed.
The integrity checks and position comparisons, which enable the FMGC to define
the Navigation Mode (selection of the best sensors), are shown on following pages.
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Navigation
Figure 7: FMS Position Computation
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Navigation
Modes of Navigation
The FMS position is a function of IRS drift, GPS position and radio position EPE
(Estimated Position Error). GPIRS is used as a primary update. The Radio position is only considered, if no GPIRS is avail. GPS can be manually deselected (line
5L on SELECTED NAVAIDS page)
.9 different cases with Radio as a primary update (Ref. Fig 9)

Case 1 & 5:
Case 2 & 3:
Case 4:
Case 6 & 7:
Case 8:
Case 9:
GPIRS position is used (better EPE than radio position).

Radio position is used (GPIRS outside radio tolerance).
Radio position is used (GPIRS outside inertial tolerance).
Radio position is used (no GPIRS available).
GPIRS position is used (no radio available).
Inertial only position is used
(GPIRS outside inertial tolerance and no radio available).
Navigation Accuracy
The FMGC computes its estimated EPE continuously. It is an estimation of FM position drift for a given navigation mode (IRS/DME/VOR), e.g.:
Inertial tolerance = 3.5 + 2(t-1) in NM, (t = time in hour in NAV),
Radio tolerance = <0.28 NM in DME/DME mode,
(EPE) 0.1 NM + 0.05 (DME DIST) in VOR/DME mode.
The FM EPE is compared to the position accuracy criteria, defined by the airworthiness authorities for various flight areas, and is displayed in the terms HIGH or
LOW on line 6 of the PROGress page.
The position accuracy criterias in the different areas are:
Enroute = 3.41NM / Terminal = 2.07NN / Approach = VOR/DME 0.61NM.
When the FM EPE is within the accuracy criteria, then the navigation accuracy level is HIGH. Accuracy level changes from HIGH to LOW (or v.v.) are announced
with the message NAV ACCUR DNGRD (or UPGRAD) on the MCDUs and NDs.
If a GPS update is not available, the FMS EPE tends towards IRS EPE, regardless, whether Radio positions are available or not. The integrity of the Radio position is checked versus the FM computed GPS position (if any), or to the MIX IRS
position, i.e., although GPS/INERTIAL mode being active, the displayed accuracy
HIGH or LOW reflects the integrity checks of the radio- or IRS Positions.
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Navigation
Figure 8: Navigation Modes and Accuracy
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Navigation
Bite Description
Menu Mode
The BITE facilitates maintenance on in-service aircraft. It detects and identifies a

failure related to the GPS.
The menu mode can onlY be activated on the ground.
The BITE of the GPSSU is connected to the Centralized Fault Display Interface
Unit (CFDIU), refer 31-32.
This mode enables communication between the CFDIU and the GPSSU BITE.
The is GPS menu mode composed of:
LAST LEG REPORT
Page 18
The BITE:
transmits permanently GPS status and its identification message to the CFDIU,
memorizes the failures which occurred during the last 63 flights,
monitors data inputs from the various peripherals (ADIRU and CFDIU),
transmits to the CFDIU the result of the tests performed, and
can communicate with the CFDIU through the menus.
Page 18
GROUND SCANNING
Page 19
Page 20
CLASS 3 FAULTS
Page 20
The BITE can operate in two modes:

the normal mode
the menu mode.
SYSTEM TEST
Page 21
LRU IDENTIFICATION
Page 22
Normal Mode
GROUND REPORT
Page 22
The units tested are the GPSSU (MMR), GPS antenna and coaxial cable.
During the normal mode the BITE monitors cyclically the status of the GPS.
It transmits its information to the CFDIU during the concerned flight.
In case of fault detection, the BITE stores the information in the fault memories.
These items of information are transmitted to the CFDIU every 100 ms by an ARINC 429 message with label 356 (ISOS).
Jun04/THTA
All the information displayed on the MCDU during the BITE test configuration can
be printed.
The MMR BITE Menus are similar to the ILS Menus

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Navigation
Figure 9: Access to GPS Menu
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Navigation
Figure 10: Last LEG Report & Previous Legs Report
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Navigation
Figure 11: Ground Scanning
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Navigation
Figure 12: Trouble Shooting Data & Class 3 Faults
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Navigation
Figure 13: System Test
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Navigation
Figure 14: LRU Identification & Ground Report
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Navigation
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Navigation
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Study Questions
Navigation
34-Study Questions
34-00 General
34-10 ADIRS
1. Can VOR 2 frequency be changed through RMP 1?
5. How do pitot- and static probes supply the ADIRUs?
2. Can ILS 1 frequency be changed through RMP 2?
6. Which pressure lines need to be drained?
3. Which actions must be performed to change a VOR course on the RMP?
7. How is the drift angle indicated on the ND?
4. How are the tuning modes (automatic/manual) indicated on the MCDU RADIO
NAV- and PROC page and on the Navigation Display? (B2 only)
8. Which information from the PHC (Probe Heating Computer) is used by the
ADR?
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Level 3 B1 B2
Training Manual
A320 Family
9. Is it possible to transfer AIR DATA & INERTIAL (ATT HDG) references independently? (B2 only)
10.Which information from the FMGC is used by the IR? (B2 only)
Study Questions
Navigation
13.An IR FAULT light is illuminated on the ADIRS CDU. Where is more detailed
malfunction information available? (B2 only)
14.Which unsuccessful compare test, during the alignment, can be overridden?

(B2 only)
11.Interconnection: Which ADR bus is used by the IR, when the AUTO discrete is
grounded? (B2 only)
15.Which action is recommended, when CHECK ATTitude is displayed on the
PFDs? (B2 only)
12.When does the ALIGN light on the ADIRS CDU flash? (B2 only)
16.Which is the normal signal source (IR or ADR) for the vertical speed indication?
(B2 only)
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Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Navigation
17.A heading discrepancy between the NDs is detected by: (B2 only)
21.When are ILS data displayed on the PFD? (B2 only)
18.The AIR DATA switching is in NORMal position and an ADR 3 FAULT is detected. During which flight phases is this fault warning on the E/WD displayed?
(B2 only)
19.Which ADR tests allow a free programming of the test values to be shown on
the PFD? (B2 only)
23.In which case is the WR-transceiver deenergized? (B2 only)
22.Which component performs the antenna stabilization?
24.Does an amber warning mean the loss of radar image? (B2 only)
34-36 ILS
20.Where is ILS 2 data displayed?
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Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Navigation
29.Which warnings can override/inhibit TCAS advisories? (B2 only)
25.What happens, if Radio Altimeter 2 fails?
30.Up to which range are intruders displayed on the ND? (B2 only)
26.Where can the DH(decition height) be selected?
31.How is a resolution advisory indicated on the ND in PLAN mode? (B2 only)

27.When does the RA flag appear on captains PFD?. (B2 only)
34-43 TCAS
28.Where is a TCAS failure indicated?
Oct03/THTA
34-48 GPWS
32.The rate of descent is 4000 ft/mm and the aircraft is at a radio altitude of 1500
ft; which voice warning is generated?

Level 3 B1 B2
Training Manual
A320 Family
33.What is the GPWS / G/S Pushbutton (at LH & RH instrument panels) used for?
Study Questions
Navigation
37.What is shown on the ND in ROSE NAV mode, when the VOR.D pushbutton
is pressed? (B2 only)
34.When is the voice warning TERRAIN-TERRAIN heard? (B2 only)
34-52 ATC
38.Does the outgoing transponder operate, when the aircraft is on ground and the
mode selector is in AUTO position?
34-51 DME
35.Where is an ILS/DME distance displayed?
39.ATC 1 transponder and ADIRU 2 has failed. Is altitude reporting still available?
(B2 only)
36.What is the coaxial suppressor line between DME-ATC-TCAS used for? (B2
only)
Oct03/THTA
40.When does the ATC transponder switch from the top- to the bottom antenna
and vice versa? (B2 only)

Level 3 B1 B2
Training Manual
A320 Family
34-53 ADF
Study Questions
Navigation
45.How is VOR 2 tuned, when FMGC 2 has failed? (B2 only)
41.How is an ADF failure indicated?
46.In which ND modes are the VOR bearing pointer indications available?
(B2 only)
42.How are the antenna amplifiers electrically supplied? (B2 only)
47.What may be the reason, if PFD 2 does not show the marker indication?
(B2 only)
43.What is shown in the case of NCD (No Computed Data)?(B2 only)
48.Where is the marker beacon, stored in the FMGC, displayed?(B2 only)
34-55 VOR/Marker
44.An M is shown in front of the VOR station identification on the upper right corner of the ND. Where is the VOR course selected?
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Level 3 B1 B2
Training Manual
A320 Family
34-58 GPS
Study Questions
Navigation
53.Where does the GPSSU get the initialization data from? (B2 only)
49.Where is a GPS failure indicated?
54.When does the ADIRU 3 select GPSSU 2? (B2 only)
50.Where is the GPS operating mode displayed?
51.How many satellites must be tracked by the GPSSU, to stay in the NAV mode?
55.Which MCDU page indicates, whether GPS data is used by the FMGC for position updating? (B2 only)
52.What are the GPS data in the ADIRU used for? (B2 only)
56.The only action to be performed concerning GPS usage,
to.........................or.......................GPS on the............... ...................page.
(B2 only)
Oct03/THTA

Level 3 B1 B2
is
Training Manual
A320 Family
Study Questions
Navigation
57.What are the tolerances for the GPS position, to be used by the FMCC for position computing? (B2 only)
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Oxygen
35-00
35 Oxygen
Jun04/THTA

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35-00-1
Training Manual
A320 Family
35-00 General
Oxygen
35-00 General
Figure 1: Oxygen System Presentation-General
Oxygen System Presentation - General

Crew System
The flight crew oxygen system supplies oxygen to the flight crew if there is a loss
of cabin pressurization, or a smoke emission.
The oxygen is supplied by a high pressure oxygen cylinder. Refill of the oxygen
bottle is possible via an external oxygen cart.
Passenger System
The passenger and cabin attendant oxygen system is supplied by chemical generator unit.
Portable System
The portable oxygen system supplies oxygen to the crew and to the passengers.
Portable oxygen cylinders are provided in the cockpit and in the passenger compartment.
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35-00-2
Training Manual
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Oxygen
35-00 General
General Warnings and Caution

KEEP ALL HYDROCARBONS (FUEL, LUBRICANNTS, ETC...) AWAY
FROM ALL SOURCE OF OXYGEN. OXYGEN BECOMES EXPLOSIVE
WHEN IT TOUCHES HYDROCARBONS.
CLEAN THE TOOL AND MAKE SHURE YOUR HANDS ARE CLEAN TO
PREVENT CONTAMINATION OF THE OXYGEN SYSTEM.
PUT DRY ANDS CLEAN METAL OR PLASTIC PLUGS ON ALL PIPES OR
UNITS REMOVED TEMPORARILY:
PUT EACH PIPE OR UNIT A SEALED VINYL BAG.
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Oxygen
35-00 General
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Oxygen
35-10 Crew Oxygen
35-10 Crew Oxygen
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Oxygen
35-10 Crew Oxygen
Crew Oxygen System Presentation
Supply Valve
HP Source
A supply valve enables downstream distribution by crew action on the CREW

SUPPLY pushbutton on the oxygen panel.
The crew oxygen source consists of a high pressure cylinder which can be isolated for maintenance by a manual ON/OFF valve.
Electrical supply to the solenoid valve Is applied only for 1.5 second corresponding
to the operating time of the valve.
A direct reading pressure gauge gives an indication of the cylinder pressure.
Distribution
Cylinder data
To the low pressure manifold are connected a pressure switch and a test port.
capacity: 2178 I 77.1 cu ft)

nominal charge: 1850 psig
The low pressure switch indicates a low pressure detection in the LP manifold. It
activates a message on the ECAM/DOOR/OXY page.
The cylinder is placed in a cradle and secured by a quick disconnect metallic

clamp designed to resist to high crash loads.
Pressure switch setting: 50 psig.

Test port pressure < 145 psig.
Pressure Regulator
The pressure regulator transmitter is directly connected to the cylinder. It consists
of a high pressure stage with an integrated pressure transducer for ECAM indication and a low pressure stage.
It regulates low pressure at 78 8 psig.
Overpressure Protection
High pressure and low pressure overpressure protection is achieved by safety devices consisting of a high pressure and a low pressure safety outlets.
The high pressure safety outlet is of a frangible disc type whereas the low pressure safety outlet is a pressure relief valve.
The rupture of the frangible disk is set at a cylinder pressure of 2500 to 2775 psig.
The pressure relief valve limits the low pressure oxygen supply to 175 psig.
Overpressure Indication
An overboard green discharge indicator is connected to the high pressure safety
outlet and to the low pressure safety outlet.
In case of overpressure, the green disk blows out and a yellow indicator is displayed showing that the cylinder has discharged or the pressure relief valve has
opened.
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Oxygen
35-10 Crew Oxygen
Figure 1: Crew Oxygen System Presentation
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35-10-3
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Oxygen
35-10 Crew Oxygen
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Oxygen
35-10 Crew Oxygen
Crew Oxygen Electrical Circuit
Each winding is only supplied for the time necessary to permit valve travel.
The oxygen solenoid supply valve is two state solenoid valve.
Figure 3:
It has two separate windings: an open winding and a closed winding.
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Level 3 B1 B2
35-10-5
Training Manual
A320 Family
Crew Oxygen Mask Utilization Stowage and Test
The mask assy and the stowage box are installed adjacent to each crew member
seat. The stowage box which contains the mask, also controls the flow of oxygen
when the mask is pulled out of the box.
Oxygen
35-10 Crew Oxygen
Oxygen flow is indicated by the blinker showing yellow and an OXY ON flag which
appears on the left door when closed.
In the normal position, the user breathes a mixture of cabin air and oxygen.
When the selector is in the 100% position, the user will breathe pure oxygen.
To take the mask off, the harness has to be inflated. This is done by operating the
red clips.
Figure 4: Operation
Figure 6: Operation
To use the mask, squeeze the red clips, which will inflate the mask harness releasing the red clips will stop oxygen flow to the harness and vent the oxygen remaining in the harness to the atmosphere.
Figure 5:
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Training Manual
A320 Family
Proper stowing of the mask is essential for quick and efficient donning of the mask.
Open the stowage box flap doors and position the flexible hose correctly.
a) Engage the mask assy, regulator on top.
Close the left flap door carefully while pushing the reset test slider to retract the
OXY ON flag.
At the end of the restowing operation, do the: IN SITU TESTING.
Figure 7: Stowage
Oxygen
35-10 Crew Oxygen
Push the reset test slider. The blinker turns yellow and goes black again showing
that the regulator is leak tight.
Press the harness inflation control The blinker turns yellow and goes black again
showing that the harness is leak tight.
The on demand system is tested by pressing the emergency rotation knob. The
microphone is tested by activating the loudspeakers the interphone and by pressing the emergency rotation knob.
When the previous tests are completed, make sure that the NORMAL / 100% selector is locked In the 100% position, and the reset test slider returns to the UP
position.
Figure 8: Tests
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Oxygen
35-10 Crew Oxygen
Crew Oxygen LRUs

Figure 9: Crew Mask
Jun04/THTA

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Oxygen
Jun04/THTA

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Oxygen
Passenger Oxygen System Presentation and

Operation
Triggering
Cabin Organization
The chemical generator units provide oxygen for at least 13 minutes.
In case of rapid cabin depressurization, oxygen masks are automatically presented to passengers.
Chemical oxygen units supply oxygen to passengers and cabin attendants.
Figure 2: Triggering
Demo masks are provided for passenger briefings.

The oxygen units are installed in the passenger compartment as follows:
above the passenger seats
in the lavatories
at the cabin attendant stations.
Two, three or four mask units can be installed on request depending on cabin layout.
Figure 1: Cabin Organization
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A320 Family
Oxygen
Automatic Operation
Manual Operation
The system operates automatically when the altitude pressure switch closes.
The passengers oxygen masks may be presented at any time through a MASK
MAN ON pushbutton.
A taped announcement is transmitted over the passenger address system.
The taped announcement may be stopped by pressIng momentarIly the

TMR RESET pushbutton.
The SYS ON white indicator light comes on.

The TIME DELAY relays switch off the power supply to the OXYGEN POWER relay after 30 seconds.
Figure 4: Manual Operation
The FAULT light on the TMR RESET pushbutton comes on if a failure of the time
delay relays occurs.
The taped announcement may be stopped by pressing momentarily the TMR
RESET pushbutton,
Figure 3: Automatic Operation
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A320 Family
Oxygen
Reset
Manual Release
On ground, used chemical oxygen units must be replaced and all masks restowed.
The manual release tools are used to unlock the oxygen container latch.
The system is reset by pressing momentarily the TMR RESET pushbutton on the
maintenance panel.
Figure 6: Manual Release
The ON white light comes on while the TMR RESET pushbutton is pressed.
Figure 5: Reset
Jun04/THTA

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A320 Family
Oxygen
Figure 7: Altitude Pressure Switch
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A320 Family
Oxygen
Passenger Oxygen Unit Operation
Chemical Oxygen Unit Operation
As soon as the emergency oxygen container doors open, the masks fall out.
They are hung on lanyards within the reach of users.
The chemical generator uses the basic principal of thermal decomposition of sodium chlorate.
When the first user pulls the mask towards his face, the release pin starts the
chemical generation.
An indicator turning from yellow to black shows the generator is expended.

The chlorate core is fitted in a stainless steel housing.
Oxygen flows through the flexible supply hose to the mask.
A thermal insulating material is used between the core and the housing.
The flow indicator shows a green stripe.
A filter is installed in the outlet end of the housing.
Figure 8: Mask Operation
Figure 9: Chemical Oxygen Generation
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Oxygen
Figure 10: Oxygen Generator
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35-20-7
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A320 Family
Passenger Oxygen Electrical Circuits
Oxygen
Figure 11: Mask Releasing
When the Cabin Altitude > 14000 ft (16WR closed):

the Masks are released
the SYS ON white light comes on
Public Address is on
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35-20-8
Training Manual
A320 Family
Operational Test
Oxygen
Figure 12: OxyPanel Door Stop
On the emergency oxygen container, pull the door stops down and turn them 90
degress anti-clockwise to the TEST position.
Make sure that these circuit breakers are closed:
OXYGEN/PASSENGER ACTUATION 7WR, 6WR, 5WR, 4WR.
OXYGEN/PASSENGER/CTL AND WARN 3WR, 2WR, 1WR.
MUSIC TAPE REPRODUCER SYSTEM 2RX.
Energize the aircraft electrical network.
DO NOT KEEP THE MASK MAN ON PUSHBUTTON PRESSED IN FOR
MORE THAN 5 SECONDS.
Lift the switch guard and press the MASK MAN ON pushbutton.
On the oxygen control panel the SYS ON white light comes on.
The passenger address system starts the taped announcement.
The oxygen container doors open until doors stops have been contacted.
Press the TMR RESET pushbutton.
The TMR RESET pushbutton ON white light comes on.
The PASSENGER SYS ON light goes off and the taped announcement stops.
Release the TMR RESET pushbutton.
Push the container doors to the closed position until their locks engage.
Retract the door stops to the normal position.
Make sure that the MASK MAN ON pushbutton is guarded.
De-energize the electrical circuits.
Make sure that the work area is clean and clear of tools.
Jun04/THTA

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A320 Family
Jun04/THTA

Oxygen
Level 3 B1 B2
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A320 Family
Oxygen
Jun04/THTA

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35-30-1
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A320 Family
Oxygen
Portable Oxygen Equipment
First Aid Mask
Bottle
The continuous-flow First Aid oxygen mask provides oxygen for therapeutic purposes.
The oxygen source is a high pressure cylinder with a capacity of 310 liters (11 cubic feet).
The flexible supply hose connects the mask to the calibrated continuous flow outlet of the bottle.
The high pressure cylinders are installed in brackets equipped with quick release
clamps.
Figure 2: First Aid Mask
Figure 1: Bottle
Jun04/THTA

Level 3 B1 B2
35-30-2
Training Manual
A320 Family
Study Questions
35-Study Questions
1. Where is the location of the crew oxygen bottle?
4. On the overboard discharge indicator you find the green blow out disk missing
and the direct reading gauge on the cylinder reads 175 PSI.? What is the most
probable cause?
2. What indication is available to determine an overboard discharge has occured?

5. On the ECAM DOOR/OXY page you find the oxygen pressure indication half
framed in amber colour. Conclusion:
3. Can crew cylinder pressure be determined on an electrically dead aircraft?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
6. Describe the difference between the crew and the PAX oxygen system?
7. What happens if the cabin altitude reaches 14000 ft?
8. When and how is an oxygen generator activated?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Pneumatic
36-00
36 Pneumatic
Jun04/THTA

Level 3 B1 B2
36-00-1
Training Manual
A320 Family
36-00 General
User Systems
Pneumatic - General - Description and Operation

General
The pneumatic system gets compressed air from the pneumatic air sources and
supplies the compressed air through ducts to the user systems. The ducts are installed in the fuselage, the belly fairing and the wings.
The control of the pneumatic system is usually automatic. Bleed-Air Monitoring
Computers (BMCs) control the automatic function. The BMCs are installed in the
avionics compartment. There is one BMC for each engine.
You can also control the system manually. The pushbutton and selector switches
on the overhead panel 30VU in the cockpit, control the manual function.
You can monitor the operation of the pneumatic system on the ECAM System Display (SD). The pushbutton switches on the overhead panel 30VU have no indication when the system operates correctly.
Pneumatic Air Sources

The aircraft engines, the APU or a ground air source can supply compressed air
to the pneumatic system. The distribution system supplies the compressed air
from the different sources to the user systems.
1. The aircraft engines are the primary source of compressed air in flight. The air
is bled from the 5th (IP) or 9th stage (CFMI engines) of the engine High Pressure (HP) compressor. The engine bleed air is temperature and pressure controlled.
2. The Auxiliary Power Unit (APU) is the primary source of compressed air on the
ground. The air is bled from the APU load-compressor module. You can also
use the APU to supply bleed air to the user systems during flight. The APU can
supply bleed air up to an altitude of 20000 ft. (6096 m).
3. A ground air source is an alternative to the APU for the supply of compressed
air on the ground. There is one High Pressure (HP) ground connector installed
on the aircraft. You can use it to let the ground air source supply compressed
air to the pneumatic system.
Jun04/THTA
Pneumatic
36-00 General
The pneumatic system supplies the subsequent aircraft systems:

the wing ice protection system (Ref. 30-11-00),
the air conditioning system (Ref. 21-00-00),
the engine starting system (Ref. 80-00-00),
the hydraulic reservoir pressurizing system (Ref. 29-14-00),
the pressurized water system (Ref. 38-42-00),
the nacelle anti-ice valve (servo pressure) (Ref. 30-00-00)
Power Supply
The pneumatic system gets electrical power from the DC system of the aircraft.
The DC system supplies 28 V DC through the circuit breakers 2HA1, 2HA2, 3HA1
and 3HA2 to:
the Bleed Air Monitoring Computers,
the relays of the AIR COND overhead panel,
the FIRE overhead panel,
the pressure transducers.

The operation and control of the pneumatic system is usually automatic. The
BMCs monitor and control the automatic operation. You can also control the system manually from the cockpit. The pushbutton and selector switches on the overhead panel 30VU control the manual function.
You can monitor the operation of the pneumatic system on the BLEED page of the
SD. The APU page of the SD also shows some information related to the APU
bleed air. The pushbutton switches on the overhead panel 30VU have no indication when the system operates correctly. If there is a failure, the failure data are
available on the ECAM Engine/Warning Display (EWD), the SD and the Centralized Fault Display System (CFDS). The pushbutton switches on the overhead
panel 30VU can also show some failures. (Ref. 36-20-00).
Bite Test
The Centralized Fault Display System (CFDS) gives the maintenance crew a
maintenance aid. It permits to test the BMC or to get the maintenance data of the
bleed air system.

Level 3 B1 B2
36-00-2
Training Manual
A320 Family
Pneumatic
36-00 General
Figure 1:
APU Bleed
Valve
Electronic
Control Box
A
ing
to W
to Air Conditioning
Pack
g
tin
nti I
cing
o
rg
to
a
He
Ca
APU non Return Valve
HP Ground Connector
Crossbleed
Valve
21
A 29
T
A
to ATA A 38
to AT
to
to Wing
Anti Icin
g
Precooler
Fan Air Valve
Over Pressure
Valve
Pressure Regulating
Valve
IP Check
Valve
Jun04/THTA

HP Valve
Level 3 B1 B2
36-00-3
Training Manual
A320 Family
Pneumatic
36-00 General
Figure 2:
Air Cond
Air Cond
Water TK
Press
Hyd RSVR
Press
Pack 1
Pack 2
Wing
Anti Ice
Wing
Anti Ice
Precooler
X Bleed
Valve
AFT
Cargo
Heating
Eng 1
Start
Precooler
Eng 2
Start
OP Valve
Fan Air
Valve
OP Valve
Bleed
Valve
Bleed
Valve
Ground
Cart
Fan Air
Valve
Bleed
Valve
HP
Valve
HP
Valve
Hyd RSVR
Press
IP
HP
HP
APU
BMC 1
IP
BMC 2
X Bleed
Eng 1 Bleed
Start
Ram Air
GND HP
Start
APU Bleed
Eng 2 Bleed
Auto
Fault
Off
Jun04/THTA
Fault
On
On

Shut
Open
Fault
Off
Level 3 B1 B2
36-00-4
Training Manual
A320 Family
Pneumatic
36-00 General
Figure 3:
GND HP Ground Connection Indication
Green
Displayed on ground.
APU BLEED VALVE
SYSTEM DISPLAY
Green
APU valve not fully open.
Green
APU valve fully open and APU

MASTER P/B is ON.
X-BLEED V ALVE
PRECOOLER OUTLET PRESSURE
30 PSI
Green
Becomes amber if lower than

4 psi or in case of overpressure
detected by the BMC (above
60 psi).
PRECOOLER OUTLET TEMPERATURE

160C
Green
Becomes amber in case of

overheat or low temperature
detection by BMC.
Overheat is detected if the temperature exceeds:

- 290C for more than 5 sec or,
- 270C for more than 15 sec or,
- 257C for more than 55 sec.
Low temperature is detected if temperature is lower than
150C.
Green
X-BLEED valve closed.
Green
X-BLEED valve open.
Amber
X-BLEED valve disagree in

closed position.
Amber
X-BLEED valve disagree in

open position.
Amber
X-BLEED valve in transit.
ANTI ICE Indication

Displayed in white when the WING P/B on the ANTI ICE panel
is ON.
ARROW
NOTE: On ground with engines at idle, depending on ambi

ent temperature, the precooler outlet temperature
may be lower than 150C (displayed amber).
Normally not displayed when the corresponding valve is

closed.
ENG IDENTIFICATION (1-2)
Green
Normally white.
Becomes amber when engine N2 below idle.
When the corresponding valve

is open.
Amber
- The valve is open and air

pressure is low or high or,
HP VALVES
Green
HP valve fully closed.
Green
HP valve not fully closed.
Amber
HP valve disagree in closed

position.
Jun04/THTA
- The valve is open on ground

for more than 30 sec.
ENGINE BLEED VALVES

Level 3 B1 B2
Green
BLEED valve open.
Green
BLEED valve fully closed.
Amber
BLEED valve disagree in open

position.
Amber
BLEED valve disagree in closed

position.
36-00-5
Training Manual
A320 Family
Pneumatic
36-00 General
Figure 4:
CONTROLS AND INDICATORS
ENG 1 (2) BLEED P/B
X BLEED Selector
On
AUTO
- X-BLEED valve is open if APU bleed

valve is open.
- X-BLEED valve is closed if APU bleed
valve is closed or in case of wing, pylon
or APU leak (except during engine start).
OPEN
- X-BLEED valve is open.
SHUT
- X-BLEED valve is closed.
FAULT
OFF
Jun04/THTA
- Bleed valve opens provided:

Upstream pressure is above 8 psi.
APU BLEED P/B is at OFF or APU bleed
valve is closed.
There is no onside wing or pylon leak,
OVER PRESS or OVER TEMP
detected.
ENG FIRE P/B not released out.
Engine start valve closed.
- Illuminates amber, associated with ECAM
caution in case of:
Overpressure downstream of the bleed
valve.
Bleed overheat.
Wing or ENG leak on the related side.
Bleed valve not closed during engine
start.
Bleed valve not closed with APU bleed
ON.
The FAULT light extinguishes when the
ENG BLEED P/B is at OFF provided the
failure has disappeared.
- Illuminates white:
Bleed valve and HP valve are closed.
APU BLEED P/B

ON
- lluminates blue in case of:

APU bleed valve is open provided
N > 95 % and there is no leak on the
APU or left side bleed. (Should a leak
occur on the right side, the X-BLEED
valve would close).
Off
- APU bleed valve is closed.
FAULT
- Illuminates amber, associated with ECAM

caution, when APU leak is detected.

Level 3 B1 B2
36-00-6
Training Manual
A320 Family
Pneumatic
36-00 General
Figure 5:
APU
Bleed Valve
to Air
Conditioning
Packs
APU
to Wing
Anti Ice
Wing Anti Ice

Valves
X-Bleed
Valve
Precooler
to Various
Systems
Engine HP/IP Bleed

Fan Air
Ground Connect
Jun04/THTA

Level 3 B1 B2
36-00-7
Training Manual
A320 Family
Pneumatic
36-00 General
Figure 6:
FROM ENG 1
HP STAGE
PACK FLOW
NORM
COCKPIT
FWD CABIN
AFT CABIN
HOT AIR
WING
ANTI ICE
PACK
1
HYDRAULIC
RESERVOIR
WATER
TANK
PACK
2
WING
ANTI ICE
LO
A
I
R
C
O
N
D
X-BLEED
VALVE
HI
FAULT
OFF
COLD
HOT COLD
HOT COLD
HOT
PACK 2
PACK 1
FAULT
X BLEED
PACK 1
PACK 2
C
O
N
D
FAULT
OFF
OFF
START
AUTO
RAM AIR
ENG 2 BLEED
SHUT
FAULT
OFF
START
GND HP APU BLEED
ENG 1 BLEED
ON
OPEN
FAULT
FAULT
ON
OFF
A
I
R
ENG 2 BLEED
OPEN
MAN CONTROL
GND
CONN
APU
BLEED
VALVE
200C
APU
APU BLEED
FROM BMC 2
OR
TEMP IND
PRECOOLER
OVER
BOARD
BLEED
ON
BLEED
VALVE
NOT CLOSED
ENG 1
STARTER
AUTO
CONT
20 C
FAULT
AND
20 C
RAM
AIR
50 C
OVERPRESS
VALVE
FAN
AIR
VALVE
LO
ENG 1 STARTER VALVE

NOT CLOSED
PRESS IND
APU BLEED VALVE

OPEN
CLOSURE
OR
BLEED
VALVE
BMC 1
CLOSURE
HP VALVE
IP
HP
(A-319)
BLEED
MONITORING
COMPUTER
50 C
HI
LO
HI
ANTI
ICE
ANTI
ICE
BLEED SYST
OVERPRESSURE
44 PSI
180C
PRECOOLER
OVERHEAT
LEAK
DETECTION
GND
PSI 44
C 180
APU
IP
HP
HP
IP
ENG 1
FIRE
TO HYD RES
(ENG 1 only)
PUSH
TAT - 5 C
SAT - 30 C
G. W. 60300 KG
23H56
ENG 1
Jun04/THTA

Level 3 B1 B2
36-00-8
Training Manual
A320 Family
Pneumatic
36-00 General
1, 3, 4, 5
7, 8, 10
4.1.
L (R) WING LEAK

Temperature > 124 C detected by the loops.
5MIN AFTER
2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
1500 ft
5
10
MEMO DISPLAY
APU BLEED message is displayed in green if APU is available and APU BLEED P/B is ON.
ENG
BLEED
FAULT
ENG 1 (2) BLEED LEAK

Temperature > 204 C detected by the loop and
engine 1 (2) running.
LIFT OFF
ENG 1 (2) BLEED FAULT

Engine 1 (2) running and bleed air pressure > 57 psi
(+3/-0) or temperature:
> 257 C for more than 55 sec,
or > 270 C for more than 15 sec,
or > 290 C for more than 5 sec.
FLT
PHASE
INHIB
80 kt
SD
LOCAL
PAGE WARNING
CALLED
LIGHT
1ST ENG
TO PWR
Conditions
AURAL MASTER
WARNING LIGHT
1ST ENG
STARTED
ELEC PWR
WARNINGS AND CAUTIONS
3, 4, 5
7, 8
ENG 1 (2) BLEED NOT CLSD

1) Bleed valve not automatically closed during engine
start or with APU bleed selected or
2) Bleed valve not closed with no pressure upstream.
BLEED 1 (2) OFF
One engine bleed switched off with no fault.
SINGLE
CHIME
MASTER
CAUTION
APU BLEED FAULT

APU available and APU bleed valve position disagree
with selected position.
ENG
BLEED
OFF
BLEED
NIL
APU
BLEED
FAULT
APU BLEED LEAK

Temperature > 124 C detected by the loop.
1, 3,4, 5
7, 8, 9, 10
3, 4, 5
7,8
ENG 1 (2) BLEED ABNORMAL PR

Regulated pressure is abnormal.
1, 3, 4, 5
7, 8 10
ENG 1 (2) (1+2) BLEED L O TEMP

One (both) engine bleed below 150 C in flight with wing
anti-ice ON.
3, 4, 5, 8
X BLEED FAULT
Position disagree with selected position.
ENG 1 (2) HP VALVE FAULT
HP valve is abnormally closed.
BLEED MONITORING F AULT
Both BMC faulty.
NIL
NIL
3, 4, 5,
7,8
NIL
L (R) WING LEAK DET F AULT

Both detection loops inop in one wing.
Jun04/THTA

Level 3 B1 B2
36-00-9
Training Manual
A320 Family
Jun04/THTA

Pneumatic
36-00 General
Level 3 B1 B2
36-00-10
Training Manual
A320 Family
36-10 General
Pneumatic
36-10 General
HP Bleed Valve
The HP bleed valve operates pneumatically and is connected by a sense line to a
pressure regulator valve (PRV 4001HA).
Distribution - Description and Operation
It is springloaded closed and starts to open at 8 psi HP tsage air pressure. It regulates the downstream pressure to 36 psi when open.
General
Both engine bleed air system are similar, but engine 1 only has a direct HP supply
line to the hydraulic tank pressurzation system. Each system is designed to:
Select the air source compressor stage (IP = 5th stage or HP = 9th stage air)
Regulate the bleed air pressure to 44 PSI
Regulate the bleed air temperature to 200 C +/- 15C
Air is generally bled from an Intermediate Pressure (IP= 5th) stage of the engine
High Pressure (HP= 9th) compressor to minimize engine pressure losses. This is
the normal engine air-bleed configuration.
The IP stage is the 5th HP compressor stage. At low engine speeds, when the
pressure from the IP stage is insufficient, air is automatically bled from a higher
compressor stage (HP stage). This happens especially at some aircraft holding
points and during descent, with engines at idle.
The HP stage is the 9th HP compressor stage. Transfer of air bleed is achieved
by means of a pneumatically-operated butterfly valve, designated HP bleed valve
(4000HA).
When the HP bleed valve is closed, air is directly bled from the IP stage through
an IP bleed check valve (7110HM), fitted with two flappers.
When the HP bleed valve is open, the HP stage pressure is admitted into the
pneumatic ducting and closes the IP bleed check valve. Air is then bled from the
HP stage only.
It pneumatically closes if:

the HP stage air is above 100 psi.
the downstreampressure from the IP stage is above 36 psi.
the pressure regulting valve (PRV) is closed.
the HP bleed override solenoid (11HA) is energized (A319 only)
(During cruise with normal bleed condition, the solenoid (11HA) is energized. This
causes the solenoid opens to ambient the HPV PRV coupling sense line which lets
the HPV close pneumatically. It avoid a permanent HP bleed due to low IP engine
pressures.)
When the HP bleed valve is closed, air is directly bled from the IP stage through
an IP bleed check valve (7110HM), fitted with two flappers.
When the HP bleed valve is open, the HP stage pressure is admitted into the
pneumatic ducting and closes the IP bleed check valve. Air is then bled from the
HP stage only.
Pressure Regulator Valve (PRV)

The bleed pressure regulator valve (PRV) regulates the downstream pressure to
44 psi.It is installed in the duct downstream of the IP bleed check valve and the
HP bleed valve. The bleed pressure regulator valve also operates pneumatically
but opening and closing can be controlled by the temperature limitation thermostat
(TLT 10HA) via sense line.A bleed pressure regulator valve control solenoid
(10HA). The TLT is installed in the duct downstream of the bleed air precooler exchanger (7150HM). The TLT controls the bleed pressure regulator valve which
controls the HP bleed valve at the same time.
The TLT reduces the the PRV outlet pressure if the precooler outlet temperature
exceedes 235C. Th PRV is springloaded closed and stars to open at 8 psi upstream pressure. The PRV is pneumatically controlled to close via the TLT sense
line if:
the precooler outlet temperature is above 245C
a reverse flow condition exists
the control solenoid on the TLT is energized
Jun04/THTA

Level 3 B1 B2
36-10-1
Training Manual
A320 Family
Overpressure Safety Device
The overpressure valve (OPV) protects the system in case of PRV failure. It is fully
pneumatically operated and springloaded open.The OPV starts to close >75 psi
and is fully closed > 85 psi and re-opens < 35 psi.
Bleed Temperature Control

The bleed temperature is regulated with a precooler. The cooling air flow from the
engine fan is controlled by the fan air valve (FAV). The fan air valve is springloaded closed and pneumatically controlled by the temperature control thermostat
(TCT) via sense line. The TCT modulates the fan air valve to control the bleed air
temperature at 200C +/- 15C.
The regulated pressure transducer (RPT) sends the PRV downstream pressure
signal to both BMC' (Bleed Monitoring Computer) for pressure monitoring and indication.
The transfered pressure transducer (TPT) sends the PRV upstream pressure signal to the respective BMC for LRU failure monitoring via CFDS.
The control temperature sensor (CTS) is a dual sensor and sends the bleed air
temperature to both BMC's for monitoring and indication.
System Installation
This system is installed in the nacelle and pylon of each engine and includes:
an Intermediate Pressure Bleed Check (IPC) Valve,
a High Pressure Bleed Valve (HPV),
a Pressure Regulator Bleed Valve (PRV) which permits or stops the bleed air
supply. It also keeps the downstream pressure to a specified limit with a Bleed
Pressure Regulated Valve Control Solenoid,
a solenoid valve (A319 only) which allows the air in the sense line between the
PRV and the HPV to vent to the atmosphere. This causes the HPV to close.
an Over-Pressure Valve (OPV) which protects the downstream pneumatic system if the PRV does not operate,
a bleed air precooler exchanger (air-to-air) which controls the air temperature
downstream of the system. The engine fan supplies cooling air through a Fan
Air Valve (FAV) to the precooler. A Fan-Air Valve Control Thermostat installed
downstream of the precooler controls the butterfly plate of the FAV,
an Exchanger Outlet Temperature Sensor which monitors the temperature in
the ducts,
Jun04/THTA
Pneumatic
36-10 General
two presssure transducers which monitor the pressure in the ducts,

two Bleed-air Monitoring Computers (BMC1 and BMC2) which receive information from the sensors. They monitor the system and control its operation,
several temperature sensors (provided for regulation) which detect overtemperature in ducts and give temperature indication.
This system is installed in the MID and AFT fuselage and contains:
a crossbleed valve which isolates or connects the right and left bleed air and
distribution systems,
an APU bleed load valve which is a part of the APU. This valve controls the
bleed air flow from the compressor of the APU when the supply system of the
engine is off or does not operate,
an APU bleed check valve in the APU duct which protects the APU against
bleed air from the engine(s).
The Ground Supply of Compressed Air (Ref. 36-13-00)

This system is installed in the lower MID fuselage on the left side and includes a
ground connector behind panel 191DB. A check valve is installed inside the
ground connector. This stops the loss of air when the ground supply unit is not
connected. The HP air is supplied to the distribution systems through the ground
connector.
Protection of the Pylon and the Nacelles

This system is installed between the engine pylons and the fuselage. It has a protection function of the wing leading edge and the nacelle. If there is a major leak
in the pneumatic system, a door opens and the pressure is released.

Level 3 B1 B2
36-10-2
TO BMC 1
CONTROL
TEMPERATURE
SENSOR
(6HA1)
TO BMC 2
TO LH
BLEED AIR
SYSTEM
CTS
TCT
TLT
VENT
BLEED PRESSURE
REGULATED VALVE
CONTROL SOLENOID
(10HA1)
OVER
BOARD
TRANSFER
PRESSURE
TRANSDUCER
(7HA1)
TO BMC 2
RPT
VENTED IF
PRV IS CLOSED
(REG 44 PSI)
REGULATED
PRESSURE
TRANSDUCER
(8HA1)
PRV
TP
TPT
TP
TP
HP
th
STAGE
VENT
(A319 ONLY)
HP BLEED OVERRIDE
SOLENOID ENG 1
(11HA1)
- ENERGIZED TO OPEN IF:

- WING ANTI-ICE NOT SELECTED
- BOTH BLEED AIR SYSTEM IN USE
- 9th STAGE PRESSURE (PS3)
> 80 PSI
- FLIGHT ALTITUDE > 15'000 ft
HP BLEED OVERRIDE SOLENOID
TO BMC 1
TO BMC 1
- LIMITS TEMP TO 235 - 245 C

BY REDUCING PRV OUTLET
PRESSURE TO 17,5 PSI
- CLOSES PRV AND HPV IF
SOLENOID ENERGIZED
- PREVENTS REVERSE FLOW
BY CLOSING OF PRV AND HPV
TEMPERATURE LIMITING THERMOSTAT
REGULATES 36 PSI AND CLOSES IF:

9th STAGE PRESS >100PSI OR
5th STAGE PRESS > 36 PSI OR
COUPLING SENSE LINE IS VENTED
(PRV CLOSE OR HP OVERRIDE
SOLENOID ENERGIZED)
HIGH PRESSURE BLEED VALVE (HPV)
SERVO PRESSURE
TO ENGINE NACELLE
ANTI-ICE VALVE
VALVE POS.
TO BMC 1+2
COUPLING SENSE LINE
HPV
TP
HIGH PRESSURE
BLEED VALVE
(4000HM1)
REG
TP
TO HYDRAULIC
RESERVOIR
(ENG 1 ONLY)
STAGE
IP
FAN AIR VALVE

CONTROL
THERMOSTAT
(7170HM1)
TEMP CONTROL
T0 200 C
PRECOOLER
(7150HM)
FAN AIR
VALVE
(9HA1)
th
OPV
IP
CHECK
VALVE
(7110HM)
VALVE POS.
TO BMC 1+2
BLEED
PRESSURE
REGULATOR
VALVE
(4001HA1)
VALVE POS.
TO BMC 1
OVER
PRESSURE
VALVE
(5HA1)
FAV
VALVE POS.
TO BMC 1
TP
ENG
START
SYS.
F
A
N
36-10-3
Level 3 B1 B2
Jun04/THTA
REG
36-10 General
Pneumatic
Training Manual
A320 Family
Figure 1: Bleed Air System
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 2:
BMC
A/C
Systems
Overboard
Pylon
Precooler
Sense Line
TCT
TLT S
CTS
Electrical Line
Wall
Fire
Connection Nacelle/Pylon
RPT TPT
S
Bleed Pressure Regulated

Valve Control Solenoid
FAV
to Starter Valve
OPV
Pylon
Ventilation
Pressure Transducer
Valve Position Switch Close

Nacelle
Gimbal
Duct
Assy
Valve Position Switch Open

Ambient Overheat Sensing Element
Bellows
Intermediate Pressure Bleed

Check Valve
PRV
Exchanger Outlet
Temperature Sensor
HPV
Fan
Fan Air Valve Control Thermostat
to Hyd. Res.
Press.
(Eng. 1 only)
IPC
IP
Solenoid Valve
HP
Engine
Nacelle
Anti Ice
to Nacelle Anti Ice Valve
(Servo Pressure)
Jun04/THTA

Level 3 B1 B2
36-10-4
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 3: Component Location, Engine and Pylon
Z400
(TLT)
Bleed Pressure Regulator
(TCT)
10HA
Fan Air Valve Control

Thermostat
9HA
7150HM
Bleed Air Precooler
Exchanger
Z400
Fan Air Valve

(FAV)
Wing Anti Ice
Bleed Pressure
Regulator
Valve (PRV)
to Starter Valve
(CTS)
6HA
5HA
Overpressure
Valve (OPV)
7170HM
Heat Exchanger Outlet Sensor
(TPT)
7HA
Bleed Transfer Pressure

Transducer
4001HA
8HA
(RPT)
Bleed Regulated Pressure
Transducer
Fan Air Inlet

(Air from Fan)
4000HA
HP Bleed
Valve (HP)
7110HM
IP Bleed
Check Valve (IPC)
Jun04/THTA

Level 3 B1 B2
36-10-5
LAST
R S
FROM ENG 1
HP STAGE
HPV
(REG 36 PSI)
th
TO HYDRAULIC
RESERVOIR
(ENG 1 ONLY)
HP
STAGE
SERVO PRESS.
FOR ENGINE
NACELLE ANTIICE VALVE
SOL HP BLEED
OVERRIDE
ENG1 (11HA1)
A319 ONLY
PR
PT
HYDRAULIC TANK
PRESSURIZATION
HP GROUND
CONNECTION
PACK 1
TO BMC2
BLEED PRESSURE
REGULATED VALVE
CONTROL SOLENOID
10HA1
CLOSE PRV AND HPV
S
TLT
TEMP. LIMIT THERMOSTAT
(LIMIT TEMP TO 235 - 245 C
BY REDUCING PRV OUTLET PRESS. TO 17,5 PSI)
OVER
BOARD
RPT
TRANSFER
PRESSURE
TRANSDUCER
7HA1
TO BMC 2
REGULATED
PRESSURE
TRANSDUCER
8HA1
(REG 44 PSI)
REG
HIGH PRESSURE
BLEED VALVE
4000HA1
COUPLING SENSE LINE
PRV
CLOSE > 85 PSI

REOPEN < 35 PSI
OPV
TPT
VENT
IP
STAGE
CTS
TCT
th
SET
LEGENDE:
Q
FF
RESET
LH WING
ANTI - ICE
CONTROL
TEMPERATURE
SENSOR
6HA1
FAN AIR VALVE

CONTROL
THERMOSTAT
7170HM1
TEMP CONTROL
IP
CHECK
VALVE
7110HM1
VLV POS
TO BMC 1+2
VLV POS
TO BMC 1+2
BLEED
PRESSURE
REGULATOR
VALVE
4001HA1
VLV POS
TO BMC 1
OVER
PRESSURE
VALVE
5HA1
FAN AIR
VALVE
9HA1
FAV
PRECOOLER
7150HM1
T0 200 C
VLV POS
TO BMC 1
ENG
START
SYS.
F
A
N
GND CONNECTION
M2
TM
C
O
M
P
ACT
HOT AIR VALVE

ACTUATOR
MAN
X - FEED
VALVE
6HV
M1
7
SET
RESET
Q
FF
WATER TANK
PRESSURIZATION
PACK 2
FROM
ENG2
FULL CLOSE
FUEL PRESS
APU
ECB
IGV
TM
ACT
FUEL
PRESS
BMC 1
2
ENG 2 BLEED
OFF
FAULT
10s
TD
RH WING
ANTI - ICE
OPEN
SIDE
IDENT
(BMC-1
ONLY)
257 C
57 PSI
PT < 4 PSI
8
AND ENG STOP
PRV CLOSE
OVERTEMP
OVERPRESS
LH WING LEAK
LH PYLON LEAK
A/C IDENT
(A319 ONLY)
X-BLEED
AUTO
OPEN
PACK 2
WAI SELECTED ''ON''

NORMAL CRUISE BLEED CONFIG.
PS3 > 80 PSIG & FLT ALT>15'000ft
EXHAUST
POS.
LVDT
SET
APU BLEED
LH AND RH
STARTER
VALVE (S)
OPEN
APU BLEED
LH ONLY
PRESSURE INDICATION
AND MONITORING
FAILURE MONITORING
VIA CFDS
TEMPERATURE INDICATION
AND MONITORING
PUSH
ENG 1 FIRE
AIR INLET
APU
APU BLEED
(CONTROL)
VALVE
AUTO
FF
HP VALVE
CLOSE
APU BLEED
PACK 1
BLEED
MONITORING
COMPUTER 1HA1
ENG 1 BLEED
ON
FAULT
SHUT
OFF
FAULT
36-10-6
Level 3 B1 B2
Jun04/THTA
REG
36-10 General
Pneumatic
Training Manual
A320 Family
Figure 4:
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 5:
re
ur e
Temperature
C
tu
r at
a
er
pe
HP
Te
m
200
IP
su
re
Pr
e
Relative
Pressure
PSIG
m
Te
HPV
100
OPV
85
PRV
HPV
Modulation
ECS
44
36
33
IP
e
ur
ss
e
Pr
PRV
HPV
23
IP Bleed
HP Bleed
Engine Power
Approach
ECS Modulation
80 85
Max. T. o N2%
Idles
Jun04/THTA

Level 3 B1 B2
36-10-7
Training Manual
A320 Family
BMC Bleed Monitoring Computer
The two BMCs monitor the operation of the HP bleed valve (close/open microswitch signals, and transfer pressure level). They receive and process the signals
and transmit the information per data bus by the System Data Acquisition Concentrator (SDAC) to the ECAM system which generates the system display.
The indications are:
pressure, temperature and position of the main valves (PRV, HP Bleed Valve,
CROSSBLEED and APU BLEED valve). The two BMCs signal directly to the AIR
COND overhead control panel the ENG 1 (2) BLEED FAULT signal.
Additionally, they transmit the information to the Centralized Fault Display Interface Unit (CFDIU). The CFDIU generates maintenance information which is displayed on the Multi Function Control Display Unit (MCDU) if the MCDU MENU is
selected.
Pneumatic
36-10 General
The two BMCs control the closure of the PRV (during warning, engine start, APU
bleed) automatic mode of CROSSBLEED valve and APU bleed valve opening
availability.
The two BMCs monitor the correct operation of the whole system and detect abnormal function of an item. They send this data to the Centralized Fault Display
System (CFDS) (Maintenance Computer).
If both BMC are failed, the following messages are displayed:
On Ecam W/D: Bleed Monitoring Fault
On ECAM S/D: xx are displayed in place of temperature, pressure indication and
valve position.
Fault Detection and Monitoring of the System

The monitoring system detects failures and abnormal operation of the engine
bleed air supply system. It warns the crew and transmitts the relevant information
to the upper and lower ECAM display units. Additionally the MASTER CAUT light
comes on and a single chime sounds. The system also enables abnormal operation and failure to be detected during flight in order to facilitate replacement on the
ground of faulty components (Line Replaceable Units, LRU).
Valves are fitted with position microswitches for monitoring.
An exchanger outlet temperature sensor monitors the precooler outlet temperature.
Two pressure transducers monitor the air pressure available in circuit.
The two BMCs monitor the electrical signals from the microswitches of the valves,
the temperature at the precooler outlet, the transferred and the regulated pressures. Additionally, they monitor ambient overheat in pylons, wings and the fuselage.
The two BMCs trigger a warning in case of:
overpressure (>57 psi TD 15sec.)
overtemperature (>257C TD 55sec.)
ambient overheat (Wing, Pylon or APU duct leak)
APU air supply and PRV not closed (TD 8sec.)
Jun04/THTA

Level 3 B1 B2
36-10-8
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 6:
Jun04/THTA

Level 3 B1 B2
36-10-9
Training Manual
A320 Family
Engine Bleed Current Status
Pneumatic
36-10 General
Figure 7:
The engine bleed air system CURRENT STATUS is a real snapspot of the engine
bleed air system status.
The engine bleed air system current status gives the actual position of the valves,
P/B.....
BMC1
Power Supply
Cut Off > 1sec
MCDU Test
Activation
BMC2
Bite
(LH/RH Wing Loop B)
Power Up
Test
Leak DET Loops

APU, Pylon, LH/RH
Wing Loop A
Transf
Press XDCR
CTL Temp
SNSR
RGLRD
Press XDCR
In
Operation
Test
OPV
FAV
TLT Sol
PRV
HPV
X Bleed VLV
APU Bleed
P/B SW
X Bleed VLV
CTL Relay
Eng 1 Fire P/B

Engine Bleeed
EIU1
Air System
Current
(Start VLV Position)

Zone Cont
(WAI Command
in Range)
Eng 1 (2) Bleed
P/B SW
X Bleed SEL
Jun04/THTA

Status
APU Bleed
VLV
Eng 1 HPV Fault

Eng 1 Bleed Fault
Engine
Validity
(CFM/V2500)
Auto
Auto
Level 3 B1 B2
36-10-10
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 8:
Jun04/THTA

Level 3 B1 B2
36-10-11
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 9:
RIB 2
Bleed Air Ducting
RIB 7

Wing Anti Ice Valve

RIB 8
10HA
Fan Air Valve Control

Thermostat
RIB 9
9HA
Slat Track 1
Slat Track 2 Slat Track 3
Slat Track 4
7150HM
Bleed Air Precooler

Exchanger
5HA
Slat Track 5
Overpressure
Valve (OPV)
to Starter
Valve
7170HM
Fan Air
Valve (FAV)
Wing Anti Ice
Solenoid HP
Bleed Override
Bleed Transfer
Pressure Transducer
8HA Bleed Regulated
Pressure Transducer
11HA
7HA
B
Closed
4001HA
Fan Air Inlet

(Air from Fan)
Open

Valve (PRV)
(1)
Position Indicator
and Manual Override
4000HA
HP Bleed
Valve (HP)
7110HM
IP Bleed
Check Valve (IPC)
1
Position
Indicator
Test Port
Jun04/THTA

Level 3 B1 B2
36-10-12
Training Manual
A320 Family
High Pressure Bleed Valve
The HP Bleed Valve is a 4 in. dia. butterfly-type valve which operates as a shutoff and pressure regulating valve. The HP bleed valve is normally spring-loaded
closed in the absence of upstream pressure. A minimum pressure of 8 psig is necessary to open the valve.
The HP bleed valve pneumatically limits the downstream static pressure to 36 plus
or minus 3 psig. It closes fully pneumatically when the upstream static pressure
reaches 100 plus or minus 5 psig. A pneumatic sense line connects the HP bleed
valve with the bleed pressure regulator valve (PRV) in order to make sure that the
HP bleed valve will close when bleed pressure regulator valve is controlled closed.
Pneumatic
36-10 General
allow the HP bleed valve actuator opening chamber supply with reduced pressure
air.
When chamber (4) is vented to ambient the clapper (5) leaves its lower seat position and reduced pressure air is allowed to supply the HP bleed valve actuator
closing chamber (by unseating the springloaded ball).
Figure 10:
to PRV
4
5
A319 only A solenoid is installed on a bracket in each pylon. It is connected by a

sense line to the HPV-PRV coupling sense line. When the engine is used with the
old engine bleed air design, the Thrust Specific Fuel Consumption (TSFC) increases. This is because of low IP engine pressures give permanent HP bleed.
To avoid this, during cruise with normal bleed condition:
Wing Anti-Icing (WAI) not selected ON,
Normal bleed configuration (2bleeds, 2 packs),
Ps3 more than or equal to 80 psig,
Altitude over 15000ft,
The solenoid is energized by the Bleed monitoring computer (BMC). It opens to

ambient the HPV-PRV coupling sense line which lets HPV controlled close pneumatically.
Safety
Valve
Closing
Chamber
Regulation
The HP bleed valve upstream pressure supplies chamber (1) of the regulator
through a jet to control the position of the clapper (2) and maintain constant air
pressure in the HP bleed valve actuator opening chamber.
Opening
Chamber
The test intake is used for checking correct valve operation on the ground by directly supplying the regulator.
The HP bleed valve downstream presure supplies the HP bleed valve actuator
closing chamber through distribution clapper (3). Indeed when downstream pressure reaches the value determined by spring preloading.
Opening/Closing
1
Test Intake
reduced pressure air supplies chamber (4) of the opening/closing sub assemblythough a jet to control the position of clapper (5) against its lower seat position and
Jun04/THTA

Butterfly
Microswitch
Bleed
Air Flow
Level 3 B1 B2
36-10-13
Training Manual
A320 Family
Bleed Pressure Regulator Valve (PRV)
(1)The PRV is a 4 in. dia. butterfly-type valve, normally spring-loaded closed in absence of upstream pressure. A minimum upstream pressure of 8 psig is necessary
to open the valve.
The PRV pneumatically regulates the downstream pressure to 44 plus or minus 3
psig.
It closes automatically in the following cases:
overtemperature downstream of the precooler exchanger (257 +/- 3) deg.C
(60 sec. delay),
overpressure downstream of the PRV (57 +/- 3) psig (15 sec. delay),
ambient overheat in pylon/wing/fuselage ducts surrounding areas,
APU bleed valve not closed,
corresponding starter valve not closed.
Pneumatic
36-10 General
The test intake is used for checking correct valve operation on the ground by directly supplying the regulator.
The downstream pressure supplies the actuator closing chamber through distribution clapper (4). Indeed when downstream pressure reaches the value determined
by spring preloading.
Figure 11:
5
7
to Solenoid Thermostat
from HP
Bleed
Valve
It is controlled in closed position by crew action on:

ENG FIRE pushbutton switch
ENG BLEED pushbutton switch.
Closing
Chamber
The PRV closes pneumatically in case of impending reverse flow to the engine.
The Overpressure Valve (OPV) installed downstream of the PRV protects the system against damage if overpressure occurs.
A sense line (1/4 in. dia.) connects the PRV to the HP Bleed Valve in order to close
the HP Bleed Valve if the PRV is closed or controlled to close. The thermal fuse
installed in the valve body causes the valve to close at 450 plus or minus 25 deg.C.
Regulation
The upstream pressure supplies chamber (1) of the regulator through a jet to control the position of the clapper (2) and maintain constant air pressure in the actuator opening chamber.
The regulator calibration can be modified by the secondary stage of the regulator
which is pneumatically connected to the Bleed Pressure regulator valve Control
Soleno d according to the air temperature sensed downstream to the PCE. The
air pressure in chamber (3) can vary according to an air leakage controlled by the
Bleed Pressure Regulator Valve Control Solenoid. As clapper (2) remains in contact with its seat (4), downstream pressure still supplies the actuator closing chamber despite a reduced pressure air value lower than the nominal regulation
threshold.
Bleed Air
Flow
Butterfly
Test
Intake
1
Jun04/THTA

Microswitch
Level 3 B1 B2
36-10-14
Training Manual
A320 Family
Overpressure Valve (OPV)
Pneumatic
36-10 General
Figure 12:
The OPV is a 4 in. dia. butterfly-type valve, whose operation is fully pneumatic. In
normal conditions the valve is spring-loaded open.
Regulator
Assembly
Regulation
When the upstream pressure increases and reaches 75 psig, the OPV starts to
close (pressure on the piston overcomes the spring force). This decreases the air
flow and so reduces the downstream pressure. At 85 psig upstream pressure the
OPV is fully closed, it opens again when the upstream pressure has decreased to
less than or equal to 35 psig.
Microswitch
Closing
Chamber
Pneumatic
Actuator
Test Port
Safety Devices and Indications

A
The OPV is equipped with a test port which serves to perform an "in situ" test.
A microswitch in the OPV signals the extreme open position.
Controls and Indicating
OPV operation is fully pneumatic. It cannot be controlled from the cockpit.
Position of the overpressure valve can be seen on the BMC current data
label 066 bit 11. (Status 0 = fully open)
Bleed Air
Pressure
Jun04/THTA

Butterfly
Level 3 B1 B2
36-10-15
Training Manual
A320 Family
Fan Air Valve (FAV)
Pneumatic
36-10 General
Figure 13:
The FAV is a 5.5 in. dia. butterfly-type valve, normally spring - loaded closed in the
absence of pressure. A minimum upstream pressure of 8 psig is necessary to
open the valve. The FAV regulates the dowstream precooler exchanger temperature to 200 plus or minus 15 deg.C (27 deg.F).
Regulation
A thermostat installed downstream of the precooler exchanger senses the hot air
temperature and sends to the valve a pressure signal corresponding to precooler
cooling air demand. The FAV butterfly takes a position from fully closed to fully
open to maintain the temperature value of air bled within limits.
A
Safety Devices and Indications
Position
Indicator
The FAV is equipped with a test port which serves to perform an "in situ" test.
A manual override serves to close the valve mecanically on the ground.
Microswitch
Electrical
Connector
Two microswitches in the valve signal the full open and full closed positions of the
butterfly. A thermal fuse installed on the valve body closes the valve if the nacelle
temperature reaches 450 plus or minus 25 deg.C (45 deg.F).
Position of the fan air valve can be seen on the BMC current data
label 066 bit 12. (Status 0 = fully open)
Thermal Fuse
Vent Screw
Test Intake
Pressure Tapping
(Motive Pressure)
Jun04/THTA

Level 3 B1 B2
36-10-16
Training Manual
A320 Family
Fan Air Valve Control Thermostat TCT
Pneumatic
36-10 General
Figure 14:
(1)The fan air valve control thermostat is installed dowstream of the bleed air precooler exchanger. It controls, through the fan air valve, the engine fan cooling airflow in order to maintain the bleed air temperature to 200 deg.C (392 deg.F) plus
or minus 15 deg.C (27 deg.F).
TCT (7170HM)
(2)Detailed Description
The fan air valve control thermostat contains two mains parts:
a temperature sensing element
a pressure regulator.
Chamber A
Clapper
Regulation
When the temperature downstream of the precooler exchanger is below the required value:
the INVAR rod valve remains on its seat
no air flows through the pressure regulator
the FAV remains closed.
When the temperature is over the required value differential expansion between
the INVAR rod and the stainless steel sensing tube opens the rod valve causing
the venting of the chamber A and thus allowing a pressure signal through the thermostat to the opening chamber of the FAV.
Pressure
Reducing Valve
Chamber B
to the Opening
Chamber of
Fan Air Valve
Air Venting
Between both values the FAV butterfly has an intermediate position.
Filter
Precooled Air Outlet
Regulating Probe
Jun04/THTA

Level 3 B1 B2
36-10-17
Training Manual
A320 Family
Temperature Limitation TLT
Pneumatic
36-10 General
Figure 16:
When the temperature downstream of bleed air precooler exchanger increases

and reaches 235 deg.C (455 deg.F), the INVAR rod in the sensing tube starts to
open the rod valve by differential dilatation. This cause a modification of the butterfly position of the bleed pressure regulator valve which tends to close to reduce
the downstream pressure. If the temperature increases up to 245 deg.C (473
deg.F) the rod valve will be full open and the bleed pressure limited to 17.5 psig.
Closure of bleed pressure regulator valve

When the solenoid is energized, its valve moves away from its seal and vents the
bleed pressure regulator valve which closes. When the solenoid is not energized,
the solenoid valve is spring-loaded closed.
Non Return Assembly
Solenoid Assembly
Solenoid
Electrical
Connector
Plunger
Upstream
Precooler
Pressure
Solenoid
Valve
The Bleed Pressure Regulator Valve Control Solenoid has no direct effect on
the HP Bleed Valve (HPV) operation.
Figure 15:
TLT (10HA)
Regulator
Assembly
to PRV
Electrical Connector
Air Vent
A
Filter
Solenoid
Assembly
Non Return
Assembly
to Pressure Regulator
Valve (PRV)
Downstream
Precooler
Pressure
Thermostat
Assembly
Sensing
Tube
from Precooler
Upstream
Attachment
Plate
Invar Rod
Thermostat
Assembly
Note:
LH Side Shown
RH Side is Symmetrical
Jun04/THTA

Level 3 B1 B2
36-10-18
Training Manual
A320 Family
Pneumatic
36-10 General
Bleed Transfer Regulated Pressure Transducers TPT
Operation
The pressure transducer is a piezo-resistive type cell. It senses the bleed transfer/
regulated pressure and transforms it into a proportional current voltage.
The pressure to be measured is ducted to the transducer via a sense line. It acts
on the integrated strain gage of the piezo-resistive cell to generate an electrical
signal proportional to the pressure variation. The signal is transmitted to the bleed
monitoring computer.
Each pressure transducer consists of:

a measuring electronic cell
an electrical connector
a pressure port.
A
Tube
Z420/480
Wing Anti
Ice Duct
Pylon Loop
Control Temp. Sensor

6HA1 (6HA2)
CTS
Electrical
Connector
TCT
Z410/470
TLT
Transfered Pressure
Transducer
Label
7HA1 (7HA2)
A
Precooler
7159HM
Housing
TPT
Electrical
Connector
RPT
Regulated Pressure
Transducer
8HA1 (8HA2)
Jun04/THTA

Level 3 B1 B2
36-10-19
Training Manual
A320 Family
Pneumatic
36-10 General
APU Bleed Air Supply & X - Feed System
Automatic Control
APU BLEED AIR SUPPLY
The crossbleed valve selector switch 3HV is usually in the AUTO position. In this
position the coil of the crossbleed valve auto control relay 4HV is connected to the
essential bus 206PP. When you push the APU BLEED pushbutton switch 7HV to
the ON position the BMCs send a ground signal to the crossbleed valve auto control relay 4HV if:
the APU bleed load valve is in the fully open position,
there is no leak warning (the leak warning will be ignored during the main engine start).
The start sequence of the APU is complete when the APU acquires 95% speed.
Above the acquired 95% speed the APU is obtainable for the supply of bleed air
and electrical power.
When the APU is available you can push the APU BLEED P/BSW on the overhead panel to start the APU bleed air supply.
When you push the APU BLEED P/BSW:
the blue ON legend on the P/BSW comes on
the P/BSW sends a signal to the BMC
the BMC starts a test of the sensing elements on the APU bleed air duct and
the left wing bleed air ducts.If the test is correct the BMC tells the ECB to open
the APU bleed valve.
If the BMC 1 finds a leak in the APU bleed air ducts, while there is a Main
Engine Start (MES) signal from the engines, it ignores the leak signal and
tells the ECB to keep the APU bleed valve open.
Stop of the APU Bleed Air Supply

To stop the APU bleed air supply you push the APU BLEED P/BSW again:
the blue ON legend on the APU BLEED P/BSW goes off,
the APU BLEED P/BSW removes the ground signal from the BMCs,
the BMCs send an OFF signal to the ECB,
the ECB stops the supply of electrical power to the rotary actuator of the APU
bleed control valve,
the APU bleed valve closes and stops the bleed air supply,
on the BLEED and APU pages of the SD, the green APU bleed valve symbol
is shown in the closed position.
Jun04/THTA
The crossbleed valve auto control relay 4HV supplies electrical power to the
crossbleed valve motor 1 and the crossbleed valve opens.On the BLEED page of
the SD the green crossbleed valve symbol is shown in the open position.
Manual Control
When you set the crossbleed valve selector switch 3HV to the OPEN position:
the motor 2 opens the crossbleed valve,
on the BLEED page of the SD the green crossbleed valve symbol is shown in
the open position.
You should only use this procedure in the subsequent cases:
the cross supply of the air conditioning packs (the left engines supply air to the
right pack or the right engines supply air to the left pack),
the start of an engine with bleed air from an engine on the other wing (but not
during flight. Start by self rotation is possible),
an engine bleed air failure and WAI condition,
start of the right engine on the ground through the ground connectors or with
the APU bleed air supply.
When you set the crossbleed valve selector switch 3HV to the CLOSE position:
the motor 2 closes the crossbleed valve.
on the BLEED page of the SD the green crossbleed valve symbol is shown in
the the closed position.

Level 3 B1 B2
36-10-20
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 17:
HYDRAULIC TANK
PRESSURIZATION
APU BLEED
SHUT
FAULT
ON
PACK 2
RH WING LOOP A+B
X - BLEED
RAM AIR
WATER TANK
PRESSURIZATION
X - FEED
VALVE
6HV
PACK 1
LH WING LOOP A+B
HOT AIR VALVE

ACTUATOR
RH WING
ANTI - ICE
LH WING
ANTI - ICE
AUTO
MAN M2
OPEN
LH PYLON
LOOP
ON
M1 AUTO
FROM ENG 1
VLV. POS.
TO BMC 1
AND BMC 2
AUTO
RH WING
LOOP B
LH WING
RH PYLON
LOOP
OPEN
HP GROUND
CONNECTION
FROM
ENG 2
TM
ACT
RH PYLON
LOOP
FUEL PRESS
APU LOOP
POSITION
LVDT
BLEED FLOW
XDCR (P24)
BMC 2
LH WING LEAK
LH PYLON LEAK
RH WING LEAK
RH PYLON LEAK
APU LEAK
APU BLEED
CONTROL
VALVE (P33)
LCDT
SENSOR
(P29)
C
O
M
P
APU
(INHIBITED DURING MES)
EXHAUST
FUEL
PRESS
APU BLEED
VALVE CLOSE
10s TD
IGV
ACT
APU BLEED SW ''ON''

LH WING OR LH PYLON
OR APU LEAK WARN
FF
AIR INLET
APU LOOP STATUS

NOT OPERATIVE
LEAK WARN
RESET
SET
BMC 1
SURGE PROTECTION
BLEED CONTROL
10s TD
LH WING OR LH PYLON
OR APU LEAK WARN
LH WING
LOOP A
Jun04/THTA
SET
RH WING
LOOP A
LVDT
TM (P21)
DRIVER
S
P
P
(BLEED FLOW
XDCR P24)
(SENSOR P22)
INLET
TEMP/PRESS
MAX. EGT
LIMITATION
N
% RPM
APU BLEED CMD
MES DEMAND
APU RPM > 95%

APU SHUTDOWN
TO BMC 2
APU LOOP STATUS

NOT OPERATIVE
LEAK WARN
POSITION
BLEED
ON CMD
APU BLEED
VALVE CLOSE
APU BLEED SW ''ON''
FF
LCD TEMP
(LCDT SENSOR P29)
RESET
APU ECB
59 KD
DRIVER
ARING 429
LH WING LEAK
LH PYLON LEAK
RH WING LEAK
RH PYLON LEAK
APU LEAK
INLET
TEMP/PRESS
SENSOR (P22)
APU
FAULT
MASTER SW
ON
EGT
ECS DEMAND
EIU 1
EIU 2
ZONE TEMPERATURE
CONTROLLER
LH PYLON APU LOOP

LOOP

Level 3 B1 B2
36-10-21
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 18:
Electrical
Connector
Manual Override Lever

and Position Indicator
Gearbox
Actuator
Motor No 1
(Primary)
Clamp
Actuator
Motor No 2
(Secondary)
Flange
Butterfly
Plate
Label
Manual Override Lever

and Position Indication
Crossbleed
Valve
(&HV)
(Closed Position)
(Open Position)
Valve Body
Bearing
Mounting
Motor 1, 2
Connector
Jun04/THTA

Level 3 B1 B2
36-10-22
Training Manual
A320 Family
APU Bleed Valve
The supply of the APU bleed air is controled by the ECB via APU bleed control
valve and inlet guide vanes. When the APU Bleed Control Valve is in the open position, the engine Pressure Regulator Valves (PRV) or also named Engine Bleed
Valves, closes and shuts off the engine bleed air (energizing of the TLT solenoids). APU bleed air has priority of engine bleed air. It is not necessary to reg-
Pneumatic
36-10 General
ulate the temperature, pressure and flow of the APU bleed air because they agree
with the user demand. The APU can supply bleed air on ground as well in flight up
to an altitude of 20.000 ft. Above that flight level the Inlet Gide Vanes (IGV) will be
closed. The APU bleed control valve is a part of the APU. The ECB (59KD) monitors the bleed - air supply and also controls the APU bleed control valve.
Figure 19:
Reduced Pressure
Modulated Pressure
Fuel Return
N (100%)
P/Pt
ISV
Current
ECB
Signal
Fuel
Pressure
Fuel Drain
Fuel
Return
Valve in
Discharge
Position
0mA
100mA
Servo Valve
Position
Signal
BCV
Position
Indicator
Bleed Control Valve
Valve in
Delivery
Position
LVDT
Discharge
to the
Exhaust
Delivery
to the
Aircraft
Load
Compressor Air
Jun04/THTA

Level 3 B1 B2
36-10-23
Training Manual
A320 Family
Pneumatic
36-10 General
APU Bleed Check Valve
Description
The APU bleed air duct connects the APU to the crossbleed duct. The check valve
installed in the APU bleed air duct protects the APU when a different source supplies bleed air with a higher pressure.
The APU bleed check valve is a 101.6mm (4.0 in.) dia. flapper type valve.
APU Bleed Check Valve

7260 HM
APU Bleed
Check Valve
w
Flo
Jun04/THTA

Level 3 B1 B2
36-10-24
Training Manual
A320 Family
Pneumatic
36-10 General
HP Ground Connection
Figure 20:
STA2243/FR49
STA2189/FR48
3" HP GRD
Connector
(7300HM)
Z150
Z140
STA1537/FR35
Acess
191DB
3" HP GRD Connector
A
Jun04/THTA

Level 3 B1 B2
36-10-25
Training Manual
A320 Family
Pneumatic
36-10 General
Environment Protection
Protection of wing leading edge. This system has a protection Function of the wing
leading edge structure. It operates when a duct of the pneumatic or wing anti ice
system bursts or shows major Leaks. The access panels in the fixed leading edge
of the wing pressure relief panels of the blow down type.
There are five panels on each underwing between the fuselage and the anti-icing
telescopic duct. Panels 1, 2 and 3 are inboard of the engine pylon. Panels 4 and
5 are outboard of the pylon. They are a protection against too much overpressure
caused by leaks in the anti-icing duct.
Operation
When a pneumatic or anti-icing duct leak occurs, the pressure in the wing fixed
leading edge bay(s) of the wing(s) increases. This continues until the rivets which
attach the two angles shear. To shear the rivets, a pressure of approximately 0.48
bar (7 psi) is necessary. Then the trailing edge of the access panel moves and the
air flows overboard.
The pressure at which the rivets shear depend on:
the shape and the size of the access panel,
the number of rivets which hold the panel,
the rivet shear strength.
Jun04/THTA

Level 3 B1 B2
36-10-26
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 21:
Section A - A
Normal Installed Condition

Restraining Lanyard
(on Panels 2, 3, 4
and 5 only)
Z522
Sub Spar
Shear
Rivet
Z521
Z621
Z622
Note:
LH Wing Lower Side Shown
RH Side Mirror Image
Panel
Fastener
Panel
Seal
Fastener
Torsion
Box Skin
RIB13
522(622)CB
Panel 5
A
522(622)AB
Panel 4
Pressure Relief
Access Panel
Blown Condition > 7PSI

A
RIB8
Pylon
521(621)EB
Panel 3
521(621)CB
Panel 2
Pressure
RIB3
Flow
521(621)AB
Panel 1
Jun04/THTA

Level 3 B1 B2
36-10-27
Training Manual
A320 Family
Pneumatic
36-10 General
Protection of the Pylon

This system is for the protection of the pylon. It operates if a duct of the pneumatic
system breaks open or shows large leaks so that this can not endanger safe flight
and landing of the aircraft. The system keeps the pressure to a limit. This prevents
damage to the pylon structure and the components installed in the pylon. The
leading edge of the pylon fairing and the pylon/wing interface have each one pressure relief door. The overpressure in this area is limited to 0.2 bar (2.9007 psi) by
the pressure relief doors.
Two types of pressure relief doors are installed:
The one in the leading edge of the pylon (413BL, 423BL) is spring loaded and
made from titanium.
The one in the pylon/wing interface (471BL, 482BR) is installed with shear rivets,
a latch and a piano hinge. It is made of carbon/honeycomb core in sandwich construction.
Operation
When a pneumatic duct in any area of the pylon breaks open or leaks, the pressure increases in this area. It continues up to a differential pressure of 0.2 bar
(2.9007 psi).
This causes:
The pressure to overcome the force of the spring on the doors 413BL and 432BL.
The rivets to shear on the doors 471BL and 482BR. The doors open and stay open
to allow the overpressure to flow overboard.
Jun04/THTA

Level 3 B1 B2
36-10-28
Training Manual
A320 Family
Pneumatic
36-10 General
Figure 22:
A
Pressure Relief Door
414BR (424BR)
Z420
Pressure Relief Door

413BL (423BL)
Hinge
Arm
Z410
Flow
Note:
LH Side Shown
RH Side is Symmetrical
Flow
Spring
Springloaded
Latch
B
Pylon
Titanium
STA495/RIB05
STA537/RIB07
Jun04/THTA

Level 3 B1 B2
36-10-29
Training Manual
A320 Family
Protection of the Nacelle
Pneumatic
36-10 General
overpressure of 0.2 bar (2.9007 psi). Two annealed lanyards limit the door travel
and keep the door on the fan cowl if it opens. The door is manually latched. When
the door opens duringflight after an overpressure occurs, it does not latch again
automatically if the overpressure decreases. You can see on the ground that the
door is open.
This system is made to protect the nacelle. It operates if a pneumatic duct breaks
or has a large leak. The system keeps the pressure to a limit. This prevents damage to the nacelle structure and the components installed in the nacelle. A pressure relief door made of aluminum honeycomb is installed in the right fan cowl of
the left and right engine. It protects the fan compartment against a differential
Figure 23:
A
Fan Cowl
438(448)
Z451/452
Z448
Z438
Z461/462
Flow
Lanyard
Thrust Reverser
452AR (462AR)
Pressure Door
Relief Door
438BR (448BR)
Springloaded
Latch
Hinge
A
Thrust Reverser
451AL (461AL)
Jun04/THTA
Lanyard

Note:
LH Side Shown
Rh Side is Symmetrical
Level 3 B1 B2
36-10-30
Training Manual
A320 Family
Jun04/THTA

Pneumatic
36-10 General
Level 3 B1 B2
36-10-31
Training Manual
A320 Family
Jun04/THTA

Pneumatic
36-10 General
Level 3 B1 B2
36-10-32
Training Manual
A320 Family
36-20 General
Pneumatic
36-20 General
System Description
The aircraft leak detection system is divided into LH and RH zones by the crossfeed valve in the crossfeed duct at STA1537 (FR35). Each leak detection system
operates independently.
Leak Detection
General
The indicating system shows the condition of the pneumatic system. It monitors
the bleed air pressure and temperature and the position of the different valves.
The indicating system also shows the bleed-air duct leaks that the leak detection
system finds . The primary indications are shown on the lower ECAM display unit
and the upper ECAM display unit. Indications are also shown on the AIR COND
panel.
Overheat Detection
The overheat detection system adjacent to the bleed-air ducts monitors the ducts
for leaks and bursts. It automatically shuts off the related bleed air supply if a leak
or burst occurs on a duct.
The overheat detection loops are installed adjacent to the pneumatic ducts in:
the fuselage,
the belly fairing,
the wings,
the engine pylons.
Both wing/fuselage leak detection system are made up of twin loops (A and B) of
overheat sensing elements. This eliminates the possibility of incorrect warnings,
due to an AND logic.
The overheat sensing elements are installed in each wing along the forward face
of the front spar. Clamps and rubber grommets attach the overheat sensing elements at regular intervals along the whole length.
In the fuselage, the elements are installed at STA1537 (FR35) and close to the
crossover bleed-air duct. They continue (LH side elements only) up to the APU
check valve on the pressurized fuselage between STA2189 and STA2243.
A single loop system is installed along the bleed air duct between the APU check
valve and the APU bleed valve.
In each of the pylons, there is a single loop. Each loop is located near the pylon
ventilation duct.
Leak Detection - Description and Operation

This continuous monitoring system is designed to detect, by means of detection
loops, any ambient overheat. This is to protect the structures and components
near the hot air ducts in the fuselage, pylons and wings, against possible leaks or
bursts.
Jun04/THTA

Level 3 B1 B2
36-20-1
Training Manual
A320 Family
Operation
The overheat sensing elements continuously monitor the surrounding areas for
overheat conditions. They are connected in series and detect overheat conditions
at any point along the length of the elements. When only a few inches of the elements are heated to the pre-determined temperature, an alarm is caused. When
this occurs, the bleed air supply is shut off automatically.
If one loop is inoperative (loop A or B), the remaining loop takes over. If hot air escapes from the bleed air duct and heats an element of the operative loop, a signal
is given.
The signal causes:
the amber FAULT light on the AIR COND overhead panel to come on,
the activation of the ECAM system.
When the ECAM system is activated:
the MASTER CAUT lights on the panels 131VU and 130VU come on amber,
a single chime sounds,
the message on the upper ECAM display unit comes on,
the BLEED page on the lower ECAM display unit comes on.
The FAULT light stays on as long as the overheat condition exists. The valves associated with the loop close automatically. If the overheat condition is eliminated,
the circuit must be reset to open the valves.
Pneumatic
36-20 General
When the FAULT legend on the ENG 2 BLEED pushbutton switch comes on, the
following valves close automatically:
the RH pressure regulating valve,
the RH wing anti-icing valve (if the wing anti-icing system is operative),
the crossbleed valve (the selector is in the AUTO position).
When the FAULT legend on the APU BLEED pushbutton switch comes on, the
APU bleed valve closes automatically (the APU pushbutton switch is in the ON position). Engine start sequence prevents that the APU bleed valve and the crossbleed valve (the selector is in the AUTO position) close.
A functional test can only be carried out on the ground by automatic control activation. It checks the outputs or status of each leak detection loop in-turn. The
maintenance test permits the maintenance crew to check a specific function of the
system. Additionally, the maintenance test finds a failed Line Replaceable Unit
(LRU).
Leak (Overheat) Detection

The two bleed air monitor computers (BMC 1 and BMC 2) monitor the seven detection loops (Loops A and B, LH wing, Loops A and B, RH wing, LH and RH pylon
loops and fuselage loop). The indications are given in Chap.
The different FAULT warnings on the AIR COND overhead panel 30VU are:
the FAULT legend on the ENG 1 BLEED pushbutton switch which comes on if
there is an overheat condition in the LH zone (LH pylon, LH wing and LH MID
fuselage),
the FAULT legend on the ENG 2 BLEED pushbutton switch which comes on if
there is an overheat condition in the RH zone (RH pylon, RH wing and RH MID
fuselage),
the FAULT legend on the APU BLEED pushbutton switch which comes on if
there is an overheat condition in the MID and AFT fuselage (APU duct).
At the same time as the FAULT legend on the ENG 1 BLEED pushbutton switch
comes on, the following valves close automatically:
the LH pressure regulating valve,
the LH wing anti-icing (if the wing anti-icing system is operative) valve,
the APU bleed valve (the APU pushbutton switch is in the ON position),
the crossbleed valve (the selector is in the AUTO position).
Jun04/THTA

Level 3 B1 B2
36-20-2
Training Manual
A320 Family
Pneumatic
36-20 General
Figure 1:
BMC 1
BMC 2
BLEED
MONITORING
COMPUTER
BLEED
MONITORING
COMPUTER
LOOP A
LOOP B
X-BLEED VLV
PYLON LOOP
LOOP A
LOOP B
Conditions
APU LOOP
L (R) WING LEAK

Temperature > 124 C detected by the loops.
ENG 1 (2) BLEED LEAK
Temperature > 204 C detected by the loop and
engine 1 (2) running.
DETECTION LOOPS
Jun04/THTA
SINGLE
DOUBLE
DOUBLE
SINGLE
APU
PYLON
LH WING
RH WING
APU
APU BLEED VLV

APU BLEED LEAK

Temperature > 124 C detected by the loop.
BLEED MONITORING F AULT
Both BMC faulty.
L (R) WING LEAK DET F AULT
Both detection loops inop in one wing.
Level 3 B1 B2
36-20-3
Training Manual
A320 Family
Pneumatic
36-20 General
BMC 1 Leak Detection

Figure 2:
Jun04/THTA

Level 3 B1 B2
36-20-4
Training Manual
A320 Family
Pneumatic
36-20 General
BMC 2 Leak Detection

Figure 3:
Jun04/THTA

Level 3 B1 B2
36-20-5
Training Manual
A320 Family
Pneumatic
36-20 General
Figure 5:
The overheat sensing elements have a solid nickel center conductor set in a ceramic insulation of porous aluminum oxide. An inconel tube contains these components and is sealed at both ends. Eutectic salt fills the space between the
tubing, the ceramic insulation and the center conductor. This mixture is compounded to give a signal at alarm temperature. For the wing and fuselage, the
alarm temperature is 124 plus or minus 7 deg.C. The pylon alarm temperature
quantity is 204 plus or minus 12 deg.C.
414FR
1HF1
RIB08
413DL
The impedance between the conductor and the outer tubing decreases suddenly
when the alarm temperature is reached. At this temperature, the center conductor
grounds and gives an alarm signal.
A
RIB2
Figure 4:
A
Inconel Tubing
Porous Aluminium
Oxide Ceramic
Solid Nickel
Jun04/THTA
Air spaces between tubing,

ceramic and wire and porosity
of ceramic are saturated with
eutectic salt mixture.

Level 3 B1 B2
36-20-6
Training Manual
A320 Family
Pneumatic
36-20 General
Figure 6:
Jun04/THTA

Level 3 B1 B2
36-20-7
Training Manual
A320 Family
Pneumatic
36-20 General
Figure 7: CFDS
Jun04/THTA

Level 3 B1 B2
36-20-8
Training Manual
A320 Family
Figure 8:
Jun04/THTA
Pneumatic
36-20 General
Figure 9:

Level 3 B1 B2
36-20-9
Training Manual
A320 Family
Pneumatic
36-20 General
BMC 1 + 2 Current Data

Figure 10:
Jun04/THTA

Level 3 B1 B2
36-20-10
Training Manual
A320 Family
Pneumatic
36-20 General
Figure 11:
Jun04/THTA

Level 3 B1 B2
36-20-11
Training Manual
A320 Family
Pneumatic
36-20 General
Figure 12:
Jun04/THTA

Level 3 B1 B2
36-20-12
Training Manual
A320 Family
Jun04/THTA

Pneumatic
36-20 General
Level 3 B1 B2
36-20-13
Training Manual
A320 Family
Jun04/THTA

Pneumatic
36-20 General
Level 3 B1 B2
36-20-14
Training Manual
A320 Family
Study Questions
Pneumatic Power
36-Study Questions
36-00 General
4. What is the purpose of the wing leading edge, pylon and nacelle protection?
1. What is the engine bleed air source when the engine is running on idle speed?
2. When is the PRV automatically controlled to close by the BMC?
5. What is the purpose of IP / HP transfer?
3. What is the function of the Fan Air Valve (FAV)?
6. What is the purpose of the Fan Air Valve Control Thermostat (TCT)?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
7. What is the purpose of the Temperaure Limiting Thermostat (TLT)?
8. What is the purpose of the Over Pressure Valve (OPV)?
Study Questions
Pneumatic Power
10.A319 only: Whenn is the HP Valve closed?
36-10 APU Bleed & Crossbleed System

11.Why are there two electrical motors on the Crossbleed Valve?
9. What temperature is indicated on the ECAM?

12.Why does the APU Bleed Valve not open when a LH wing or pylon 1 leak occurs?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
13.APU and bleed on: What happens to the Cross Bleed Valve in AUTO mode
when a pneumatic leak occurs? (except during engine start).
Study Questions
Pneumatic Power
16.What happens if BMC 1 is lost?
14.APU and bleed on: What happens to the APU Bleed Valve when a RH leak
occurs? (except during engine start).
15.Which pneumatic ducts are monitored by a double loop detection system?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Oct03/THTA

Study Questions
Pneumatic Power
Level 3 B1 B2
Training Manual
A320 Family
Water and Waste

38-00
38 Water and Waste
Jun04/THTA

Level 3 B1 B2
38-00-1
Training Manual
A320 Family
Water and Waste

38-00 General
38-00 General
Water/Waste System
The water and waste system consists of a
pneumatically pressurized potable water system
waste disposal system
vacuum toilet system.
Potable Water System

The potable water system supplies the galleys and lavatories with water from a
tank via a distribution system.
It is pressurized by bleed air system. A ground connector for external supply is
also available.
Jun04/THTA

Level 3 B1 B2
38-00-2
Training Manual
A320 Family
Water and Waste

38-00 General
Figure 1: Water/Waste System
A320
Jun04/THTA

Level 3 B1 B2
38-00-3
Training Manual
A320 Family
Water and Waste

38-00 General
Figure 2: Water/Waste System
A319 A321
Jun04/THTA

Level 3 B1 B2
38-00-4
Training Manual
A320 Family
Water and Waste

Pressurization
The potable water system supplies water from the water tank through a distribution system. Potable water is supplied to water faucets in the galleys and lavatories. The system also supplies potable water to the water heaters which are
located below the lavatory washbasins. The potable water system includes these
subsystems:
Water Storage
Distribution
Quantity Indicating
Water Draining
Air Supply System
Potable Water Ice Protection
Drain System Ice Protection
Pressurization of the system enables water supply from the tank to the necessary
service location.
Compressed air is tappeci from the cross feed line of the engine bleed air.
When the aircraft is on ground, an external, compressor unit can pressurize the
potable water distribution system.
Distribution
Potable water from the water tank is supplied through a system of distribution
lines.
The lavatory and galley distribution lines run below the passenger compartment
floor.
They are shrouded and insulated, and some of them are heated.
Storage
The potable water is stored in one tank installed in the pressurized underfloor area
of the right hand fuselage, aft of the forward cargo compartment.
Potable water tank capacity: 200 I (53 US gal).
Figure 1: Water Tank
Jun04/THTA

Level 3 B1 B2
38-10-1
Training Manual
A320 Family
Water and Waste

Servicing
Filling
Filling is achieved through a fill/drain valve operated by the fill/drain control handle
on the potable water service panel.
The fill/drain control handle simultaneously opens the electrically motorized overflow valve for venting.
The quantity transmitter sends a tank-full signal to close the fill/drain valve automaticaliy.
Manual operation is possible via control handles dedicated to each valve. Maximum permissible pressure to fill the potable water tank is 50 psi (3.4 bars).
When the fill/drain control handle is pulled and turned to FILL, it mechanically
opens the fill/drain valve and electrically opens the overflow valve.
The overflow valve control light comes on when the valve is opened.
When the tank is full the quantity transmitter sends a closure signal to the fill/drain
valve.
When the fill/drain valve is closed the tank full control light comes on.
The fill/drain control handle returns automatically to the normal position and causes the electrical closure of the overflow valve.
Jun04/THTA

Level 3 B1 B2
38-10-2
Training Manual
A320 Family
Water and Waste

Figure 2: Filling
Jun04/THTA

Level 3 B1 B2
38-10-3
Training Manual
A320 Family
Water and Waste

Draining
The draining operation is achieved through the fill/drain valve and two motorized
drain valves using the same control handle as the filling operation.
In this case, the overflow valve is also controlled to open.
Manual operation is possible via control handles dedicated to each valve.
When the fill/drain control handle is pulled and turned to DRAIN, it mechanically
opens the fill/drain valve and electrically opens the overflow valve and the drain
valves.
The control lights on the service panel come on when the associated valves are
opened.
When the system has been drained, the fill/drain control handle must be manually
set back to NORMAL. This closes the valves.
Jun04/THTA

Level 3 B1 B2
38-10-4
Training Manual
A320 Family
Water and Waste

Figure 3: Draining
Jun04/THTA

Level 3 B1 B2
38-10-5
Training Manual
A320 Family
Water and Waste

Figure 4: Motorized Tank Drain and Overflow Valve
Jun04/THTA

Level 3 B1 B2
38-10-6
Training Manual
A320 Family
Water and Waste

Figure 5: Fill/Drain Valve
Jun04/THTA

Level 3 B1 B2
38-10-7
Training Manual
A320 Family
Water and Waste

Figure 6: Forward Drain Valve
Jun04/THTA

Level 3 B1 B2
38-10-8
Training Manual
A320 Family
Water and Waste

Figure 7: Potable Water System Fill/Drain Procedures
Jun04/THTA

Level 3 B1 B2
38-10-9
Training Manual
A320 Family
Water and Waste

Figure 8: Potable Water Service Panel
Jun04/THTA

Level 3 B1 B2
38-10-10
Training Manual
A320 Family
Water and Waste

Figure 9: Fill / Overflow And Drain Valves Limit Switches
Jun04/THTA

Level 3 B1 B2
38-10-11
Training Manual
A320 Family
Water and Waste

Figure 10: Filling/Draining Electrical Control
Jun04/THTA

Level 3 B1 B2
38-10-12
Training Manual
A320 Family
Consumers
Water and Waste

Figure 12: Lavatory Water Supply Components
Galleys
Potable water supplies the coffee machines and galley sinks.
Lavatorys
Cold and hot water is used for the wash basin. Potable water is also used for toilet
flushing.
Each lavatory can be isolated from the potable water distribution system through
a manual shut-off valve.
Figure 11: Lavatory Potable Water Supply
Jun04/THTA

Level 3 B1 B2
38-10-13
Training Manual
A320 Family
Heating
Water and Waste

Figure 13: Water Heater
A water heater is installed under the wash basin inside the sanitary unit cabinet.A
thermostat allows the water temperature to be maintained between 45 C (113 F)
and 48 C (118.4 F)
An overtemperature safety device protects the heating element.
Jun04/THTA

Level 3 B1 B2
38-10-14
Training Manual
A320 Family
Water and Waste

Figure 14: Water Heater Electrical Control
Jun04/THTA

Level 3 B1 B2
38-10-15
Training Manual
A320 Family
Water and Waste

Level Indication
The quantity indicating system gives visual indication of how much water is available in the potable water tank.
When the quantity transmitter detects a low level it deactivates the water heating
system in the lavatories.
The quantity indicator on the service panel shows the volume of water in the potable water tanks provided the service panel access door is open.
The Forward Attendant Panel shows water contents in percentage of volume
when the IND ON pushbutton is pressed in.
Jun04/THTA

Level 3 B1 B2
38-10-16
Training Manual
A320 Family
Water and Waste

Figure 15: Level Indication
Jun04/THTA

Level 3 B1 B2
38-10-17
Training Manual
A320 Family
Water and Waste

Figure 16: Quantity Transmitter
Jun04/THTA

Level 3 B1 B2
38-10-18
Training Manual
A320 Family
Water and Waste

Figure 17: ASM 38-13-00
Jun04/THTA

Level 3 B1 B2
38-10-19
Training Manual
A320 Family
Jun04/THTA

Water and Waste

Level 3 B1 B2
38-10-20
Training Manual
A320 Family
Water and Waste


Differences between A320 and A319/321
Water Tank Location
The potable water tank is installed in the underfloor compartment behind the aft
cargo compartment.
Sevice Panel Location

The forward tank drain panel is not installed.
Motorized Fill/Drain and Overflow Valve

Both valves are built in one block and operated by the electrical motor or the manual handle.
Jun04/THTA

Level 3 B1 B2
38-11-1
Training Manual
A320 Family
Water and Waste

Figure 1: Potable Water System
Jun04/THTA

Level 3 B1 B2
38-11-2
Training Manual
A320 Family
Water and Waste

Figure 2: Potable Water Service Panel
Jun04/THTA

Level 3 B1 B2
38-11-3
Training Manual
A320 Family
Water and Waste

Figure 3: Potable Water System-Fill/Drain Procedure
Jun04/THTA

Level 3 B1 B2
38-11-4
Training Manual
A320 Family
Water and Waste

Figure 4: Motorized Fill/Drain and Overflow Valve
Jun04/THTA

Level 3 B1 B2
38-11-5
Training Manual
A320 Family
Water and Waste

Figure 5: FWD Drain Valve
Jun04/THTA

Level 3 B1 B2
38-11-6
Training Manual
A320 Family
Water and Waste

Figure 6: Filling/Draining Electrical Control
Jun04/THTA

Level 3 B1 B2
38-11-7
Training Manual
A320 Family
Water and Waste

Jun04/THTA

Level 3 B1 B2
38-11-8
Training Manual
A320 Family
Jun04/THTA

Water and Waste

Level 3 B1 B2
38-11-9
Training Manual
A320 Family
Jun04/THTA

Water and Waste

Level 3 B1 B2
38-11-10
Training Manual
A320 Family
Water and Waste


Waste Water
The waste water from the galley sink and lavatory wash basin in each area is ducted overboard via heated drain masts. Each lavatory wash basin has a drain assembly with a valve actuated by a control knob and a cable.
Jun04/THTA

Level 3 B1 B2
38-30-1
Training Manual
A320 Family
Water and Waste

Figure 1: Waste Water System
Jun04/THTA

Level 3 B1 B2
38-30-2
Training Manual
A320 Family
Drain Valves
Water and Waste

Figure 2: Galley and Lavatory Drain Valves
Each drain valve opens only when a certain amount of water is collected. This prevents a permanent loss of cabin air pressurization through the drain lines.
On ground, the drain valve is open. During flight, the valve is held closed by pressurized cabin air. The valve opens when the waste water, which enters the valve,
has build up enough pressure to displace the diaphragm. This prevents leakage
of cabin air through the drain line.
The drain valve can be manually operated by lifting the seal assembly using
the pull ring.
Jun04/THTA

Level 3 B1 B2
38-30-3
Training Manual
A320 Family
Water and Waste

Drain Masts
Two drain masts are installed on the lower fuselage shell to discard waste water.
Each drain mast has a drain tube, an integrated electrical heating element and a
flange for the installation of the drain mast.
The drain masts are electrically heated to prevent ice formation from blocking the
drain lines.
Figure 3: Drain Mast
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Water and Waste

Flushing
General
The toilet system removes waste from the toilet bowl through a vacuum drain to
an underfloor waste holding tank. An electronic Vacuum System Controller controls and monitors the system and the related electric components.
When the flush switch is pressed, the Flush Control Unit (FCU) initiates the flush
sequence. The vacuum generator starts to operate and after 1 second the water
valve opens for 1 second. Then, the flush valve, controlled by the FCU, opens for
4 seconds to evacuate the waste material through differential pressure.
Figure 1: Flush Sequence Diagram
The system uses potable water from the potable water system to flush the toilet.
Vacuum
As soon as the flush switch is pressed, the FCU sends an electrical signal to the
Vacuum System Controller which operates the vacuum generator for approximately 15 seconds.
The vacuum generator creates the necessary differential pressure between the
cabin and the waste holding tank to move the waste from the toilet bowl. Above
4877 m. (16000 ft.) altitude during climb and down to 3658 m. (12000 ft.) altitude
during descent, the Vacuum System Controller receives an electrical signal from
the altitude switch and stops the electrical power to the vacuum generator.
the landing gear signal is used as a back up in case of altitude pressure
switch failure.
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Water and Waste

Storage
The waste holding tank is installed on the right of the aircraft under the floor in the
tail compartment.
The tank has a capacity of 170 l. (44. 9 US gal.).
The tank has:
a water separator,
a liquid level transmitter (hydrostatic pressure),
a liquid level sensor (ultrasonic type),
waste inlets,
a waste outlet,
a rinse connection.
Draining
Draining is achieved through the toilet service panel.
The drain valve is mechanically opened by a control handle when pulled.
A rinse connection allows the waste holding tank to be rinsed.
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Figure 2: Vacuum Toilet System
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Water and Waste

Flush Control Unit

Each toilet system is monitored by its related Flush Control Unit BITE.
The Flush Control Unit BITE monitors the water valve solenoid, the flush valve motor and position, and the internal control circuitry.
If a fault is detected, it is transmitted to the Vacuum System Controller (VSC).

The Vacuum System Controller functions are:
system control and monitoring.
fault reporting.
The VSC calculates and transmits signals to the Forward Attendant Panel in order
to indicate the waste holding tank levels and report system defects. It is also connected to the Centralized Fault Display System.
Forward Attendant Panel Indicating

The Forward Attendant Panel displays the waste holding tank level when the Vacuum System Controller is not receiving any flush signals.
When the Flush Control Unit has failed, the related LAV INOP light comes on and
the associated toilet operations are stopped. The SYSTEM INOP light comes on
when the waste holding tank is full or in case of vacuum generator failure.
On ground, when the toilet service panel door is open, the VSC stops all toilet
operations and flush signals are inhibited. The SYSTEM INOP light comes
on.
Test
The Vacuum System Controller has a BITE which operates at aircraft power up
and then continuously.
The BITE monitors:
the VSC internal circuitry,
the operation of Flush Control Units, level transmitter, level sensor, altitude
pressure switch, vacuum generator,
the AC power supply condition.
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Figure 3: Indication and Control
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The Water Separator

The water separator is installed on the top of the waste holding tank and has an
upper and a lower section. The two sections must be taken apart for servicing of
the filter in the lower section. The upper section has an air outlet for the vacuum
line.
Liquid Level Transmitter

The liquid level transmitter (LLT) gives the waste contents level of the waste holding tank from empty to full. It measures the hydrostatic pressure of the water head
and sends an analog signal to the Vacuum System Controller (VSC).
The VSC calculates and transmits the signal to the Forward Attendants Panel
Flight Attendant Panel (FAP) for waste quantity indication.
When the VSC receives a tank full signal, it shuts down the toilet systems and the
SYSTEM INOP legend on Flight Attendant Panel (FAP) comes on.
Liquid Level Sensor

The liquid level sensor (LLS) is an ultrasonic type sensor. It sends a signal to the
Vacuum System Controller (VSC) when the tank is full.
When the VSC receives a tank full signal, (from the LLS) it shuts down the toilet
systems and the SYSTEM INOP legend on Flight Attendant Panel (FAP) comes
on. It operates independently of the liquid level transmitter.
Under normal operation the LLS has the priority to transmit tank full to the
VSC.
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Figure 4: Waste Tank and Components
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Vacuum Generator
The vacuum generator is a self-contained centrifugal unit with thermal overload

protection.
The Vacuum System Controller (VSC) functions are

system control and monitoring,
fault recording.
It is controlled by the VSC and gives the necessary vacuum pressure in the waste
holding tank to move the waste from the bowl to the tank.
Figure 5: Vacuum Generator
The VSC calculates and transmits signals to the Forward Attendant Panel to indicate the waste tank levels and report system defects.
The VSC also signals the system defects to the ARINC 429 data bus which is connected to the CFDIU.
Figure 6: Vacuum System Controller
AFT CARGO
COMPARTMENT
DOOR
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Water and Waste

Altitude Pressure Switch
Drain Control Handle and Waste Drain Valve
The altitude pressure switch is electrically connected to the Vacuum System Controller (VSC). It gives an electrical signal to the VSC which starts or stops the operation of the vacuum generator. It operates as follows:
The drain control handle is connected to the manually operated ball type waste
drain valve.
At ground level and altitudes up to 4877 m (16000 ft.) the altitude pressure switch
stays closed. If vacuum is requested by flushing a toilet, the vacuum generator will
run.
Figure 8: Toilet Service Panel
Above 4877 m (16000 ft.) the altitude pressure switch stays open. If vacuum is requested by flushing a toilet, the vacuum generator will not run because cabin differential pressure is sufficient.
During altitude descent the switch closes at 3658 m (12001 ft.).
Figure 7: Altitude Pressure Switch
Toilet ServicePanel
The location of the toilet service panel is at the fuselage right hand side, aft of the
aft cargo compartment door.
Door Limit Switch

It indicates to the VSC that the toilet service panel access door is open.
On ground, when the access door is open, the VSC stops all toilet operations and
flush signals are inhibited.
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Toilet Assembly
Water and Waste

Figure 9: Toilet Assembly
The toilet assembly consists of the following components:
Bowl and Flush/Spray Ring

The bowl is made of stainless-steel and has a nonstick coating applied to its inside
surface. The spray ring is attached to the top of the bowl and connected to the antisyphon valve.
Rinse Valve
The water valve is solenoid controlled and is electrically connected to the Flush
Control Unit.
Anti-Syphon Valve
The anti-syphon valve is installed above the toilet bowl and is connected to the water valve and the spray ring. It permits water to flow only in the direction of the
spray ring and returns any back-water to the bowl.
Flush Valve
The flush valve is a motor-actuated self-contained unit.
The Flush Control Unit controls the flush valve operation.
Manual Slide Valve (Shut-OFF)

The manual waste shut-off valve is Installed downstream of the flush valve.
It is a back-up system to shut off the flush line in case of a flush valve failure in the
open position.
A handle activates the sliding mechanism inside the shut-off valve.
Flush Control Unit

The Flush Control Unft is electrically connected to the flush switch, water valve,
flush valve and the Vacuum System Controller (VSC).
The unit controls the flush cycle. The Built-In-Test Equipment (BITE), monitors the
operation. Faults are transmitted to the VSC.
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Figure 10: ASM 38-31-00
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38-99 CFDS
38-99 CFDS
Figure 1: MCDU Menu Navigation
MCDU MENU
TOILET SYS
< FMCC
< LAST LEG REPORT
< ACARS
< PREVIOUS LEG REPORT
< AIDS
< LRU IDENTIFICATION
< CFDS
< TROUBLE SHOOTING DATA

< CLASS 3 FAULTS
PRINT >
< RETURN
< RETURN
LAST LEG REPORT
30 APR
CFDS
TOILET SYS
HB - IPW
< LAST LEG REPORT

LG
DATE
GMT
ATA
2310
38 -31 -69
< LAST LEG ECAM REPORT

ALT PRESS SW
XX
SEP09

< AVIONICS STATUS
< SYSTEM REPORT / TEST
PRINT >
< RETURN
< RETURN
< RETURN
POST
FLT REP
* SEND
PRINT >
PRINT *
NEXT
PAGE
< AIR COND
F / CTL >
GMT
< AFS
SYSTEM REPORT/TEST
< AIR BLEED
< APU
ATA
FUEL >
< COM
ICE & RAIN >
< ELEC
INST >
< FIRE PROT
L/G>
< RETURN
NAV >
ENG >
TOILET SYS
LRU IDENTIFICATION
TOILET SYS
LAST LEG REPORT
SYSTEM REPORT/TEST
NEXT
PAGE
VAC SYS CONT

1640
38 -11 -66
VAC SYS CONT

14404 - 011B
TOILET >
< RETURN
PRINT >
< RETURN
PRINT >
< RETURN
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Water and Waste

38-99 CFDS
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Study Questions
Water & Waste
38-Study Questions
38-10 Potable Water System
1. How is the potable water supplied to the consumers?
2. What sources are used to pressurize the water tank?
4. When are the valves closing automatically during refill operation and which indicator light illuminates?
5. During draining, how many valves are open and how are they actuated?
A320:
A319/321:
3. How many valves are open during filling and how are they actuated?
6. Where is the water tank level indicated?
A320:
A319/321:
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7. During draining, which indicator lights should illuminate?
Study Questions
Water & Waste

10.How is the vacuum in the waste tank generated?
8. Are the water heaters continuously on? (energized)

11.When does the vacuum generator operate?
12.Where is the waste tank quantity displayed?
9. Which waste water system is drained via the drainmasts?
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Training Manual
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Study Questions
Water & Waste
13.Which indication is displayed when the waste tank is full?
16.Which unit controls the flushing cycle?
14.During a flushing cycle the following valves are open:
17.Where is a failure of the vacuum system displayed ?
15.What is the manual waste shutoff valve used for?
Oct03/THTA

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Training Manual
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Study Questions
Water & Waste
Level 3 B1 B2
Training Manual
A320 Family
ATIMS
46-00
46 ATIMS
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ATIMS

Introduction / What is Fans?
General
FANS is an abbreviation and is for Future Air Navigation System. Thus a procedure represents FANS, which is to be used in the future for navigation in aviation.
The air traffic control created for it a concept, which itself is called CNS/ATM
(Communication Navigation and Surveillance / Air Traffic Management).
This informations defined by the I.C.A.O. 1983 were already published.
CNS/ATM represents a concept for the safe and efficient handling of future air traffic, whereby additionally larger capacities result from this new procedure.
Further the structure of a GNSS (Global Navigation Satellite System) is being introcuded which is led by the European countrys. This will be a system used only
for cvil aviation.
The IATA (Asia Pacific Group) undertook large efforts, to introduce this concept
and their members will benefit from introduction of the test tracks in 1998 between Asia, Europe and the USA.
For future Navigation procedures in aviation the abbreviation FANS has been
generally established.
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Today & Future Air Traffic Control
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FANS Advantages
utes.The determination of the position takes place with the help of the very exact
Global Positioning System (GPS) or Global Navigation Satellite System (GNSS).
What are the advantages of FANS?

1. The separation between the airplanes (in flight) can be reduced. More airplanes per time unit on a route.
2. Air routes can be optimized.
3. More direct routes.
4. Satellite communication.
5. When crossing other air routes it can be omitted more frequently to change to
a lower and thus uneconomic flight level.
At the same time an increase of the safety standard will take place.
Why FANS is necessary?

The current air traffic routes represent often a longer route between two points on
the earth than physically necessary and are used mainly with their maximum capacity. That means:
increased fuel consumption by detours.
cargo capacities cannot be used completely, since too much fuel must be carried forward.
takeoff delays caused by overcrowded air space.
1. Distance / Separation
In order to be able to determine the safety margin from airplanes, the following
factors must be considered:
errors in navigation actually and
potential errors in the voice communication between crews and air traffic controllers.
The problems of the traditional, spoken position signals and the delays in connection with high frequency transfers over Relay stations (20 - 45 minutes to transmit
a position report), require an enormous distance between individual airplanes.
This distance is typically 100 Nm to geographical latitude and 120 Nm at geographical length. This results in a surface of 48.000 NM2, which are blocked by a
single airplane! The consequence of the fact is that many airplanes cant fly at the
optimum altitude and with the optimum speed. FANS equipped airplanes however
can deliver automatically their position as well as its further intentions (heading/
track, speed, altitude) with the help of a satellite connection at least every five min-
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ATIMS
Digital data communication between the crew and the air traffic controller reduces
drastically the possibilities of errors and permits less separation between individual airplanes. The total of improvements in communication, navigation and surveillance of air traffic enables Air Traffic Control to reduce the separation between
the airplanes. For this reason the flight can be performed in optimum altitude
which also reduces the fuel burn.
2. Optimized air routes

Transatlantic flights e.g. are planned at present with meteorological data, which
are approx. 12 to 18 hours old. If satellite communication is used, which represents a section of FANS, the current meteorological data can be transmitted to the
airplane during flight. The flightcrews are now able to create an optimized flight
plan, or on the ground an appropriate plan is created and transmitted to the crew.
This dynamic planning enables airlines to carry forward, less fuel for Eventualities, which means again that still less fuel is used, or more pay load can be carried
forward.
3. More direct routes

In many cases the current air routes are a compromise due to the navigation aids
available on the ground and radar coverage. This leads to extended air routes.
However if the advantages of the satellite navigation and communication are
used, the possibility is higher of flying more direct and thus shorter routes. After
introduction of FANS the operators of airplanes benefit of the lower fuel consumption, of shorter flying times and increased pay loads. Costs related to crews and
maintenance are thereby reduced, too. To fly FANS routes, the airplanes must fulfill the following requirements:
1. Airline operational control (AOC) data link. AOC connection permits the airlines, to transmit optimized routes, to deliver position signals and to transmit
current wind information about the data link.
2. Automatic Dependent Surveillance (ADS) The ADS function transmits the current position via satellite or VHF data link to air traffic control. Automatic surveillance of enroute airplanes takes place.
3. Air Traffic Control (ATC) data link
The ATC datalink connection replaces voice communication of the crew with
the air traffic controllers. Desired modifications of the original flight plan can be
transmitted. The air traffic controllers have the possibility of requesting via this
way modifications of the original flight plan.

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4. Global Positioning System (GPS) or GNSS integration
By using GPS or GNSS a more exact positioning on routes and during approach is possible. The navigation system must prove that it achieves the necessary RNP. It provides also a time reference for the RTA, see below..
5. Required Navigation Performance (RNP)
RNP criteria describe accuracy, integrity and availability for FANS operations.
The navigation systems are permanently monitored.If the accuracy required
for a route is reduced, the crew is informed and can initiate counteractions if
necessary.
6. Required time of Arrival (RTA)
With RTA air traffic control can transmit temporal limitations concerning a waypoint. This enables the crew to achieve a certain geographical point at a previously defined point in time. The cruising speed is adapted to the requirements
automatically, so that the desired waypoint at the desired point in time (+ / - 30
seconds) is achieved. If the desired RTA is not possible, the crew is alarmed
visually.
ATIMS
Transition to FANS
Schedule for the Introduction of CNS/ATM
4. Satellite communication
With the aid of the satellite navigation the period of reply for an airplane, which requests a Level CHANGE on an optimal flight altitude, can be reduced to a few
minutes. A saving of fuel is the result. At present the time for a reply is approx. 20
min. to 45 min.
5. Flight level change

In order to avoid potential conflicts, an airplane, which achieves a crossing airway, must be vertically separated from all other airplanes. This means that one of
two airplanes must leave its actual altitude to an altitude up to 4000 feet below its
optimal flight altitude. If the air traffic controller has more accurate position data
and if the airplane can control its speed in such a way that the flight level change
is achieved at a certain point in time, the vertical separation for this manouver is
used less often.
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Steps for the introduction of FANS

1. Test with FANS-1/A (previous FANS)
changes of processes
use of available airplane equipment.
2. Transition to CNS/ATM FANS A
improvement / extension of the aircraft equipment
retirement of the old airplane and ground equipment
3. New technologies
ADS-B
Free Flight
4. Complete transition to CNS/ATM FANS B (I.C.A.O. requirement)

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ATIMS
What is AIM FANS A or ATIMS?
Required Systems in the Aircraft for CNS/ATM?
With Airbus these DATA link AIM FANS A called (Airbus Interoperable Modular)
or ATIMS (Air Traffic and Information Management System). The new unit which
houses the ATIMS functions is called ATSU (Air Traffic Services Unit). This ATSU
will replace the ACARS MU. The ATSU forms the platform for the ACARS and
FANS operation after the line-up. (the ATSU is to be found in the ATA Chapter
46!!) The further difference exists in the use of two ATTENTION GETTERS i.e.
two ATC message lights and two new DCDUs (Datalink Control Display Unit) as
well as the use of a new MMR (Multi Mode Receiver) which processes the ILS /
MLS / GPS data.Otherwise FANS A and FANS 1 are identical as far as possible.
ACARS
What is FANS-1?
On the way up to the complete introduction of CNS/ATM the available aircraft are
equipped or upgraded gradually with the necessary systems. The manufacturer
BOEING calls its systems with ADS and CPDLC at present FANS 1, AIRBUS
however FANS A.
CPDLC is for CONTROLLER/PILOT DATA links Communication and represents
satellite connections between the air traffic controllers and the crews.
What is CNS/ATM-1?
Airplanes with FANS-1/A and additionally ADS-B (AUTOMATIC Dependant Surveillance Broadcast) as well as the final installation of a new ATN (Aeronautical
Telecommunication network) represent the future standard CNS/ATM-1. ADS-B
means sending (Broadcast) all necessary information for automatic air traffic control to all other airspace users. The recipients are thereby automatically enabled,
to initiate the appropriate measures for the avoidance of collisions.
What is Free Flight?

Free Flight represents a concept, with which airspace users may fly free and undisturbed from the air traffic control (ATC), as long as security is not endangered.
Aircraft Communication Addressing and Reporting System.

Data communication of the airline for surveillance, for maintenance, for air-craft
operational data and others.
FMS-MCDU-ACARS Interface
Multipurpose Control and Display Unit
flight plan, Take-Off information and wind information can be transmitted up
to the aircraft.
position signals, flight progress, flight plan, performance data and if necessary
ADS reports of the aircraft can be transmitted down to the ground station.
display of the RNP as a function of the air route and the flight phase.
calculation and display of the current ANP (Actual navigation performance) in
dependency of the availability as well as the accuracy of the navigation systems.
power specification concerning the necessary cruising speed this is necessary
to maintain certain RTA.
provides mode selectors, in order to support the AOC function.
SATCOM Data or HF Data

Satellite Communication or High frequency DATA
voice transmission only as Backup for data communication.
GPS / GNSS
Global Positioning System (military/civilian)
Global Navigation Satellite System (civilian)
high accuracy during the positioning. High system integrity.
ability for navigation on all RNP routes.
ATC Communication Annunciation

Air Traffic control
visual and aural alerting of the crew with messages of air traffic control.
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ATIMS
ATIMS Description
The ATIMS consists of:
1ea ATSU: Its a modular hosting platform that:
Centralizes all data communication-related functions:
ATC datalink,
Airline data communication.
Manages the dedicated Human Machine Interface for datalink. Hosts software developed by several suppliers:
ATC software controlled and managed by Airbus/Aerospatiale,
Customizable AOC software open to competition between ACARS vendors
(Rockwell Collins and Allied Signal);
Communicates initially via ACARS networks:
Is upgradable to communicate over ATN (Aeronautical Telecommunication
Network).
The main functions performed by the ATSU are:
to host the various datalink applications, including Airline Operational Control
and Air Traffic Services,
to provide management and access to the different datalink services available,
to provide management and access to the various datalink networks available.
2ea Datalink Control and Displays Units (DCDUs) which provide the flight crew
with display capabilities and control resources, allowing the display of data received from ATC and the sending of answers and messages to ATC.
2ea ATC MSG attentions getters: P/Bs used for visual alert in case of ATC messages reception.
The two DCDUs are not fitted in Pre-FANS configuration and the ATC MSG
pushbuttons switches are not operational.
The ATSU is connected to the following units and uses the services of these multipurpose devices for interface needs:
the Multipurpose Control and Display Units (MCDUs)
the Printer
the Flight Warning Computers (FWCs)
the Radio Management Panels (RMPs).
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Figure 1:
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Figure 2: ATIMS Installation
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AIM FANS Architecture
ATIMS
The Datalink Control and Display Units (DCDU) and the ATC MSG pushbutton switches are not operational.
General
AIM - FANS program launched by Airbus Industrie is designed to allow the air-craft
to adapt to the steps of the transition towards the ultimate ((Fans Worl& through
modular and flexible avionics upgrade. In order to optimize the system architecture of the Airbus range of aircraft, the ATSU will also integrate right from its entry
into service the functions that are currently available on the ACARS equipment,
such as the routing function and all AOC services dedicated to exchanges, between the aircraft and the airline operational centers.
or
in FANS A configuration:
Air/ground communications Router Functions (ARF)
Airline Operational Control applications (AOC)
FANS A Air Traffic Control (ATC) applications.
The DCDUs and the ATC MSG pushbutton switches are operational.
Due to entry into service in 1998, the ATSU and associated systems will enable
the airlines to draw maximum benefit from the new communications and navigation facilities, while retaining an aircraft architecture capable of receiving future upgrades.
New:
ATSU= Air Traffic Services Unit
DCDU= Datalink Control and Display unit
MMR= Multi Mode Receiver
Updated:
CMS= Central Maintenance System
FMS= Flight Management System
FWS= Flight Warning System
HFDR= HF Data Radio
MCDU= Multipurpose Control and Display Unit
VDR= VHF Data Radio
System Description
The Air Traffic and Information Management System is organized around a host
platform which integrates datalink applications and the routing function.
The ATIMS system can be configured in two ways:
in Pre-FANS configuration:
Air/ground communication Router Function (ARF)
Airline Operational Control applications (AOC).
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ATIMS
Figure 3: System Architecture
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ATIMS
Figure 1: Concepts
General
Up to now, flight crew have communicated with air traffic controllers using HF and
VHF radio communications which are subject to atmospheric disturbances and so,
often difficult to understand.
COMMUNICATION
Furthermore, the transmission networks become saturated due to the air traffic increase, and to the limited capability to exchange complex data (routes, weather
information...).
Consequently, the Air Traffic and Information Management System (ATIMS)
has been developed to enable datalink communications and the exchange of
complex data or specific reports between the aircraft and the ground centers:
controller-pilot datalink communications (HF voice in backup) for air traffic
management,
automatic reporting (position, intention) for air traffic surveillance,
specific airline-aircraft communications (operational control) to improve airline
operational costs and flexibility.
CLEARANCE
DISCREPANCY
SURVEILLANCE
NAVIGATION
FLIGHT INFORMATION
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Figure 2: Location of Cockpit Interfaces & ATSU
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Figure 3: DCDUs & ATC Message Lights
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System Description
System Architecture
The Air Traffic and Information Management System is organized around a host
platform which integrates datalink applications and the routing function.
The ATIMS is configured in Pre-FANS configuration:
Air/ground communication Router Function (ARF)
Airline Operational Control applications (AOC).
The Datalink Control and Display Units (DCDU) are not fitted and the ATC MSG
pushbutton switches are not operational in Pre-FANS configuration.
The Air Traffic and Information Management System (ATIMS) consists mainly of
an Air Traffic Service Unit (ATSU) which provides:
datalink services to remote Airline Operational Control (AOC) application embedded in the ATSU and in on-board peripherals:
Flight Management and Guidance Computer (FMGC)
Data Management Unit (DMU)
Cabin Terminal (Digital Interface Unit (DIU)
management of the datalink media:
VHF datalink and Satellite datalink (optional).
The ATSU is configured in Pre-FANS + configuration with the following applications:
Aircraft Interface software (for host platform services)
Configuration software (for manufacturer configuration parameters)
Router parameters software (for the VHF Datalink Service Provider (DSP)
World Map)
AOC application software
AOC database software.
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ATIMS
The ATIMS comprises:

an Air Traffic Service Unit (ATSU),
two Datalink Control and Display Units (DCDUs),
two ATC MSG illuminated pushbutton switches.
IThe ATSU interfaces with the following on-board units:
for hosted AOC applications:
Flight Management and Guidance Computer (FMGC),
Centralized Fault Display Interface Unit (CFDIU),
Flight Warning Computer (FWC),
System Data Acquisition Concentrator (SDAC),
Display Management Computer (DMC),
Clock,
Landing Gear Control and Interface Unit (LGCIU),
Data Management Unit (DMU).
for remote AOC/Aeronautical Passenger Communications (APC) applications:
FMGC, CFDIU, DMU, Digital Interface Unit (DIU).
for access and management to the datalink subnetworks:
VHF Data Radio (VDR3), SATCOM (optional).
for system management, maintenance and configuration:
FWC, SDAC, CFDIU, LGCIU, Multipurpose Disk Drive Unit (MDDU) or
Portable Data Loader (PDL).
for multipurpose Human-Machine Interface needs:
Multipurpose Control and Display Unit (MCDU), Printer and Radio Management Panels (RMPs).

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Figure 4: General Schematic
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ATSU A/C Interface Software
ATSU Description
The new ATSU (Air Traffic Services Unit) is certified of the JAA in Dec.98 for the
A330 / 340 and in June 99 for the A320 family. Herewith the way for a full DATALINK Communications between the pilots and Air Traffic Control is opened.
The ATSU, which is part of the Airbus modular AIM FAN strategy, replaces the
available ACARS unit in all new A330 and A340 airplanes.
The ATSU is manufactured by Aerospatiale Matra and fullfills the worldwide possibilities for DATA LINKS as the ACARS before. Additionally it also covers DATA
LINK functions with ATC which are being activated in the future. The ATC DATA
link communication however goes beyond the language, since it operates with
more precise text Messages to the pilots in order to reduce possible navigational
errors.
The new ATSU is thus the first Avionics Computing Resurce which enables the
airlines the possibility to select between different software manufacturers. The airlines have the choice to select either the Allied Signal or the Rockwell - AOC software (Airline Operational Control).
The ATSU is the main component of the system.
Its architecture is based on:
The ATSU consists of a hardware case with minimum software and of five packages, each one corresponding to a set of disks identified by a Functional Item
Number. These disks contain the ATSU software and application software. The
software is uploaded in the ATSU by means of the MDDU or the PDL.
Its main functions are:
to host the various datalink applications, including Airline Operational Control,
to provide management and access to the different datalink services available,
to provide management and access to the various datalink networks available.
Its different functions are:

monitoring of the system (power supply and BITE functions)
acquisition of the aircraft parameters for application software use
management of the air/ground communications (ARF function)
management of the communication with the on-board peripheral units
management of the Human/Machine Interface (MCDU, printer and alert function).
ATSU Configuration Software

The configuration software is a complement to the A/C interface software.
This software consists of a database containing routing policies definitions and
configuration elements.
ATSU Router Parameters Software

The ATSU router parameters software is a complement to the A/C interface software.
This software contains the standard DSP world map database. The DSP world
map contains two types of tables: media configuration tables and VHF world map
AOC Software
The AOC software consists of hosted AOC applications which depend on airline
definition.
These datalink applications concern operations related to the flight such as flight
plans, weather, behaviour of aircraft elements transmitted for maintenance reasons, fuel quantity, personnel management, gate management...
ATSU Hardware Case

The ATSU hardware case consists of all necessary hardware resources (hardware platform) and minimum software.
The minimum software contains two main parts:
the first one is in charge of hardware initialization
the second part is designed to allow the uploading of the software components.
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Figure 5: ATSU Functions
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MCDU Use
the CONNECTION STATUS page to display the status of the CPDLC connections and to activate/deactivate the ADS applications
the EMERGENCY page to generate emergency messages to the ATC center.
Two sets of functions are accessed via the MCDU:

hosted AOC applications
air/ground communication management function
These two functions are considered as independent. When inside the menu structure of one of these functions, it is not possible to access directly the other one.
The user has to return to the main ATSU menu in order to activate the other function.
The MCDU provides the crew with the following functions:
for air/ground communication management:
configuration/initialization
VHF3 control
communication statistics display
test/audit mode control
for AOC hosted applications
configuration/initialization
downlink message entry/selection/transmission
uplink message display
Controller-Pilot Data Link Communication Menu
The pages managed by the ATSU are independently accessible from two MCDUs
and are accessible in parallel on two MCDUs: access to and exit from MCDU pages are independent on these MCDUs.
If a third MCDU is installed, only two MCDUs upon three can be used simultaneously by the ATSU.
FWC Use
The ATSU uses the services provided by the FWCs to activate visual/aural alerts
and warnings for the different applications.
AOC Alerts
The AOC application is in charge of the activation and deactivation of the AOC
alert while the FWC is in charge of the display of the corresponding green memo
without any sound associated:
ACARS CALL (call request from the ground AOC)
ACARS MSG (message received from the ground AOC).
The ATC menu is only comprised in FANS A configuration and gives access to:
the LAT REQ page for request of lateral trajectory changes to the ATC center
the WHEN CAN WE page for time estimation request to the ATC center
the MSG LOG page to display any message closed and stored on the
DCDU
the NOTIFICATION page to initialize the ATS Facilities Notification with an
ATC center and establish contact.
the VERT REQ page for request of vertical trajectory changes to the ATC
center
the OTHER REQ page for miscellaneous request such as voice contact request with ATC center
the TEXT page to send justifications to negative replies to the ATC center
the REPORTS page to generate automatically position reports at each ATC
waypoint
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ATIMS
Air/Ground Communication Warnings

Air/Ground communication warnings are generated by the FWCs according to the
information provided by the ATSU and the communication peripherals:
internal ATSU failure
datalink status (failure or unavailability)
communication system failure or unavailability.
They are inhibited during some flight phases following priority level.
Air/Ground Communication Limitations

Limitations are displayed to the crew to indicate the availability of the communication subnetworks. In case of unavailability, the procedure is to return to VOICE
mode.

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Figure 6: MCDU Menu
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Printer Use
RMP Use
AOC Applications
Each of the three RMPs is an interface device for the VDR3 operation.
The AOC applications use the services of the printer for the following purposes:
print out of received messages (automatic or manually initiated on MCDU)
MCDU screen hard copies
company needs through the hosted AOC application and manually initiated on
MCDU.
If the printer is busy with a previous task, the BUSY indication is displayed on the
MCDU scratchpad.
No print task can exceed 5 minutes. After this time, the operation is stopped.
Air/Ground Communication Function

The air/ground communication management function uses the services of the
printer for the following purposes:
Automatic print out of a message directed to the printer (label C1)
MCDU screen hard copy
Statistics reports
Audit information
Company Call message print
The frequency range is from 118000 to 136975 KHz by 25 KHz or 8.33KHz steps.
Each RMP enables the crew to request a switching of the system (between the
RMP and the ATSU) which controls the VDR3 frequency by pressing the transfer
pushbutton switch, located between the two windows:
When the frequency is displayed in the ACTIVE window of the RMP, the RMP controls the VDR3 frequency.
Only the Voice mode is available and the selection of the VDR3 frequency is done
through the RMP by displaying the selected frequency in the ACTIVE window.
When the ACARS indication is displayed in the ACTIVE window of the RMP instead of the frequency, the ATSU controls the VDR3 frequency whether the VDR3
is in Data or Voice mode.
The RMP sends to the ATSU the pilot request of switching the system controlling
the VDR3 between the RMP and the ATSU. In return, the ATSU indicates to the
RMP which system, between the RMP and the ATSU, is controlling the VDR3 frequency.
In the case of ground messages directed to the printer (label C1), the ATSU can
reject the uplink message if the printer is unavailable. The UPLINK REJECT message is sent to the ground to indicate that the printer is failed. The PRT MSG
PRINT FAIL message is also displayed on the MCDU scratchpad.
Even if the printer is busy, the print request is accepted by the ATSU and the
ATSU bufferizes the data waiting for the printer availability.
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Figure 7:
ATIMS
Power Supply
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Ground Network
Interface with the ground network
Ground network architecture
The airline can exchange data with its aircraft through a ground network which is
managed by different world or local service providers, these providers are:
SITA Europe 131.725 MHz
SITA USA 136.850 MHz
SITA Pacific 131.550 MHz
ARINC Europe 136.925 MHz
ARINC USA 131.550 MHz
ARINC South America 131.550 MHz
ARINC Korea 131.725 MHz
AVICOM 131.450 MHz
AIR CANADA 131.475 MHz
DEPV Brazil 131.550 MHz
AEROTHAI Thailand 131.450 MHz
ADCC China 131.450 MHz
In this ground network, each service provider is responsible for its own net-work.
The networks are interconnected, therefore the data is transferred over any network.
The aircraft can be in liaison with the network through the VHF. On the ground,
each service provider works on a special frequency.
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Figure 9: ATIMS Ground Network
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ATSU Interface
GPS Airborne System
The ATSU uses the data transparent protocol, defined in ARINC 429 Specification, when it communicates with the on-board avionics systems. The ATSU is interfaced with the following peripherals units:
The GPS receiver is used to provide the ATSU with UTC date and time. The GPS
receiver can be the First Officer Multi Mode Receiver (MMR2) or the First Officer
Global Positioning System Sensor Unit (GPSSU2) depending on the aircraft configuration. The data are broadcasted on bus 3 of the MMR2 or GPSSU2 to the ATSU.
Datalink Control and Display Unit 1 and 2 (DCDU 1 & 2)

The ATSU/DCDU interface fulfills the following functions:
Display function
Recall function
Flight crew response function
Initialization function
BITE function composed of DCDU test, error report, DCDU status report and
LRU identification functions.
Multipurpose Control and Display Units (MCDU)

The MCDUs provide the air/ground communication routing function with the following services:
Possible connection with any MCDU and simultaneously with up to two
MCDUs.
Human-Machine Interface provided with the MCDU system pages and scratchpad message displays.
Flight Management and Guidance Computer 1 and 2 (FMGC)

The FMGCs provide the air/ground communication routing function with the following services:
Acquisition of:
FMGC activity label
Flight number
FMS communication master/slave information
Destination airport
Transmission and Exchange of status information:
ATSU validity
Datalink status
Voice busy
VHF3 voice
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VHF Data Radio 3 (VDR3) transceiver

The VDR3 provides the air/ground communication routing function with the following services:
VDR mode control,
ARINC 618 data exchange,
VHF link management,
Error indication,
Status reporting.
SATCOM Satellite Data Unit (SDU)

The ATSU uses the service provided by the SDU1 to communicate with the
ground in Data mode. The ATSU COM2 output bus and SDU1 input bus support
(optional in Pre-FANS configuration):
SDU status transmission to the ATSU
ATSU status transmission to the SDU1 (primary source/destination, failure...)
High Frequency Data Radio 1 (HFDR1) transceiver (optional)

The ATSU uses the service provided by the HFDR1 to communicate with the
ground in Data mode. The ATSU COM2 output bus and HFDR1 input bus support:
HFDR1 status transmission to the ATSU
ATSU status transmission to the HFDR1 (primary source/destination, failure...)
The HFDL (HF Datalink) function is optional. A pin-programming re-ceived
from the SDAC enables the ATSU to determine if the HFDR1 is installed or
not.
(continued on page 16

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Figure 10: ATSU Interface
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ATSU Interface
ATIMS
Data Management Unit (DMU)
Cabin Terminals
The Cabin Terminal system provides the air/ground communication routing function with the following services:
Acquisition of the Cabin Terminal activity label.
Exchange and Transmission by the system of
System validity
Datalink availability (VHF,SATCOM)
The ACMS/AIDS DMU provides the air/ground communication routing function

with the following services:
Acquisition of ACMS/AIDS DMU activity label.
Exchange and Transmission by the system of status information
System validity
Flight Warning Computers 1 and 2 (FWC)
Airshow Digital Interface Unit (DIU)

The DIU receives information like Connecting Gates, News, Advertising, Test patterns...
Radio Management Panels 1, 2 and 3 (RMP)
The ATSU acquires broadcasted data needed for AOC hosted application from
both FWCs and SDACs. The FWCs provide the air/ground communication routing
function with:
alert generation service,
warning generation service.
The inhibition of the warnings depending on the flight phase is performed by
the FWCs.
The RMPs provide the air/ground communication routing function with the following services:
Remote port select to indicate a request for switching the system which controls the VDR3,
port select information to indicate which system is controlling the VDR3.
System Data Acquisition Concentrators 1 and 2 (SDAC)
Landing Gear Control and Interface Unit (LGCIU)
Light System
The ATSU and both DCDUs receive information from the Landing Gear Control
Interface Unit (LGCIU) to determine whether the aircraft is on ground or in flight.
This information corresponds to Nose Landing Gear compressed or not. It is provided by the LGCIU through three distinct discrete signals, one sent to the ATSU,
the second one to the DCDU1 and the last one to the DCDU2:
A ground signal indicates that the aircraft is on ground.
An open signal indicates that the aircraft is in flight. The LGCIU provides the
air/ground communication routing function with the Flight/Ground information.
The ATC MSG pushbutton switches power supply is provided by transformers

from LP circuit (Annunciator Light Test and Dimming).
The ATSU acquires broadcasted data needed for AOC hosted application from
both FWCs and SDACs.
Display Management Computers (DMC)

The DMC provides Speed, Altitude, Vertical Speed, Heading, Track, Wind and
Present Position Data as a Back-Up for the FMS.
Clock
The Clock provides the air/ground communication routing function with the UTC
date and time.
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ATSU Interface
Centralized Fault Display Interface Unit (CFDIU) only A320 Family
The CFDIU provides the air/ground communication routing function with the following services:
Acquisition of the following parameters
Aircraft registration number
Flight number
Destination airport
SDU installed/not installed
VDR3 installed/not installed
CFDIU activity label
Date
ACMS DMU installed/not installed.
Exchange and Transmission by the system of status information
System validity
Multipurpose Disk Drive Unit (MDDU)

The ATSU uses the Data Loading System services for core application soft-ware
and database uploading.
Printer
The printer provides the air/ground communication routing function with the transmission of printouts service:
ATSU Reconfiguration
Reconfiguration Rules In Case of Interfaced System Failure
The main rule is when a system includes two units connected to the ATSU, the
Captain unit is first used as long as it provides valid data.
The following table defines the rules of reconfiguration to ensure the information
availability for the ATSU.
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Figure 11: ATSU Reconfiguration
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Data Exchange between Aircraft and Ground Network
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ATSU Initialization
The air/ground communication functions and services are active when the initialization is complete. Then, they can receive ground messages from both VHF and
SATCOM sub-networks and send messages to the ground.
ATSU Start-up
On ground, as soon as the ATSU is supplied, the ATSU performs a Power-On Self
Test (POST) to determine if the ATIMS system is operational. Detected failures
are recorded for BITE and Trouble Shooting Data.
The System Management functions of the A/C interface software also acquire pin
programming information in order to provide applications and functions.
In FANS A configuration, the DCDUs and the SDU1 are always installed.
ARINC USA
ARINC South America
ARINC KOREA
AVICOM Japan
AIR CANADA
DEPV Brazil
AEROTHAI Thailand
ADCC China
TEST AS (unavailable)
TEST DA (unavailable)
If the VHF scan mak is unavailable, then the ATSU sends an order to the FWS for
to activate the DATALINK ATSU FAULT message on the EWD and displays the
ENTER VHF3 SCAN MASK message in the MCDU scratchpad.
Once the scan mask is loaded in the VHF3 SCAN MASK page, the scan
mask becomes available and the ATSU resets the warning on the EWD. If
the scan mask cannot be read by the ATSU, the DEFAULT VHF SP LIST
message is displayed in the MCDU scratchpad.
Mandatory Parameters
Once the ATSU self-test is performed, the ATSU checks the presence of parameters that are mandatory for its operation. These parameters are the aircraft addresses:
the airline ID consisting in two codes, one in two characters and the other one
in three characters for the airline identification
the Aircraft Registration Number (ARN) consisting in seven characters.
If one of these two parameters is not available, the ACARS router function
becomes unavailable.
The initialization is considered as complete when these parameters and the scan
mask are entered and valid on the COMM INIT page. If not, the ACARS router
function is not available.
ATIMS
Datalink Service Provider (DSP) USER-DEFINED pages

These pages enable the airline to define up to two service providers of its choice.
These are defined with the same type of parameters as the default service providers proposed. The DSP USER-DEFINED pages are accessible from the last
VHF3 SCAN MASK page by entering a password NEW DSP in the MCDU
scratchpad and by pressing the line key 2R for the DSP USER-DE-FINED1 page
and 3R for the DSP USER-DEFINED2 page.
Scan Mask
The VHF scan mask gives an ordered list of Service Providers (SP) usable for
VHF data communications. The scan mask must be an ordered subset of the list
of authorized SPs which are:
SITA Europe/Africa (SITA 725)
SITA USA (SITA 550)
SITA Pacific
SITA Latin America
ARINC Europe
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Figure 12: COMM INIT & VHF SCAN MASK
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ATSU/VDR3 Interface
This interface is in accordance with ARINC 750 specifications.The ATSU uses the
services provided by the VDR3 to communicate with the ground in DATA or
VOICE mode.The ATSU receives uplink messages and transmits downlink messages through the VHF3 Data Radio.
ATIMS
a VDR Voice mode order

a VDR port B select order.
If the switching to Voice mode is initiated from one MCDU, the ATSU router sends:
a VDR Voice mode order
a VDR port A select order
the voice frequency to be used by the VDR (frequency in 8.33 KHz or 25 KHz resolution range depending on the system configuration).
Functional split
The functional split between ATSU and VDR3 is the following:
in Voice mode
Switching to Data mode
The ATSU controls the VHF3 transfer switch between Data and Voice mode.
in Data mode
The ATSU configures the VDR3 in the appropriate protocol, the ARINC 750 data
mode (VDR mode control and VDR data mode setting). The ATSU controls the
VHF operational parameters of the VDR (frequency).
Whether the switching to Data mode is initiated from one RMP or through one
MCDU, the ATSU router sends:
a VDR Data mode order
a VDR port A select order.
Voice/Data select discrete
Sending a VDR port A select order has for consequence the display of
ACARS or DATA indication in the ACTIVE window on the RMPs.
The ATSU has direct control of VDR3 switching between Voice and Data
mode.The VDR3 Voice/Data mode selection is controlled through:
any of the three RMPs by displaying DATA indication for DATA mode or the
selected frequency for VOICE mode in the ACTIVE display.
the MCDU in VHF3 CONTROL page through COMM menu.
Port select discrete

The VDR3 has two frequency control interfaces:
Port A is a digital input linked to the ATSU
Port B is a digital input linked to the RMPs.
The ATSU applies a command signal to the VDR3:
when the port select discrete is a ground signal, the VDR3 takes into account
the digital input port A and operates on the frequency transmitted by the ATSU
when the discrete is in open circuit, the VDR3 takes into account the digital input port B and operates on the frequency transmitted by the RMPs.
When the ATSU is faulty or not supplied, the VDR3 operates in Voice mode
and the frequency is controlled by the RMPs.
Switching to Voice mode

If the switching to Voice mode is initiated from one RMP, the ATSU router sends:
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Figure 13: ATSU / VDR 3 Interface
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COMM STATUS Page
The first COMM STATUS page displays the status of the various ARINC 618 media VHF3, SATCOM and HF1:
OP/INOP/NOT INST to indicate the media status
COMM/NO COMM/DLK INOP to indicate the communication status between
the media and the service provider
The second COMM STATUS page displays the status of the connections with ARINC 619 peripherals FMGEC1, FMGEC2, DMU and CMC:
OP/INOP/NOT INST to indicate the peripheral status.
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VOICE or DATA to indicate the VDR3 mode of operation.
Figure 14: COMM STATUS Page

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Company Call Page
ATIMS
Figure 15: Company Call Page
The COMPANY CALL page enables the crew to acknowledge, validate a COMPANY CALL message and to display the related message from the ground center. It enables also the crew to switch directly the VDR3 in voice mode. The Voice
frequency is the frequency requested by the airline and contained in the message.
VHF3 TUNE (1L)
Below VHF3 TUNE indication, the airline frequency is displayed. This line key enables to de-activate the alert and activate automatically the command to switch the
VDR3 in Voice mode.
3L, 4L, 3R and 4R fields
The message content is displayed there or MESSAGE CONTAINS FREE TEXT/
SEE NEXT PAGE or MESSAGE DOES NOT CONTAIN FREE TEXT message is
displayed depending on the message. Up to 220 characters of free text can be displayed. But, beyond 100 characters, text display is displayed on page 2/2.
CO CALL CLEAR (1R)
This line key enables to de-activate the alert and to receipt the COMPANY CALL
message.
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Maintenance Page
The MAINTENANCE page in the ATSU COMM MENU gives access to TEST,
STATISTICS and AUDIT pages.
Test Page
This page is used to test the link between the aircraft and the ground through a
specific communication media. Pressing the related line key causes the ATSU to
send a downlink message to the ground and wait for the answer:
the IN PROGRESS indication is displayed instead of the REQUEST indication
during the link test
Then, the result of the test is shown: OK or FAILED indication.
REQUEST VHF3 LINK (1L) This line key enables to activate the link test
and to display the status of the connection between VDR3 and the ground
center.
REQUEST SAT LINK (1R) This line key enables to activate the link test and
to display the status of the connection between the SDU1 and the ground
center. The SATCOM has to be LOGGED ON, if not, the IN PROGRESS
message is displayed permanently and the test is not completed.
REQUEST HF LINK (3R) (if HFDR system installed) This line key enables
to activate the link test and to display the status of the connection between
the HFDR1 and the ground center.
ATIMS
plays the global statistics for uplink and downlink messages and gives access to
three specific pages for more details:
the ATC STATS page gives the number of uplink and downlink ATC messages, OK and failed
the PERIPHERALS STATS page gives the number of uplink and downlink
messages, OK and failed, coming from the ATSU peripherals (FMGEC1 and
2, CMC, DMU, Cabin Terminal 1 and 2)
the OTHERS STATS page gives the number of uplink and downlink messages,
OK and failed, exchanged between the hosted AOC applications and the router.
Audit Page
The AUDIT page enables automatic printing of all downlink and/or uplink datal-ink
messages that pass through the ATSU. Specific communication media can be audited separately by pressing the line key adjacent to the YES/NO indication to display YES (for activation) or NO (for de-activation) next to:
VHF3 (1L)
SATCOM (1R)
HF (2R) (optional)
UPLINKS (3L)
DOWNLINKS (4L)
The AUDIT mode is de-activated by default (all toggles set to NO).
Statistics Page
The STATISTICS page is used to display and print the statistics reports on each
communication media:
VHF3 STATS page (1L)
SATCOM STATS page (2L)
HF STATS page (4L)
ROUTER STATS page (3L)
Statistics are representative of the state of each media at the time when the line
key corresponding to this media is pressed.
On the VHF3 STATS, SATCOM STATS and HF STATS pages, the XXX indication is comprised between 0 and 999 and indicates the number of blocks transmitted, received and failed through the concerned media and also the number of
retries.
The ROUTER STATS page shows the statistics for different communication
means, and for different types of messages (ATC, peripherals...).This page dis-
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Figure 16: ATSU Maintenance Pages
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BITE Architecture
Menu Or Interactive Mode
The ATIMS BITE is used to detect, identifie and memorize the internal and external failures related to the ATIMS system:
ATSU internal failures
DCDU 1 & 2 failures
Interface failures between ATSU and DCDUs
external interface failures with ATSU peripherals.
System Report/Test Function
The ATIMS BITE is ensured by the ATSU which concentrates the failure information provided by the ATSU internal monitoring.
This BITE is of type 1 and operates in two modes:
normal mode
MENU or INTERACTIVE mode
The BITE information (system report) and the test request (system test function)
are available through MCDU menus which allows to communicate with ATIMS
BITE via the CMCs / CFDIU.
To gain access to the BITE, it is necessary to use one MCDU. All the information
displayed on the MCDU during the BITE test configuration can be printed by the
printer.
ATIMS maintenance menu is only accessible on ground from the general maintenance menu and the SYSTEM REPORT/TEST page.
This mode enables communication between the CMCs / CFDIU and the ATIMS
BITE by means of the MCDU.
Normal mode
During the normal mode, the BITE:
monitors the ATSU and DCDU status
monitors data inputs from the various ATIMS peripherals (FMGC, MCDU,
CMCs / CFDIU,...)
permanently transmits ATIMS system status and its identification message to
the CMCs / CFDIU.
In case of fault detection, the BITE stores the information in the fault memories
and transmits it to the CMCs / CFDIU.
The BITE memorizes the failures which occurred during the last 63 flight legs.
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ATIMS
ATIMS menu mode is composed of:

LAST LEG REPORT
LRU IDENTIFICATION
GROUND SCANNING
RETURN
CLASS 3 FAULT
SYSTEM TEST
GROUND REPORT
SPECIFIC DATA

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Figure 17: ATIMS BITE Architecture
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Figure 18: ATIMS System Report Test Page

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ATIMS Interactive Mode
ATIMS
Class 3 Faults Page

This menu enables to display the Class 3 faults recorded during the last flight leg.
Last Leg Report Page

This report contains the fault messages (internal and external, Class 1 and 2) recorded during the last flight.
Previous Legs Report Page

This report contains the fault messages related to the external or internal failures
(Class 1 or 2) recorded during the previous 63 flight legs.
Ground Report Page

This function is used to present Class 1, 2 or 3 internal failures when they are detected on ground.
The relevant trouble shooting data are displayed by pressing the line key adjacent
to the failure indication. These failures differ from those displayed on the LAST
LEG REPORT page.
LRU Identification Page

This menu enables to display the Identification of the various ATIMS components: ATSU, DCDU1, DCDU2, software and associated databases.
The following information is displayed on the LRU IDENTIFICATION page:
Part Number and Serial Number of the ATSU (1TX1)
Part Number of the Aircraft Interface software (20TX)
Part Number of ATC utilities (ATC HMI (AHMI) Utilities 25TX and ATC Integration Utilities (AOPB) 26TX)
Part Number of ATC FANS A Application software (ATSU ADS Application
(AADS) 27TX, ATSU AFN Application (AAFN) 28TX and ATSU CPDLC Application (ACPD) 29TX)
Part Number of the AOC Application software (22TX)
Part Number of the AOC database (24TX)
Part Number and Serial Number of the DCDU (2TX1 and 2TX2)
When a component is normally missing for one configuration, the corresponding lines are not displayed. This menu enables to display the Part
Numbers of the different components (ATSU, DCDU, Software packages).
Ground Scanning Page

This function is based on the monitoring and the fault analysis during the flight and
enables consultation of the ATIMS failure recordings. The ATSU peripheral monitoring and internal cyclic tests are used in order to detect transient failures.
Trouble Shooting Data Page

This function provides correlation parameters and snapshot data concerning the
failure displayed in the LAST LEG REPORT and the PREVIOUS LEGS REPORT
pages.
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Training Manual
A320 Family
ATIMS
Figure 19: LRU Ident Page
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A320 Family
ATIMS
System Test Page
Specific Data Page
The ATIMS BITE test is initiated when pressing the line key adjacent to the SYSTEM TEST indication. This activates the following subtests:
DCDU self tests
ATSU Internal tests (POST)
ARINC Reception and Transmission
Discrete Inputs Reception
Discrete Outputs Activation
EPROM Check
RAM Check
EEPROM Check
CPU CORE
Timers and Interrupt Control
ARINC Outputs Switching
This menu enables access to different functions:

PIN PROGRAMMING
to check the ATSU configuration with its parity validity
The test ends with the display of the following message on the MCDU:
TEST OK indication when all the tests are completed and no failure has been
detected
or the failure message(s) when one or more failures have been detected.
The order of the pin programming display is in accordance with the one of
the ATSU input connector:
a pin programming not defined (spare) is displayed with a zero value.
an active pin programming is displayed with a 1 value.
DUMP TSD
to download TSD via the MDDU
SW P/N PRINT OUT
to print the list of various ATSU software P/Ns (ATC applications and utilities,
services and softwaren sub-parts of A/C Interface SW)
ATSU CONFIGURATION
to display HW, SW, CPU1 SW, and ARINC SW P/N
Communication Tests with the ground (VHF3, HF and SATCOM link tests)
are initiated from ATSU DATALINK screen on MCDU (Test Page from MAINTENANCE screen of COMM MENU).
Jun04/THTA

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Training Manual
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ATIMS
Figure 20: System Test Page 1
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ATIMS
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ATIMS
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ATIMS
Figure 23: ATIMS Specific Data Page
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A320 Family
ATIMS
Glossary
ASIC
Application Specific Integrated Circuit
ATC
Air Traffic Control
A/C
Aircraft
ATE
Automatic Test Equipment
AAC
Airline Administrative Communications
ATIMS
Air Traffic and Information Management System
ACARS
Aircraft Communication Addressing and Reporting System
ATIS
Air Traffic Information Services/Automatic Terminal Information
ACAS
Airborne Collision Avoidance System
ATM
Air Traffic Management
ACF
ACARS Convergence Function
ATN
Aeronautical Telecommunication Network
ACMS
Aircraft Condition Monitoring System
ATS
Air Traffic Service
ADF
Automatic Direction Finder
ATSU
Air Traffic Services Unit
ADIRS
Air Data and Inertial Reference System
AVLC
Aviation VHF Link Control
ADLP
Airborne Data Link Processor
AVPAC
Aviation VHF Packet Communications
ADS
Automatic Dependent Surveillance
ADS-B
ADS-Broadcast
BITE
Built In Test Equipment
AES
Airborne Earth Station
BO
Bit Oriented
AFN
ATS Facilities Notification
BOP
Bit Oriented Protocol
AI
ARINC Input
BPC
Back Plane Card
AIM-FANS
Airbus Interoperable Modular FANS
BPM
Back Plane Module
AMU
AO
ARINC Output
CDTI
Cockpit Display of Traffic Information
AOA
Acars Over AVLC (VDL MODE 2)
CFDIU
Central Fault Detection Interface Unit
AOC
Airline Operational Control/Communications/Center
CMC
Central Maintenance Computer
ARINC
Aeronautical Radio INCorporated
CMS
Central Maintenance System
ARINC 429
Mark 33 Digital Information Transfer System
CMA
Context Management Application
ARINC 615
Airborne Computer High Speed Data Loader
CMU
Communication Management Unit
ARINC 618
Air-Ground Character Oriented Protocol Specification
CNS
Communication Navigation Surveillance
ARINC 619
ACARS Protocols for Avionics End System
CNS/ATM
CNS/Air Traffic Management
ARINC 620
Data Link Ground System Standard and Interface Specification
CO
Character Oriented
ARINC 622
ATS Data Link Applications over ACARS Air-Ground Network
CPDLC
Controller Pilot Data Link Communication
ARINC 623
Character Oriented ATS Data Link Applications
CPMU
Cabin Passenger Management Unit
ARINC 750
VHF Data Radio
CPU
Central Processing Unit
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ATIMS
CRC
Cyclical Redundant Check
FMGEC
Flight Management Guidance and Envelope Computer
CT
Cabin Terminal
FMS
FOM
Figure of Merit
Flight Warning Computer
D
DC
Departure Clearance
FWC
DCDU
Datalink Control and Display and Unit
DGNSS
Differential GNSS
GES
Ground Earth Station (SATCOM)
DGPS
Differential GPS
GIU
Gatelink Interface Unit
DIU
Data Interface Unit
GLONASS
Russian Satellite Navigation System
DMC
Display Management Computer
GNSS
Global Navigation Satellite System (ICAO)
DME
Distance Measuring Equipment
GPS
Global Positioning System (USA)
DMU
DO 212
RTCA document Nr. D0212 (ADS specification)
HF
High Frequency
DO 219
RTCA document Nr. D0219 (CPDLC specification)
HFDL
HF Data Link
DSI
Discrete Input
HFDR
HF Data Radio
DSO
Discrete Output
HMI
Human Machine Interface
DSP
Datalink Service Provider
HS
High Speed
E
ECAM
ICAO
International Civil Aviation Organisation
ECSB
Embedded Computer System Bus
ILS
Instrument Landing System
EFIS
Electronic Flight Instrument System
INMARSAT
INternational MARitime SATellite
EIS
Electronic Instrument System (EFIS + ECAM)
IO
(I/O) Input Output
ES
End System
IOM
Input Output Memory
ETOPS
Extended Twin OPerationS
IS
Intermediate System
F
F-PLN
Flight Plan
JAA
FAA
Federal Aviation Administration
FANS
Future Air Navigation System
LADGNSS
FDDI
Fiber Distributed Data Interface
LADGPS
Local Area Differential GPS
FIR
Flight Information Region
LAN
Local Area Network
FIS
Flight Information Service
LRU
Line Replaceable Unit
Jun04/THTA

Joint Airworthiness Authorities

Local Area Differential GNSS
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Training Manual
A320 Family
LS
Low Speed
PVIS
LSB
Least Significant Bit
Q
QAT
ATIMS
Passenger Visual Information System
Quadruple ARINC Transmitter
MCDU
Multipurpose Control and Display Unit
MDDU
Multipurpose Disk Drive Unit
RCP
Required Communication Performance
MEL
Minimum Equipment List
RGS
Remote Ground Station
MICBAC
MICrosystem Bus Access Channel
RMP
Radio Management Panel/Required Monitoring Performance
MLS
Microwave Landing System
RNAV
aRea NAVigation
MMR
Multi-Mode Receiver
RNP
Required Navigation Performance
MODE S
Mode Select Transponder
RSP
Required Surveillance/System Performance
MSB
Most Significant Bit
RTA
Required Time of Arrival
MSG
Message
RTCA
Requirements and Technical Concepts for Aviation
MSK
Minimum Shift Keying (modulation)
RVSM
Reduced Vertical Separation Minima
MSP
Mode S Protocol
S
SARPS
Standard and Recommended Practices
NC
Normally Closed
SATCOM
SATellite COMmunication
NO
Normally Open
SD
System Display
NOTAM
NOtice To AirMan
SDAC
System Data Acquisition Concentrator
SDU
Satellite Data Unit
O
OC
Oceanic Clearance
SITA
Socit Internationale des Tlcommunications Aronautiques
OCD
Oceanic Clearance Delivery
SP
Service Provider
OMS
On-board Maintenance System
SRU
Shop Replaceable Unit
OOOI
Out Off On In (events)
SSR
Secondary Surveillance Radar
OSI
Open System Interconnection
STDMA
Self-organized Time Division Multiple Access (VHF)
P
P/B
Push-Button
TBD
To Be Defined
PDC
Pre-Departure Clearance
TCAS
Traffic alert and Collision Avoidance System
PIREP
PIlot REPort
TDMA
Time Division Multiple Access
PP
Pin Programming
TIS
Traffic Information Service
PSM
Power Supply Module
TWIP
Terminal Weather Information for Pilots
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ATIMS
U
UTC
Universal Time Coordinate
V
VDR
VHF Data Radio
VHF
Very High Frequency
VOR
VHF Omni Range
W
WADGPS
Wide Area Differential GPS
WPR
Waypoint Positioning Report
X
XPDR
Trans(X)PonDeR
Jun04/THTA

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A320 Family
Auxiliary Power Unit, APIC 3200

49-00 General
49 APU - APIC 3200

49-00 General
Fuel System
Overview
The Auxiliary Power Unit (APU) is a self contained unit which makes the aircraft
independent of external pneumatic and electrical power.
Oil System
The APU has an integral lubrication system for cooling and lubrication.
The APU provides on ground:

Bleed air for engines start and for the air conditioning system
Electrical power to supply the electrical system
Inlet Guide Vanes (IGV)
The APU provides in flight:

Electrical backup power
Up to 20000ft bleed air for the air conditioning and engine starting system.
The APU may be started using either aircraft batteries, external power or normal
AC supply. APU starting is permitted through-out the normal flight envelope. APU
parameters are displayed on ECAM.

The basic element of the APU is a single shaft gas turbine which delivers mechanical shaft power for driving a load compressor and via a gear box the electrical
generator.
Air System Intake System

The air intake with an electrically operated flap, ducts the external air to the compressor inlet.
Starter
The starter electrical motor is controlled by the Electronic Control Box (ECB). The
starter engages if the intake flap is fully open, provided the APU MASTER SW &
START P/B are ON.
Jun04/THTA
The APU is supplied from the LH fuel feed line. The required pressure is normally
available from the tank pumps. However if pressure is not available (battery only
or pumps off) the APU fuel pump will start automatically. The fuel flow is controlled
by the APU ECB.
Intake airflow to the load compressor is controlled by variable IGV. The vanes are
driven by a fuel pressure powered actuator. The IGV actuator is controlled by the
ECB according the A/C bleed demands and to prevent excessive EGT.
Bleed Air System

The APU Bleed Control Valve (BCV) is a 3 way valve. The BCV feed the air to the
pneumatic system or/and into the APU exhaust. It is con-trolled by the ECB and
modulated by a fuel pressure powered actuator to prevent load compressor surge.
Electronic Control Box (ECB)

The ECB controls and monitors the Auxiliary Power Unit. The ECS is installed in
the aft cargo compartment. It is a Full Authority Digital Electronic Controller
(FADEC) and performs following main functions:
Sequence and monitoring of start.
Speed and temperature monitoring
Control & monitoring of bleed air
Sequence of normal shutdown
Automatic shutdowns
Failure monitoring and storage

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49-00 General
Protective Devices
Automatic shutdowns processed by the ECB protect the APU.
These automatic shutdowns are:
On Ground only
In Flight and on Ground
Reverse flow
Overspeed
Low oil press
Underspeed
High oil temp
Flap close
High EGT
ECB failure
Slow start
No flame
Loss of EGT
DC PWR loss
Sensors failure
Loss of RPM
HI Gen Oil Temp
No accel
APU Emergency shutdown is actuated:

By APU Fire Warning on ground
By APU FIRE or APU SHUTOFF P/B
By APU AUTO EXTING test
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49-00 General
Figure 1: APU Control and Monitoring
OVHD PNL
APU FIRE
WARNING
APU BLEED
FAULT
APU FIRE
ON
PUSH
AGENT
ARM
APU
AVAIL
APU GEN
26%
116 V
400 HZ
BLEED
36 PSI
APU BLEED
CONTROL
VALVE
TEST
SQUIB
FLT
GND
DISCH
BMC's
N
%
0
FUEL LO PR
COMPRESSOR
TURBINE
100
FLAP OPEN
MAINTENANCE PNL
APU
AUTO EXTING
7
3
10
EGT
C
710
PNEUM SYS
LOW OIL
LEVEL
N; % RPM
APU
GEN
OIL
SYS
FUEL
SYS
STARTER
TEST
RESET
OK
ON
LATCH
EXTERNAL
POWER
CONTROL
PANEL
FIRE/EMER
STOP
APU
FLT INT
MASTER SW
FAULT
ON
FAULT LT AT
AUTO SHUTDOWN
ON/OFF
(SHUTDOWN 120 sec
DELAY if BLEED ''ON'')
START
AVAIL
AVAIL LT >95 %RPM
ON
STARTER ON/OFF
ECB
ELECTRONIC
CONTROL
BOX
LIGHT
TEST
FLAP
ACTUATOR
COCKPIT ADIRS & APU FIRE

AVNCS VENT
COCKPIT
CALL
EXHAUST
B
O
X
MANUAL
DRIVE
EXT PWR
NOT IN USE AVAIL
G
E
A
R
LOAD
COMPRESSOR
INLET
GUIDE
VANES
ACTUATOR
COMBUSTION
CHAMBER
RESET
APU SHUT
OFF
EGT
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49-00 General
Figure 2: APU ECAM Display
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49-00 General
Figure 3: Controls and Indications
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49-00 General
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49-00 General
Power Unit - General

Function
The APU provides compressed air and electrical power to the aircraft. Refer to
chapter Auxiliary Power System for more details.
The APU is installed in the aircraft tail section. Refer to chapter Installation for
more details.
Type
Single spool gas turbine engine driving a load compressor and an AC generator.
Main characteristics
Characteristics at Aero Design Point, installed APU (ISA, sea level) are given for
information only:
Total power
400 kW (536 HP)
Specific fuel consumption
0.372 kg/kW.h(0.61 P/HP.H)
Electrical power
132 kW (177 HP)
Pneumatic power
252 kW (338 HP)
Bleed air flow
1.2 kg/sec. (2.6 PPS)
Bleed air pressure
400 kPa (59 PSI)
Rotation speed
49 300 RPM
Direction of rotation
clockwise (view from rear)
APU weight
136 kg (299 lb).
Main components
Gearbox (with AC generator and APU accessory drive)

Load compressor (centrifugal type provided with inlet guide vanes)
Air inlet plenum (air intake and air distribution)
Power section including:
A centrifugal compressor
A reverse flow combustion chamber (or combustor)
A two stage axial flow turbine.
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49-00 General
Figure 5: Power Unit - Overview
Jun04/THTA

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49-00 General
APU Operating Envelope

Supply of pneumatic and electrical power is possible simultaneously or independently.
The rated load is the gas generator power (load compressor and gearbox power)
without exceeding the gas temperature.
The electrical power always has priority over pneumatic power.
Flight operating envelope
Pressure altitude: -300m +11900m (-1000ft + 39000ft)
Ambient temperature: - 70C + 55C (-94F + 131F)
Ground operation
Independent from external power supply: starting up to 2438m (8000ft)
Ground operation limit: 4572 m (15000ft)
Power supplied
Pneumatic and electrical power can be supplied from: -300m to +6100m (1000ft +20000ft)
Electrical Power only from: +6100m to + 11900m (+20000ft to + 39000ft)
APU starting
The normal flight envelope does not impose any limitations for starting.
The values are indicated for training purposes only.
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49-00 General
Figure 6: APS 3200 Operating Envelope
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Operating Procedures
Starting
Select APU on the ECAM control panel

The ECAM screen displays APU data
If APU is not selected, the ECAM will automatically display the data when APU
start is selected. (This display will remain on the screen until 15 seconds after
governed speed is reached)
Press the master switch to the ON position
The switch latches in and the light comes on
The aircraft fuel system operates
The air inlet actuator opens
The ECB checks the control system.
Press and release the start button
The ON light comes on
Start sequence (EGT and RPM rise)
At self-sustaining speed the starter is cut
At 95%RPM the AC generator is energized although no load is applied. The
ON light goes off, the AVAILABLE light comes on
At max speed, the control system governs the speed. There is no supply of
electrical power and no bleed
Jun04/THTA
49-00 General
Loading
This sub-chapter considers the APU operating procedures for training purposes.
When pneumatic or electrical power (or both) is demanded, the load increases.
The ECB senses the variation of parameter and controls:
The fuel flow (to keep RPM constant)
The IGV (to adapt the load compressor and limit EGT)
The bleed valve (to prevent compressor surge).
Shutdown
Normal shutdown by pressing the master switch:

The AVAILABLE light within the switch goes off
The fuel supply to the APU is cut (RPM, EGT decrease)
The aircraft fuel supply is shut off, the inlet door closes.
Emergency shutdown from fire switch or external panel
Automatic shutdown
A malfunction causing a major fault results in an automatic shutdown initiated
by the ECB; the fault light on the APU panel comes on.
Monitoring
Refer to Control System, Trouble shooting and CFDS.

Special procedure when starting the APU on the aircraft battery (no indication on ECAM).
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49-00 General
Figure 7: Operating Panels
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49-00 General
Figure 8: Operating Limitations
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49-00 General
APS 3200 - Parts Location

Identification of Components (APU Left Side)
The following components can be identified:
The APU air intake which is connected to the aircraft air intake system.The
APU air intake has a screen to protect the APU internal components against
foreign object damage.
The compartment cooling valve which is installed on the cooling fan assembly.
The cooling fan assembly located at the top of the gearbox front face.
The starter motor which drives the APU rotating assembly during starting. The
starter motor is located on the front face of the gearbox, at the left of the AC
generator.
The fuel control unit is located on the gearbox front face below the starter motor It mainly includes fuel pumps, a fuel filter, a servo valve and a 3 way solenoid valve.
The load compressor casing which houses the load compressor, the scroll
and the inlet guide vanes.
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Training Manual
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49-00 General
Figure 9: APS 3200 Parts Location LH
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49-00 General
Identification of Components (APU Right Side)

The following components can be identified:
The gearbox which provides the drive for the AC generator and the accessories required for APU operation. The gearbox also forms the oil sump of the oil
system
The AC generator which transforms the mechanical power into electrical power used by the aircraft systems
The cooling fan assembly which provides air circulation for the oil cooler and
for the ventilation of the engine compartment.
The cooling fan assembly is located at the top of the gearbox front face
The APU drain collector which collects the various drains and leaks. The collector is installed on the right side of the gearbox by means of 2 struts
The air bleed system which includes a servo valve, an actuator and a bleed
control valve
The inlet guide vane system which includes a servo valve, an actuator, the
inlet guide vanes and their control mechanism
The combustor casing which houses the combustion chamber and the turbine wheels
Main and pilot fuel injection system installed at the rear of the combustor
casing.
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Training Manual
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49-00 General
Figure 10: APS 3200 Parts Location RH
Jun04/THTA

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49-00 General
Level 3 B1 B2
49-00-18
Training Manual
A320 Family

49-10 Power Plant
49-10 Power Plant
Jun04/THTA

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49-10-1
Training Manual
A320 Family
General

49-10 Power Plant
APU control and monitoring is achieved by an Electronic Control Box.
The power section produces mechanical shaft power by transforming the energy
contained in the ambient air and fuel.
This mechanical power is used to drive:
The load compressor which supplies compressed air
The AC generator which supplies electrical power
Various accessories required for the APU operation.
Power Section Operation

The air enters the power section through the aircraft air intake and the APU plenum.
In the plenum, this air is divided into two flows: one for the load compressor and
one for the power section.
The power section air is guided to the centrifugal compressor which increases the
air pressure.
The air is then admitted to the combustion chamber, mixed with the fuel and burnt
under a continuous process. The resulting gases at high temperature are expanded through the turbine which transforms the gas energy into mechanical power.
The gases are then expelled overboard through a diffuser and the aircraft exhaust
system.
The compressor-turbine assembly rotates at a constant speed of 49300 RPM.
Load Compressor Operation

The load compressor, directly driven by the power section, is supplied with air from
the plenum chamber. This air flows through the inlet guide vanes, is then compressed by a rotor and a diffuser and distributed to the pneumatic system through
a scroll.
Gearbox Operation
The gearbox provides the drive pads for the AC generator and various accessories.
AC Generator Operation
The generator transforms the mechanical power into electrical power for the aircraft systems.
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Training Manual
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49-10 Power Plant
Figure 1: Power Unit Operation
Jun04/THTA

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49-10 Power Plant
APS 3200 - Operation

The power section provides the shaft power to drive the load compressor and the
gearbox. The power is produced by transforming the energy contained in the ambient air and in the fuel through the thermodynamic cycle: compression, combustion, expansion.
Compression of the air in the single stage centrifugal compressor
Combustion of the air-fuel mixture in the reverse flow combustion chamber
Expansion of the burnt gas in the two stage axial flow turbine which extracts
the gas energy to drive:
The compressor
The load compressor
The gearbox.
The load compressor supplies compressed air to the aircraft pneumatic system.
The air is compressed by a single stage centrifugal compressor which has variable
inlet guide vanes to control the air flow. The compressed air is delivered through
a volute casing (called the scroll).
The gearbox provides the drive for the AC generator, and the accessories required for the APU operation.
The AC generator transforms the mechanical power into, electrical power for the
aircraft systems.
The Electronic Control Box receives various signals from the aircraft and the
APU to automatically control and monitor the complete system.
The electronic control box controls the following:
Rotation speed (N) (fuel flow)
Load compressor surge (bleed control valve)
Exhaust Gas Temperature (EGT) (inlet guide vanes).
Jun04/THTA

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Training Manual
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49-10 Power Plant
Figure 2: APS 3200 Operation Schematic
Jun04/THTA

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49-10 Power Plant
APU Compartment
The APU compartment is located in the aircraft tail section.
The tail cone of this section is attached to the fuselage structure and arranged as
a support and fairing for the APU.
The compartment is arranged as a fire proof box with fire walls made of titanium
alloy.
Two longitudinally-hinged access doors also made of titanium alloy provide access to the APU compartment.
The air inlet duct is attached to the right door to provide access for APU removal
and installation.
A pressure relief door limits the pressure in the compartment to a value which is
acceptable for the structure. The APU compartment is entirely fire proof. It has a
fire extinguishing bottle located in a separate compartment, forward of the APU
compartment.
Cooling and ventilation of the compartment is provided during APU operation and
when the APU is shutdown.
When the APU is in operation forced cooling and ventilation is provided by the
APU air cooling system.
The cooling is provided by the APU driven oil cooler fan. The fan provides the air
flow to the oil cooler and a flow which escapes into the APU compartment.
Refer to air system for more details.
When the APU is not operating, ventilation is achieved through a louvre in the upper left side of the compartment. Due to the temperature difference between the
inside and outside of the compartment, ventilation is by convection.
The compartment temperature is kept below 100C (212F) on the ground
(ISA +40C). The APU surface temperature does not exceed 232C (450F).
Jun04/THTA

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Training Manual
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49-10 Power Plant
Figure 3: APU Compartment
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49-10 Power Plant
APU Attachment
The APU is provided with two lateral front mounts and one aft upper mount.
The mounts are provided with shock absorbers (silicone vibration insulators).
The shock mounts are designed so that the APU does not fall in the event of the
loss of a shock mount.
The attachment is designed to retain the APU in the event of the failure of one
complete mounting.
The APU is suspended in the tail section by rods:
On each of the two lateral front mounts
On the rear mount.
Aircraft on ground, the APU longitudinal axis forms an angle of approximately 6
with the horizontal axis (the APU front section is thus inclined downwards).
Front Attachment
The front attachment consists of the two lateral front mounts, one on each side of
the APU gearbox. Each front mount is connected to rods through vibration insulators.
Rear Attachment
The rear attachment consists of the rear mount located at the rear of the power
section. The rear mount is also connected through vibration insulators.
Lifting of the APU

Lifting of the complete APU is achieved by means of a lifting eye installed on the
gearbox.
The shock mounts and the rods are provided by the aircraft manufacturer.
Jacking
The APU also has three jacking points: one on each side of the gearbox, and one
at the bottom of the combustor casing.
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49-10 Power Plant
Figure 4: APU Attachment
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APU Compartment Access Doors Operation

49-10 Power Plant
Door Closure
Door Opening
In the cockpit, open the APU circuit breakers.
Position a work stand suitable to reach the aircraft under the APU compartment.
The APU doors are secured by a total of seven latches, five latches secure the left
door and two latches secure the right door.
To close the right hand door, apply a lifting force to the door with one hand, and at
the same time, tap the orange coloured release handle marked PUSH in a downward, outward direction to release the over centre geometric lock on the door hold
open mechanism.
Lift the door to the closed position, using the assist handle on the air inlet duct.
Secure the forward and rear latches on the right hand door.
The left hand door must be opened first to gain access to the latches for the right
hand door.
The left door support strut must be stowed before closing the left door.To release
the lock on the left hand door support strut, pull down on the knurled collar.
Start by releasing the rear latch. Next the three latches connecting the doors together are undone. As each is undone, secure the latch hook on the latch lever.
While holding the collar down, partially close the door. Hold the door with the left
hand and with the right hand, release the door support strut pip-pin from the aircraft. Stow the support strut on the door. Close the left door.
Continue to release the remaining latches. When all latches have been released,
pull the door open and secure with the door support strut.
The strut is stowed at the forward end of the left door. Release the strut pip-pin
from the door, extend the telescopic strut and secure to the aircraft using the pippin.
Push the door open until the strut locks in the fully extended position. This completes the opening of the left hand door.
With the left hand door open. The two latches securing the right hand door are now
visible. The forward latch is released. Followed by the rear latch and the door is
ready to be opened.
Use the assist handle mounted on the air inlet duct and swing the door fully open.
The door hold open mechanism incorporates a counterbalance spring that takes
most of the door weight.
Secure the forward latch. Ensure that the latch release lever is flush with the latch.
Secure the rear latch. Secure the three latches holding the left and right doors together.
To secure these latches, release the latch hook by pressing the latch release lever
Engage the latch hook in the locking bracket
Close the latch lever
Ensure that the latch release lever is flush with the latch
Repeat the closing procedure for the remaining latches. Carry out a final visual inspection to ensure that all latches arc secure. This completes the APU access
door closing procedure. Finally, reset the APU circuit breakers in the cockpit.
The door will lock automatically in the door open position. No locking pins are necessary to secure the right hand door in the open position. A red coloured pip-pin
is provided to lock the door hold open spring mechanism should it become necessary to remove the door from the aircraft.
In this event the red pip-pin should be removed from its stowage and inserted in
the adjacent hole with a red surround.
To prevent injury, a placard advises against removal of the red coloured bolt when
the access door is removed.
This completes the APU door opening procedure.
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49-10-10
Training Manual
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49-10 Power Plant
Figure 5: APU Compartment Access Doors
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49-10 Power Plant
Drain System
Drain System
Function
The various drain lines are connected to a drain tank (collector) which retains the
liquid until the aircraft is in flight.
The system (Ecological system) collects the drainage and leaks in a small collector which is discharged overboard via a drain mast when the aircraft speed reaches about 200 kt.
The tank is drained only when the aircraft speed reaches approximately 200 Kts
Figure 6: Drain Pipes on RH Access Door
The heat shield drain and tim exhaust coupling drain are mounted together and
drained directly overboard.
APU Drains
The APU has the following drains
Combustion Chamber Drain

The lower part of the combustor casing has a drain valve which drains unburnt fuel. The valve which is actuated by air pressure, closes when the compressor delivery pressure becomes sufficient at about 10% RPM.
Fuel pump / Control Unit Drain

Drain of leakage through the shaft seal (dry drain).
IGV Actuator Seal Drain

Drain of a possible leakage through the actuator shaft seal.
BCV Actuator Seal Drain

Drain of a possible leakage through the actuator shaft seal.
Fuel Flow Divider Purge

As the pressure decreases in the fuel system (during APU shutdown), the two
valves of the flow divider close. Then, the fuel which remains in the pilot injector
and manifold is purged to the exhaust.
Front Bearing Seal Drain

Any oil leak, from the front bearing seal, flows to the aircraft drain tank through a
restrictor.
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49-10 Power Plant
Figure 7: Drain System.
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Training Manual
A320 Family
Air Intake System
General
The air intake system provides ambient air of sufficient quantity and quality to the
APU. The main function of the air intake system is:
provide sufficient mass flow to the APU plenum chamber,
minimization of pressure loss and flow distortion (thus also reducing the danger
of APU surge),
noise reduction,
reduce the potential for foreign object ingestion,
prevent exhaust (from APU and main engines) from re-entering the inlet,
prevent the ingestion of fluids existing externally,
prevent the accumulation of flammable fluids in the intake system.
System Description
Fixed Diverter
This item, being installed just forward of the tailcone at the bottom the rear fuselage, serves two purposes:
Its primary purpose is to improve the ram air recovery during in-flight APU operation. This is accomplished by positioning the inlet some 50mm into the airstream,
thus the lowest energy portion of the aerodynamic boundary layer is prevented
from entering the air inlet.
Its secondary purpose is to divert any fluids (such as oil, hydraulic or de-icing fluid,
fuel or water), which might be migrating aft along the fuselage during flight. They
are thus prevented from entering the air inlet.
Air Inlet
The air inlet assembly is installed as a unit in a cutout in the bottom of the tailcone
just forward of the APU compartment. The interface to the air duct is attached to
the APU compartment forward firewall. The inlet airstream area up to approximately 150mm (6in) forward of the interface to the APU compartment is covered
with a CRES face sheet to serve as an extension of the APU compartment fireproof area. A fireproof gasket is used to join the air inlet assembly to the APU compartment firewall.
The air inlet consists of the following major components:
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49-10 Power Plant
Air Inlet Body: This is essentially a U-shaped component, forming both side
walls as well as the rear portion of the upper wall. It is of a fiberglass fabric/
aluminum core sandwich design. The upper wall is acoustically treated with
feltmetal. Rails, which extend into the airstream, are incorporated along the
side walls in order to prevent the ingression of fluids flowing along the tailcone
outer surface.
Air Inlet Flap: It is of a fiberglass fabric/Nomex core sandwich design without
acoustic treatment. The flap is hinged at the forward end of the air inlet body
and is operated by an attached actuator. It serves two purposes: to close the
air inlet when the APU is not in operation. To form the forward portion of the
upper wall when the APU is in operation.
Air Inlet Nose: This item forms the lower wall of the air intake and is permanently installed in the air inlet body. It is of a CRES skin/aluminum core sandwich construction and is acoustically treated with feltmetal along the inlet
airstream aft of the lip area.
Air Inlet Housing: This conventional aluminum structure attached to the air inlet body serves two functions: provide an attachment for the inlet flap actuator;
serve as maintenance platform for work within the tailcone forward of the APU
compartment.
Air Inlet actuator: This electrically operated linear actuator operates the air inlet flap. Its major components are:
28V DC motor with brake control (basic version),
a limit switch at each end position,
a flap position switch at each end position,
thermal overload protection device.
Air Duct
The air duct forms the central portion of the air intake system, connecting the air
inlet with the APU plenum chamber. It is located completely within the APU compartment and is installed on the access door 316AR. When subject door is
opened, the air duct is dislocated from its normal installation position, thus permitting improved access to the APU. The purpose is to duct the airflow to the APU
and to reduce aerodynamic noise. In case of APU compartment fire, it retains its
shape. It consists of 2 major components:
Diffuser: Decelerates the air stream to reduce airflow turbulence by means of
expansion
Elbow: Redirects the air stream to the APU plenum

Level 3 B1 B2
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Training Manual
A320 Family

49-10 Power Plant
Figure 8: Air Intake System Layout
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Operation Control and Indication
The following components control the opening/closing of the air intake flap:
the MASTER SW pushbutton switch,
the APU main relay 4KD (APU MAIN) and
the ECB.
Opening of the Air Intake

The following settings are required:
busbar 301PP energized (carries 28V DC electrical power),
circuit breaker 1KD (ECB SPLY) closed,
circuit breaker 2KD (APU CTL) closed and
MASTER SW 14KD in 'ON'-position.
When you push the APU MASTER SW pushbutton switch in the ON position:
the blue ON legend in the MASTER SW comes on,
the APU main relay 4KD is energized,
electrical power is supplied to the ECB,
the ECB transmits a 'FLAP OPEN'-command to the air intake flap actuator,
the air intake flap actuator moves the flap into the 'OPEN'-position within approximately 20s,
when the air intake flap actuator reaches the end position 'retracted' (flap in
'OPEN'-position), a 'FLAP OPEN'-signal is transmitted back to the ECB,
on the lower ECAM display unit, the FLAP OPEN indication comes on.

49-10 Power Plant
the APU main relay 4KD is de-energized,

electrical power is disconnected from the ECB.
APU Emergency Stop (Ground Signal)
In case the ECB receives an 'APU EMERGENCY STOP'-command for a minimum of 50ms, the following sequence occurs:
the ECB 59KD shuts down the APU immediately (no cool-down cycle),
when the APU speed has decreased to below 7%, the ECB transmits a
'FLAP CLOSE'-command to the air intake flap actuator,
the air intake flap actuator moves the flap into the 'CLOSE'-position within
approximately 20s.
When the air intake flap actuator reaches its end position 'extended' (flap in
'CLOSED'-position), a 'FLAP CLOSED'-signal is transmitted back to the
ECB.
After the MASTER SW has been set to the 'off'-position, the following sequence occurs:
the APU main relay 4KD is de-energized,
electrical power is disconnected from the ECB.
Closing of the Air Intake
Normal APU Shutdown Procedure

When you release the APU MASTER SW pushbutton switch in the off position:
if the bleed air mode was used, a 120s cool-down cycle starts,
if no bleed air mode was used, no cool-down cycle is started,
when the APU speed has decreased to below 7%, the ECB sends a 'FLAP
CLOSE'-command to the air intake flap actuator,
the air intake flap actuator moves the flap into the 'CLOSED'-position within
approximately 20s,
when the air intake flap actuator reaches the end position 'extended' (flap
in 'CLOSED'-position), a 'FLAP CLOSED'-signal is transmitted back to the
ECB,
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49-10-16
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49-10 Power Plant
Figure 9: Air Intake Schematic
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A320 Family

The fuel system ensures the supply and the control of fuel to the APU under all
operating Conditions.
The APU-side fuel system meters and distributes the fuel it receives from the A/C
APU fuel supply system (Ref. 28-22-00). Incoming fuel is received by the fuel control unit (FCU) and pumped to the flow divider. From there it is ducted via the fuel
manifolds to the fuel nozzles. These deliver the fuel to the 3 pilot fuel injectors and/
or the 6 main fuel injectors, located around the circumference of the combustion
chamber. There the fuel is atomized.

A separate fuel circuit is provided to hydraulically operate the IGV-actuator and the
BCV-actuator.
APU fuel system main components
Fuel control unit
Flow divider
Main fuel manifold and injectors
Pilot fuel manifold and injectors.
The fuel control unit is located on the front face of the gearbox
The flow divider is located on the combustor housing
The fuel manifolds and injectors are located at the rear of the combustor casing.
Figure 1: Fuel System General
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A320 Family

Figure 2: APU Fuel System

APU
COMPARTMENT
FRAM 80
APU
MASTER SW
TM
BLEED
CONTROL
VALVE
ACTUATOR
FAULT
ON
MASTER SW ''0N''
RUN
STATE
APU S/D
COOL
DOWN
FUEL
M
CROSSFEED
VALVE
(10QM)
FUEL VENT
V
EL E
NT
< 21,8
PSI
INLET
GUIDE
VANE
ACTUATOR
FUEL
PRESS
250 psi
FU
FROM
RH FUEL
LINE
APU S/D
P USH
TM
APU
VENT
BUTTON
(8QC)
> 20 PSIG
OPEN
RUN
DRAIN AND
VENT VALVE
FUEL PRESS
SWITCH
(7QC)
FUEL CONTROL
UNIT (P19)
APU FUEL
FEED PUMP
(4QC)
APU LP
ISOLATION
VALVE
(3QF)
REG. FUEL
PRESSURE
FLOW
DIVIDER
PILOT FUEL
MANIFOLD
AND
INJECTORS (3)
PURGE TO EXHAUST
LOW FUEL
PRESSURE
SWITCH
(P17)
> 200 PSIG
FROM
LH FUEL
LINE
MAIN FUEL
MANIFOLD
AND
INJECTORS (6)
< 15,8 PSI
WING
BOOSTER
PUMP
APU ELECTRONIC
CONTROL BOX
ECB (K59)
FUEL SERVO
TORQUE MOTOR
FUEL 3 WAY SOLENOID
(AFT CARGO COMPARTMENT)
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A320 Family

Fuel System Components
This pump is controlled to run if the APU MASTER SW pushbutton is set to ON

and the fuel crossfeed line pressure is not sufficient.
Fuel LP Isolation Valve
The fuel crossfeed line pressure sensor controls the operation of the APU fuel
pump.
The APU Fuel LP isolation valve is driven by two DC motors. This valve is open
as long as the MASTER SW pushbutton is set to ON.
When closed, it prevents pressurization of APU fuel feed line and flow of fuel into
a specific fire zone.
The APU Fuel LP isolation valve is automatically closed when:
MASTER SW P/B is released out after cool down state
ECB protective shutdown occurs
an APU shutdown occurs due to an APU fire, detected on ground
the APU FIRE P/B is released out (in the cockpit)
the APU SHUT OFF P/B has been pressed on the external power receptacle
panel
Fuel Drain/Vent System
The APU fuel pump runs as soon as the pump inlet pressure is lower than 21.8
PSI (1.50 Bar).
Fuel Control
The APU fuel control subsystem operates fully automatically. During APU operation, the FCU, which is governed by the ECB, meters the fuel dependent on the
APU load condition. The flow divider distributes the fuel via both fuel manifolds to
the fuel nozzles. During APU start-up/shut-down, the FCU increases/reduces the
quantity of fuel delivered to the flow divider accordingly. During APU start, the flow
divider routs fuel to the combustion chamber via the pilot fuel manifold only.
The Flow Divider
A vent APU fuel line pushbutton located on the firewall allows the APU fuel feed
line to be purged during ground maintenance.
Together with the FCU, schedule the fuel flow to the APU. The flow divider controls the fuel flow to the main and the pilot manifolds and drains the pilot manifold
at APU shutdown.
As long as the pushbutton is held pressed in the APU fuel LP isolation valve is
open and the APU fuel pump runs.
Fuel is supplied from the pilot fuel port (pilot injector valve at 1.38 bar (20 psid)
open) to the pilot fuel manifold during engine starting and operation.
A fuel drain and vent valve is installed in the APU compartment at the fuel inlet
connection to the fuel control unit. It permits fuel to be drained and air to be bled.
Fuel is supplied from the main fuel port (main injector valve at 13.8 bar (200 psid)
open) to the main fuel manifold when the engine reaches approximately 20%
speed during starting. Fuel continues to be supplied from this port during APU operation. During engine shut down, fuel is purged from the pilot fuel nozzles and
pilot manifold and flows from the purge port of the fuel flow divider to the exhaust
by combustion chamber pressure.
Fuel APU Inlet Low Pressure Sensor

At the inlet connection of the Fuel Control Unit, a pressure sensor transmits low
pressure information through the ECB to the ECAM APU page.
The FUEL LO PR message is displayed on the ECAM APU page if it is selected
and:
the APU speed is greater than 7% rpm
the fuel pressure is lower than 15.8 PSI (1.01 Bar)
The ECB memorizes this information in its BITE memory even if the pressure increases above 17.3 PSI (1.19 Bar).
Fuel Pump
The APU fuel pump is a centrifugal pump driven by a single phase AC motor.
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Training Manual
A320 Family

Figure 3: Engine Fuel System
APU GEN
26%
116 V
400 HZ
13ACTUATOR
FROM IGV
& BLEED CONTROL
VALVE ACTUATOR
FUEL LO PR
100
FLAP OPEN
7
3
10
EGT
C
710
FROM AIRCRAFT
FUEL SYSTEM
BLEED
36 PSI
N
%
FUEL PRESSURE < 15,8 PSI
APU
AVAIL
5
DRAIN/VENT
VALVE
12
TO IGV ACTUATOR
& BLEED CONTROL
VALVE ACTUATOR
LOW FUEL
PRESSURE
SWITCH (P17)
LOW OIL
LEVEL
17
15
17
PRESSURE
REGULATOR 5
(250 PSID)
ECAM
<15,8 PSI
AT > 7% RPM
11
PRESSURE
RELIEF
7
VALVE
(650 PSID)
CONSTANT
P VALVE
(100 PSID)
ECB
REG
TM SERVO
VALVE
SPEED CONTROL
2
N>3 % RPM
APU S/D
FILTER
15
FUEL CONTROL UNIT (P19)
4
14
DRIVE SHAFT DRAIN

TO APU DRAIN MAST
COMBUSTION CHAMBER
FILTER
10
FUEL
SOLENOID
VALVE
APU ELECTRONIC
CONTROL BOX (K59)
12
OPEN
HIGH
PRESSURE
PUMP
FILTER
BY-PASS
VALVE
(12 PSID)
G
E
A
R
B
O
X
LOCATING
PIN
LOW
PRESSURE
PUMP
10'150
RPM
(FOR START ONLY)

EGT P1 T1
10 POP-OUT
(7 PSID)
MAIN FUEL
MANIFOLD
AND
INJECTORS (6)
> 200 PSIG
FUEL CONTROL UNIT (P19)

METERED
FUEL
OUTLET
11
DRIVE
SHAFT
FLOW
DIVIDER
MOUNTING
FLANGE
< 20 PSIG
13
PILOT FUEL
MANIFOLD
AND
INJECTORS (3)
> 20 PSIG
DRAIN TO EXHAUST
14
TO APU DRAIN MAST
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Level 3 B1 B2
COMBUSTER
CHAMBER
DRAIN VALVE
49-30-5
Training Manual
A320 Family

Figure 4: Fuel System Components
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System Description

Igniter Plug
The ignition and starting systems are necessary to start the APU. They operate
electrically and are supplied from the aircraft electrical system. The two aircraft
batteries are assisted by the APU Transformer Rectifier Unit (TRU) if powered
through the external power or if the main engine generator supplies sufficient power to start the APU.
The APU has an in flight restart capability within an established altitude and airspeed envelope. In this case, the aircraft's batteries or the TRUs rectifier supply
electrical power to the starter motor.
Ignition System
The ignition system is a dual system with two igniter plugs, which gives the constant high-energy ignition which ignites the fuel/air mixture in the combustion
chamber. It operates during the start sequence when the APU speed is below
55%. The Electronic Control Box (ECB) controls the ignition system fully automatically.
The igniter plugs are installed in the combustion chamber at the 5 and 9-o-clock
positions when looking from the rear.
The igniter plug is made up of a central electrode, a ceramic insulator and an external casing. The igniter plugs supply a high voltage spark to ignite the fuel/air
mixture in the combustion chamber. Each igniter plug has an outer casing, a central electrode and a ceramic insolator.

When you push the MASTER SW and the START pushbutton switches:
the start sequence is started (Ref. 49-42-00), after 1.5 seconds, the ECB energizes the ignition system. The ignition unit supplies high-voltage electrical energy
through the electrical leads to the igniter plugs. Thus the fuel-air mixture in the
combustion chamber ignites, at 55% APU speed, the ECB de-energizes the ignition system.
The igniter plugs are screwed into the combustion chamber at the 5 and 9 oclock
positions when looking from the rear.
The ECB de-energizes the ignition unit when the combustion flame can support
itself. The high efficiency components of the ignition system guarantee a minimum
ignition spark energy of 0.22 joule. This is regulated to a spark rate of 2 to 5 sparks
per second. The system components are sealed to minimize the possibility of any
contact with flammable fluid or vapours in the APU compartment.
Ignition Unit
The ignition unit is a sealed metal box assembly with a mounting bracket installed
on one side. Power is supplied to the unit through a multi-pin electrical connector
installed on one end of the box. The two ignition leads connect to two connectors
on the opposite end of the box. The unit is shop-repairable only.
Igniter Plug Electrical-Lead

The electrical leads carry the output current from the ignition unit to the igniter
plugs. Each electrical lead has an insulated electrical conductor contained in a
braided metal shield. At each end of the ignition leads are insulated connectors.
The ignition leads are installed between the ignition unit and the igniter plugs.
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49-40-2
Training Manual
A320 Family

Figure 1: Ignition System Components
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A320 Family
Starting System
The starting system rotates and accelerates the rotor of the APU to 55% of the
APU's usual speed. You can operate the starting system from the APU panel in
the cockpit. The Electronic Control Box (ECB) controls the start sequence of the
APU. Three consecutive start attempts are permitted without cooldown. After the
third start attempt the starter motor must cool down for at least 60 minutes.
The primary parts of the starting system are:
the starter motor
the starter clutch module
the start contactor
the back-up start contactor
the ECB.

When the starter motor begins to turn, the friction locks the sprags between the
races of the splined shaft and the starter gear shaft. The starter motor drives the
starter gear through the clutch module.
During the start, the sprags engage between the splined shaft and the starter gear.
When the starter motor is de-energized the motor speed decreases. The starter
gear shaft (now driven from the gearbox) turns with a higher speed than the
splined shaft of the clutch module. The sprags then disengage.
Start Switch
The START switch is a non latching pushbutton ON/OFF switch. A blue colored
ON legend comes on when the APU is started. A green colored AVAIL legend
comes on when the APU is ready to supply electrical power or pneumatic power
to the aircraft systems.
Power Supply
Start Contactor and Backup Start Contactor
The starting system gets the electrical power from the DC system of the aircraft.
It supplies 28VDC to the BAT BUS (3PP) through a fuse, the contactors to the
starter motor.
The start contactor and the backup start contactor are installed on rack 120VU,
rear of the cockpit. These two switches are heavy duty contactors that switch electrical current to the starter motor.
Starter Motor
The starter motor is a series-wound DC motor. A V-clamp attaches the starter motor to the accessory drive gearbox.
The motor drive spline-shaft engages with the splined shaft of the starter clutch
module. The motor is totally enclosed and explosion-proof with an overspeed protection. The electrical terminals of the motor are insulated.
The motor includes a brush wear indicator-pin. When the red indicator pin is not
shown the brushes are serviceable. When the red indicator pin is shown you have
to replace the starter motor.
For the manual drive of the APU main shaft, a manual drive shaft is installed on
the front of the starter motor. A cap protects the manual drive shaft.
Starter Clutch Module

Between the starter motor and the accessory drive gearbox there is a starter
clutch which makes the mechanical connection. Bolts attach the starter clutch
module to the accessory drive gearbox. The clutch module has an inner splined
shaft and an outer starter gear, which has a hollow shaft. Between the two shafts
are the spring loaded sprags.
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49-40-4
Training Manual
A320 Family

Figure 2: Start System Components
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A320 Family
When you put the MASTER SW pushbutton switch in the ON position:

the main relay 4KD is energized
the ECB starts the prestart test
the APU fuel pump system is energized
the APU air inlet door opens.
When you put the START pushbutton switch in the ON position:
the ON legend in the START pushbutton switch comes on
The ECB energizes the back-up start contactor 10KA and (1.5 seconds later) the start contactor 5KA, The contactors energize the starter motor 8KA
with 28 V DC when these conditions are met:
the air intake is open
the Power-Up Test (PUT) is complete
the oil level test is complete
the contactors energize the starter motor 8KA with 28 V DC and the APU
starter motor starts to turn. The starter clutch engages and turns the APU
main shaft
the ECB energizes the igniters
the ECB energizes the de-oil solenoid valve to the open position (ambient
temperature less than -5 deg.C (+23.00 deg.F) )
the APU operation data is shown on the lower ECAM display unit
During Ram Air Turbine (RAT) extension, APU starting is inhibited by the
Battery Charge Limiters (BCL 1 and BCL 2), which prevent operation of
the main start contactor 5 KA.
At 3% speed, the ECB energizes the fuel solenoid valve to the open position
At 5% speed, the ECB controls the fuel flow to the APU.
At 55% speed, the ECB:
de-energizes the start contactor 5KA which switches off the starter motor 8KA and the ECB accelerates the APU automatically
de-energizes the back-up start contactor 10KA, after 5 seconds, de-energizes the de-oil solenoid valve to the closed position (if energized)
At 95% speed:
the ECB controls and monitors the APU automatically, the green AVAIL
legend in the START pushbutton switch comes on, the blue ON legend
in the START pushbutton switch goes off.
Jun04/THTA

The APU bleed valve is ready for operation

the APU generator is ready for operation
Figure 3: Cockpit Indication and Control

Level 3 B1 B2
49-40-6
Training Manual
A320 Family

Figure 4: Ignition and Starting Schematic
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Jun04/THTA


Level 3 B1 B2
49-40-8
Training Manual
A320 Family

49-50 Air
49-50 Air
The air system has two subsystems:
Bleed and Surge Air
Accessory Cooling
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Level 3 B1 B2
49-50-1
Training Manual
A320 Family
Load Compressor

49-50 Air
Figure 1: Load Compressor System Layout
System Components
Load Compressor
The single-stage load compressor is driven directly from the power section. It supplies compressed air (bleed air) to the aircraft pneumatic system.
Inlet Guide Vanes (IGV)

An Inlet Guide Vane (IGV) assembly which has 24 vanes controls the amount of
air bled from the APU load compressor. The IGV assembly is installed immediately upstream of the load compressor impeller.
Inlet Guide Vane Actuator

The IGV actuator is the hydro mechanical servomechanism which controls the
opening angle of the IGVs. To adjust the correct IGV angle, the IGV actuator
moves the IGV assembly gear train. Pressurized fuel from the Fuel Control Unit
(FCU) supplies the power to the IGV hydraulic (fuel) servo actuator.
The ECB monitors the IGV actuator operation.
Load Compressor Inlet Temperature/Pressure Sensor

The load compressor inlet temperature/pressure sensor is a combined unit. It is
located at the APU air intake plenum. The temperature part of the sensor measures the temperature in the air intake plenum.
The sensors are of variable resistor kind which are fed by a constant 1mA current
supplied from the ECB.
The ECB uses the sensors output voltage for the control of the fuel metering, the
EGT limitation and the air flow calculation.
Load Compressor Discharge Temperature Sensor

The load compressor discharge temperature sensor is located on the APU bleed
valve inlet duct. The sensor is a variable resistor which is fed by a constant 1mA
current supplied from the ECB.
The ECB uses the sensor output voltage for the calculation of the air flow.
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A320 Family

49-50 Air
Figure 2: Load Compressor System Components
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49-50 Air

The adjustable IGVs control the load compressor airflow (output) for the necessary input to the aircraft system (Ref. 49-51-00).
The APU maintains a closed IGV position of 72 degrees during its acceleration
phase, until a check point is reached at 98% N. After this point, the IGVs move
fractionally to assume their fully closed position of 82 degrees.
The aircraft system transmits a demand signal to the Electronic Control Box (ECB)
to give the necessary IGV control.
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A320 Family

49-50 Air
Figure 3: IGV Actuator Block Diagram
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A320 Family
Bleed and Surge Air

49-50 Air
When the APU BLEED pushbutton switch is in the ON position and a demand signal from the aircraft system is available, the ECB commands the bleed control
valve in the delivery position.
System Description
The bleed and surge-air system controls the supply of the APU bleed air to the
pneumatic system of the aircraft and prevents a load compressor surge
The bleed and surge-air system supplies the APU bleed air for:
the main engine start
the air-conditioning.
The APU bleed air system, installed in the APU compartment, is made of stainless
steel and is fireproof. A hazard will not result if one of the ducts is ruptured. Overheat sensor elements are installed on the bleed air duct, between the APU check
valve and the APU bleed control-valve. When the overheat sensor elements detect an overheat condition, the APU bleed control valve will close.
The APU load compressor supplies the APU bleed air. The quantity changes with
the different bleed air demands of the pneumatic systems. Variable Inlet Guide
Vanes (IGVs) (which are installed at the load compressor inlet) control the quantity
of the bleed air.
An APU bleed control valve is installed at the scroll outlet on the right lower part
of the APU. The APU bleed control valve controls the air from the load compressor
to the exhaust or to the pneumatic system of the aircraft.
The Electronic Control Box (ECB) controls and monitors the APU bleed air supply
and the surge air flow. You start and stop the bleed air supply with the APU BLEED
pushbutton switch, which is on the AIR overhead panel 30VU in the cockpit.
The bleed and surge air system supplies the APU bleed air to the aircraft user. The
ECB uses signals from the two compressor discharge pressure-sensors to calculate the bleed air flow condition. Then the ECB controls and regulated fuel pressure from the Fuel Control Unit (FCU) operates the bleed control valve to the
necessary position.
The bleed control valve has a discharge and a delivery position. In the discharge
position the air from the load compressor is guided to the APU exhaust system
through the air bypass duct. In the delivery position of the bleed control valve, the
air from the load compressor is supplied to the aircraft users.
Interface
The bleed and surge air system has an interface with:
the APU Bleed Air Supply and Crossbleed System
the APU Load Compressor
the APU Fuel Control
the Control and Monitoring System
Component Descriptions
Bleed Control Valve (BCV)
The BCV consists of a spherical body with three flanged connections. It has a
valve section with a butterfly flap, an actuator and a servo valve. The butterfly flap
is driven by the fixed-link linear rotary-actuator. The actuator is controlled by the
servo valve which is operated by fuel pressure from the FCU. The ECB sends control current signals to the two solenoids of the servo valve. This allows the fuel
pressure to move the actuator and position the butterfly flap in the demanded position. A Linear Voltage Differential Transducer (LVDT) transmits position signals
to the ECB. The LVDT is located inside the piston of the actuator.
Compressor Discharge Pressure-Sensors

The two compressor discharge pressure-sensors (delta P and P) are contained in
one unit. The sensors measure the load compressor discharge air pressure.
The compressor discharge pressure sensor is a unit which contains a static pressure and a differential pressure sensor. It is located at the APU air intake plenum.
The pressure sensors are variable resistor devices.
The ECB uses the sensor output voltage for the calculation of the air flow and to
give the APU BLEED pressure indication for the APU page on the lower ECAM
display unit.
During the APU start sequence or the APU BLEED pushbutton switch is ON but
no demand signal is available, the bleed control valve is in the discharge position.
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49-50 Air
Figure 4: Bleed and Surge System Layout
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Training Manual
A320 Family

49-50 Air
Indicating
Start Procedure of APU Bleed-Air Supply

The start sequence of the APU is complete when the APU aquires 95% speed
(Ref. AMM 49-42-00). During the start sequence the bleed control valve is in the
discharge position.
Above the acquired 95% speed the APU is obtainable for the supply of bleed-air
and electrical power.
Information on the ECAM and the overhead panel shows that the APU is available:
on the APU page of the lower ECAM display unit, the green AVAIL indication
comes on,
on the APU overhead panel 25VU, (the green AVAIL legend on the APU
START pushbutton switch comes on.
When the APU is available you can push the APU BLEED pushbutton switch to
start the APU bleed-air supply.
When you push the APU BLEED pushbutton switch and there is a demand signal
available:
the blue ON legend in the APU BLEED pushbutton switch comes on, the BMC
starts a test of the sensing elements on the APU bleed-air duct and the left wing
bleed-air ducts. If the test is correct the BMC transmits a signal to the ECB.
Then the ECB moves the APU bleed control valve in the delivery position. The
necessary air flow is supplied to the aircraft systems.
The subsequent status of the bleed and surge air is shown on the lower ECAM
display unit:
the bleed control valve position,
the BLEED pressure indication in PSI.
The ECB transmits the APU BLEED VALVE FC signal (Bleed VLV closed) from
the bleed control valve to the SDACs for the position indication of the APU bleed
control valve.
The ECB receives the air pressure signal from the compressor discharge pressure
sensor. It converts the air pressure signal into digital data and transmits the
BLEED AIR PRESSURE data to the SDACs.
The SDACs uses the CORRECTED AVERAGE STATIC PRESSURE data
from the ADIRS and BLEED AIR PRESSURE data to give the indication for
the APU BLEED pressure in PSI.
Figure 5: ECAM Bleed Indicating
If the BMC 1 finds a leak in the APU bleed-air ducts, while there is a Main
Engine Start (MES) signal from the engines, it ignores the leak signal and
commands the ECB to open the APU bleed load valve.
Stop of the APU Bleed-Air Supply

To stop the APU bleed-air supply you release the APU BLEED pushbutton switch:
the blue ON legend on the APU BLEED pushbutton switch goes off,
the BMCs removes the 'demand' signal to the ECB,
the APU bleed control valve turns in the discharge position and the bleed air
supply stops,
on the BLEED and APU pages of the lower ECAM display unit, the APU bleedvalve symbol is shown in the closed position.
If an APU emergency shutdown or an APU automatic shutdown occurs, the
APU bleed air supply stops automatically.
Jun04/THTA

Level 3 B1 B2
49-50-8
Training Manual
A320 Family

49-50 Air
Figure 6: APU Bleed and Surge Control Schematic
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A320 Family
Accessory Cooling
The accessory cooling system supplies cooling air to the APU oil cooler and to the
APU compartment. The system operates independently of the APU load compressor and the bleed and surge-air system.

49-50 Air
ment. The remaining cooling air flows through the oil-cooler inlet duct to the oil
cooler.
Oil-Cooler Cooling Air
The cooling fan is of the one-stage axial-flow type and the accessory drive gearbox turns the cooling fan rotor.
The cooling air flows from the cooling fan through the oil cooler inlet duct to the oil
cooler. The cooling air which flows through the oil cooler keeps the oil in the correct temperature range. The oil cooler is of the heat exchanger type (Ref. AMM
49-91-00). The cooling fan supplies sufficient air to keep the oil at the correct temperature during all operational conditions of the APU. The hot air then flows
through the oil cooler outlet duct into the ambient air. There is an outlet in the access door. A seal at the duct end makes a flexible joint between the oil-cooler outlet duct and the access door. The seal absorbs vibrations and makes allowance
for installation tolerances.
The compartment cooling air flows through an outlet and into the APU compartment.
APU Compartment Cooling Air
The accessory cooling system operates independently of the APU load compressor and the bleed and surge-air system.
A cooling fan supplies sufficient cooling air to the oil cooler to keep the lubricating
oil in the correct temperature range. It also supplies cooling air to the APU compartment to remove the heat which comes from the APU surface.
The accessory cooling system has the subsequent components:

a fan inlet duct,
a cooling fan,
a fan outlet duct,
an oil cooler,
an oil cooler exhaust duct,
a compartment cooling valve (if installed)
Cooling air flows through the outlet and the compartment cooling valve (if installed) into the APU compartment A drain is installed in the left access door
315AL of the APU compartment. Air and fluids, which can collect in the APU compartment, flow out through the drain.
A louvered overpressure release-door is installed in the structure on the top left
side of the APU compartment. It is installed between FR83 and FR85. The louvers
open the APU compartment to the ambient air.
Components Description
During APU operation, the cooling air which is supplied into the APU compartment
flows through the louvers into the ambient air. When the APU does not operate,
the louvers permit convection to make a flow of air in the compartment.
Cooling Fan
Compartment Cooling Valve (if installed)
The cooling fan takes the air from the APU inlet plenum chamber. It supplies this
air to the oil cooler (Ref. 49-91-00) and to the APU compartment. It takes the air
from the APU inlet plenum chamber by suction.
The compartment cooling valve supplies the APU compartment with air from the
cooling valve during APU operation. The valve is operated with air from the load
compressor. It is installed at the top of the APU, above the cooling fan.
The cooling fan is of the one-stage axial-flow type. It gets mechanical energy from
the accessory drive gearbox and uses this energy to make the cooling air flow.
In the cooling fan there is a Permanent Magnet Generator (PMG) installed, which
supplies direct current voltage to the ECB. This used as an emergency power supply for the ECB. The PMG also provides back-up overspeed protection.
The air flows into the cooling fan outlet-duct. Some of the cooling air flows through
the outlet and the compartment cooling valve (if installed) into the APU compart-
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Figure 7: Accessory Cooling Components - Block Diagrams
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49-50 Air
Figure 8: Accessory Cooling Components
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49-50 Air
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49-50 Air
Level 3 B1 B2
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Training Manual
A320 Family

Identification
The electronic control box has an identification plate and a modification plate, both
located on the front face of the ECB close to the front cover door.

Function
The Electronic Control Box (ECB) controls and monitors the Auxiliary Power System.
Location
The ECB is installed in the cargo compartment (rear lower part of the fuselage).
Main features
Full Authority Digital Electronic Controller (FADEC)

Hybrid design for size and weight reduction
Erasable Programmable Logic Device (EPLDs) for design flexibility and reduced component count
Modular design for reliability, main tenability and testability
No calibration required
Digital communication links (ARINC429 and RS232-C).
Dimensions
Width: 159 mm (6.2 inches)

Height: 195.4 mm (7.6 inches)
Depth: 375.4 mm (14.6 inches).
Main Components
The main components are:
The ECB enclosure which houses Printed Wiring Assemblies (PWA)
The ECB front face which includes:
A RS 232-C connector
A front cover door housing the On Board Replaceable Memory Module
(OBRM)
A handle
The ECB rear face which includes an ARINC 600 connector.
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Level 3 B1 B2
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A320 Family

Figure 1: ECB
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Level 3 B1 B2
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A320 Family

ECB Inputs
Analog Inputs
To the Aircraft (discrete and digital)
Generator oil temperature sensor

Inlet air pressure and temperature sensors
EGT sensors
Rotation speed sensors
Oil level sensor, oil temperature sensors
Load compressor discharge air pressure sensors
Load compressor discharge temperature sensor
Engine ID module
Inlet Guide Vane and Bleed Control Valve LVDTs
Starter motor voltage sensor
PMG.
Discrete Inputs
APU stop, emergency stop

Air/ground, TSO/JAR and A320/A321 configurations
MES mode
Load compressor valve activation
Start contactor monitor, start command
Air intake flap open and closed position
Air intake flap movement
Low fuel and low oil pressures
Oil filter by-pass.
3 way solenoid valve.

Back-up start contactor
Main start contactor
Aircraft relay
Bleed control valve open
APU available
Start in progress
Fault
Flap open and flap closed command
Aircraft serial communications (ARINC429, RS232 C).
ECB Power Supply
From the aircraft DC system

From the permanent magnet generator.
ECB Outputs
To the APU (discrete and analog)
Oil system de-oiling valve

Oil level RTD, oil filter and LOP switches
Pressure transducers excitation
Inlet Guide Vane and Bleed Control Valve LVDTs
Inlet Guide Vane, Bleed Control Valve and fuel servo valves
Exciter
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A320 Family

Figure 2: Electronic Control Box (Input / Output)
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Figure 3: CFDS-APU Menus
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Figure 4: CFDS - APU Self Test
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Figure 5: CFDS - APU Reports
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APS 3200 APU Starting

Start
1. MASTER SWITCH ON
Battery Bus powers ECB
APU air intake flap opens
Fuel LO P valve opens
APU fuel pump energized if P < 21.8 PSI
2. START PIB ON
Signal to ECB >> ECB initiates startup (if flap is fully open)
TD 100 ms back-Up contactor relay energized
TD 1.5 sec Main start contactor relay energized
STARTER ENERGIZED
IGNITER ENERGIZED
DE-OIL VALVE ENERGIZED
At 3% N fuel solenoid energized
At OAT/ EGT difference> 10C (50F) and N> 15% acceleration to 100% N
initiated
at 55% N
Starter off by main contactor open
Ignition off
De-oil valve close
TD 5 sec back-up contactor open
at 95% N
Surge control system is initiated
+2 sec TD AVAIL light ON: A/C ready to supply
BLEED AIR
ELECTRICAL POWER
Start on light out
During Start sequence IGVs are fully closed
When EGT reaches its max. value, IGVs move to close position to give priority
to electrical power

Bleed control valve to discharge position

AVAIL light off or
If bleed air was used cool down periode 120 sec and then AVAIL light off
ECB takes condition monitoring snap shot, starts then shut down by
1. closing of fuel shutoff valve
2. closing of fuel servo valve
at < 7% N ECB closes air intake flap
Fuel pump stops
Lo P valve closes
APU Shut Down

1. MASTER SWITCH P/B OFF
IGVs to close position
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Level 3 B1 B2
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A320 Family


APU READY
APU GCU
BCL 2
APU START
AVAIL
5VAC
ON
FAULT
ON
7LP
APU CTL
2KD
C
R
APU FUEL PUMP
AND VALVE CTL
(SEE 28-29)
ECB SPLY
1KD
L/41
121VU
ENERGIZED IF: STARTER P/B PRESSED + FLAP OPEN +100msTD

DE-ENERGIZED IF: N>55% RPM + 5 sec TD
OUTPUT
(28V DC)
BACKUP
OVERSPEED
PROTECTION
ENERGIZED IF: STARTER P/B PRESSED + FLAP OPEN +1,5 secTD

DE-ENERGIZED IF: N >55% RPM
APU MASTER
SWITCH 14KD
(OPEN DURING
BCL2 (1PB2)
RAT EXTENSION)
400 Aps
FUSE 6KA
ON
BCL1 (1PB1)
3PP
28VDC
BATT BUS
Jun04/THTA
BACKUP
START
CONTACTOR
10KA
MAIN
START
CONTACTOR
5KA
IGNITERS
LGCUI-1
FUEL CTL
UNIT
(P19)
MAN
DRIVE
AIR
INTAKE
DOOR
ACTUATOR
4015KM
PMG/RECTF
(P28)
BACK-UP START CTR

MONITOR INPUT
RESISTOR
12KA
APU AUTO
EXTING. TEST
APU SHUTDOWN
SW ''OFF'' POS.
(EXT. PNL)
APU EMER STOP INPUT
SERIAL NUMBER
ENCODER (P20)
MAIN RLY (4KD)
301 PP
BATT BUS
APU ECB (59KD)
START IN PROGRESS
OUTPUT (UP TO 95% RPM)
APU FIRE ON GND
used to inhibit
APU FIRE P/B PUSHED
GND/FLT
certain auto shutAPU AUTO EXTING TEST APU S/D
MODE
downs in flight
OUTPUT
(28VDC)
APU FIRE EMER
FUEL
SPEED
START CMD
STOP RELAY 2
CONTROL
SERVO
INPUT
6WF
LT
FUEL
> 3% RPM
(LATCHED)
TEST
OPEN
SOLENOID
STOP INPUT (120 sec TD for
shutdown if bleed air in use)
MAIN RELAY HOLD (output
until flap closed after shutdown)
7527VC
<7%
ECAM
RPM
CLOSE CTL
J
FLAP OPEN
C
APU
FLAP MOVE
E
S/D
APU FUEL PUMP
FLAP CLOSE
B
AND VALVE CTL
OPEN CTL
K
(SEE 28-29)
28V DC
D
POWER SUPPLY
APU
MASTER
14KD
ON
APU FIRE
WARNING
ON GROUND
APU FIRE P/B
PUSHED
APU AVAIL OUTPUT

(>95% RPM + 2 Sec)
APU AVAIL
RELAY 6KD
L/42
121VU
(INHIBITS OPENING OF RESP.

BATTERY LINE CONTACTOR
AT UNDERVOLTAGE OR OVERCURRENT)
BCL 1
APU
START
2KA
GBX DE-OILING
VALVE
(P15)
IGN UNIT
(P10)
EGT RACK 1
(P30)
OUTPUT (28V DC)
1,5 s
TD
COOLING
FAN ASSY
EGT RACK 2
(P31)
FLAP OPEN
<55%RPM
START CMD
APU S/D
SPD SENS 1
(P26)
SPD SENS 2
(P27)
(ARINC 429 OUTPUT)
(CFDS INPUT ARINC 429)

STARTER
MONITORING
OUTPUT
INPUT
(28V DC)
CFDS / ECAM / AIDS

CFDS
10K
Ohm
STARTER
MOTOR 8KA
M
Level 3 B1 B2
49-60-9
Training Manual
A320 Family
Jun04/THTA


Level 3 B1 B2
49-60-10
Training Manual
A320 Family

49-90 Oil System
49-90 Oil System
Jun04/THTA

Level 3 B1 B2
49-90-1
Training Manual
A320 Family
General

49-90 Oil System
Monitoring
The main functions of the oil system are: pressure supply, scavenge return, venting and indicating.
Pressure supply
The pressure pump draws the oil from the sump and delivers it under pressure.
During starting, the de-oiling valve opens and air is drawn into the pump in order to
reduce the load. The oil passes to the oil cooler, then to the filter which retains any
particles in the oil.
Low oil pressure switch

Oil temperature sensor
AC generator high oil temperature sensor
Oil filter impending blockage indicator
Oil level sensor
Oil level sight glass
Drain and magnetic chip detector.
If the filter becomes blocked, the P indicator operates, and then the by-pass
valve opens. If the pump pressure exceeds a given value, the relief valve opens
and returns excess oil to the inlet side of the pump.
The oil pressure is sensed by a pressure switch which detects low pressure.
The oil then flows to lubricate and cool:
The AC generator
The AC generator splines
The quill shaft
The cooling fan splines
The gearbox
The front bearing
The rear bearing.
Scavenge Return
After lubrication, the oil falls to the bottom of the sumps and is immediately scavenged by two pumps:
One for the power section rear bearing which returns the oil directly to the sump
One for the AC generator which returns the oil to the sump through a filter.
The front bearing and the gearbox are scavenged by gravity.
Venting
Oil mist in the gearbox passes through a centrifugal air-oil separator. The gearbox
is vented to the exhaust through an external pipe.
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49-90 Oil System
Figure 1: Oil System Layout
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System Description
Oil Servicing
Storage
Oil Level Check
The lower part of the accessory drive gearbox is the integral oil reservoir of the
APU. You can fill the oil reservoir by gravity fill or with a pressure fill device. On
the left side of the gearbox the subsequent ports are installed:
the gravity fill port,
the pressure fill port,
the pressure overflow port.
The gravity fill port an oil scupper. The scupper prevents that oil flows on to the
APU and into the APU compartment during the gravity oil fill. You can read the oil
level on the oil sight glass. It must be between the FULL and the ADD mark.
The oil quantity of the gearbox sump at:
the FULL mark is 5.43 l (1.4344 USgal),
the ADD mark is 3.95 l (1.0434 USgal).
The difference between the two marks is 1.48 l (0.3909 USgal).

49-90 Oil System
Check oil level sight glass. If the level is below ADD MARK, replenish with adequate oil. If the level is above FULL MARK, drain enough oil to obtain the correct
level.
Oil Filling
Replenishment can be carried out by gravity through the filler cap. Alternatively,
replenishment can be made using a pressure rig connected to the pressure fill port
on the left hand side of the gearbox. In this case, overfilling is avoided by connecting a return pipe to the overflow port.
Oil Filter Blockage Indicator

Check red index (pop out indicator). If index is OUT, inspect the filter.
Magnetic Plug Inspection
When the oil level is too low, the low oil level sensor transmits a signal to the ECB.
With the APU not started and the aircraft on the ground the APU system page of
the Electronic Instrument System (EIS) shows the LOW OIL LEVEL advisory message. Nothing is shown if the oil quantity is more than the set minimum.
You can also fill the oil reservoir with a pressure fill device through the pressure fill
port. The oil which is more than the FULL mark limit flows through the overflow
port back to the reservoir of the fill device.
Check plug for particles. If particles are larger than 0.15 mm (0.06 inch), replace
the APU.
Oil Drain
Drain the oil while the engine is warm from operation. Remove the magnetic plug
and drain the gearbox. For an oil change to a new type, discard the oil filters and
drain the residual oil from the oil cooler.
The oil reservoir has a connection to the ambient air through an air/oil separator.
The air/oil separator is connected through a gearbox vent line to the APU exhaust
cone.
The oil drain plug is installed at the lowest point of the integral oil reservoir.
The electrical chip detector is installed in the drain plug. You can remove the drain
plug with the chip detector installed. You can also remove the chip detector without the drain plug. The drain plug has a check valve which closes when you remove the chip detector. Thus it is not necessary to drain the oil reservoir for a
visual check of the chip detector.
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A320 Family

49-90 Oil System
Figure 2: Oil Servicing
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49-90 Oil System
Distribution
Filters
The subsequent components make the oil distribution system:

the oil pressure pump,
the oil scavenge pumps,
the pressure relief valve,
the de-oiling solenoid valve,
the oil cooler, the oil filters,
the external and internal oil lines.
The distribution system has two oil filters:

the lubrication oil filter,
the generator scavenge oil-filter.
The filters remove unwanted materials from the oil. The pressure oil filter cleans
all the lubrication oil before it is supplied to the lubrication points.
Oil Pumps
The oil pumps are is installed on a pad on the accessory drive gearbox. The oil
pressure pump removes the oil from the oil reservoir by suction. It supplies the lubrication oil to the oil cooler and the pressure oil filter.
The temperature regulated and filtered oil is supplied to the lubrication points of:
the APU front bearing,
the APU rear bearing,
the gearbox gears and its bearings,
the cooling fan,
the APU generator.
When the oil pump pressure gets to high, a pressure relief valve opens. This allows the oil to return to the oil sump. The scavenged oil from the rear bearing and
the generator falls into the sump and is returned to the oil reservoir with two oil
scavenge pumps.
The generator scavenge oil-filter cleans unwanted materials from the generator
scavenge oil. This makes sure that the generator does not give contamination to
the oil in the oil reservoir. Differential pressure indicators on the filter housings are
latched out if the filter element is clogged. You can set the differential pressure indicator again manually.
The oil filters have a filter bypass valve which opens when the filter element is fully
clogged. Then the oil does not flow through the filter element, but the APU receives lubrication oil.
The scavenge oil filter has an electrical differential pressure indicator which also
transmits a signal to the ECB when the filter is blocked. The ECB stores this fault
in its non-volatile memory.
De-Oiling Solenoid Valve

The de-oiling solenoid valve reduces the oil pressure pump load during the APU
start during the cold start condition (ambient temperature less than -5 deg.C
(+23.00 deg.F) ) when oil is very thick. The valve is located in the inlet of the oil
pressure pump. A solenoid operates the valve position. The ECB controls the solenoid in relation to the APU speed.
The generator scavenge oil is filtered from the generator scavenge oil-filter before
it enters the sump.
The oil which lubricates the gears and bearings of the gearbox, is returned to the
reservoir by gravity.
Oil Cooler
The oil cooler decreases the temperature of the oil. It is an oil/air heat exchanger
which receives the cooling air from the cooling fan. A serviceable oil cooler will
keep the oil temperature within the limit during all operation conditions.
A bypass valve and a check valve regulate the internal pressure and the oil flow
through the oil cooler. A bypass valve is installed between the oil cooler inlet and
outlet and the check valve is installed at the oil outlet of the oil cooler.
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49-90 Oil System
Figure 3: Oil System Block Diagrams
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Oil Indication System

The oil indicating system shows you if the oil quantity in the integral oil reservoir
in the accessory drive gearbox is sufficient or if an oil servicing is necessary. The
ECB monitors the oil quantity through the low oil level sensor in the static condition
(when the APU does not operate). The set minimum agrees with the ADD mark
on the oil sight glass on the gravity oil fill-port.
When the ECB receives a low-oil quantity signal from the low oil level switch, it
transmits the signal to:
the Electronic Instrument System (EIS),
the Central Fault Display System (CFDS).
The primary component of the oil indicating system is the oil level sensor. It is installed at the right side of the accessory drive gearbox. The sensor stays up into
the oil in the integral oil reservoir and monitors the oil level in static condition (the
APU does not operate). The sensor transmits the low oil-quantity signal to the
ECB, if the oil quantity is at or below the set minimum of oil level. The set minimum
agrees with the ADD mark on the oil sight glass on the gravity oil fill-port.
Oil Level Sensor

The sensor is a Resistance Temperature Detector (RTD) type. The sensor is supplied by the ECB with a constant current of 75 mA. The resistance varies with the
oil level and modifies the sensor output voltage. The ECB receives this output voltage and sends a warning signal to the EIS if low oil level condition is available.
The oil level sensor is energised and the output voltage is observed during a period of 8 seconds after ECB power-up. If the voltage differential exceeds a certain
limit the oil level is too low. When the EIS receives the low oil level signals it automatically shows the APU system page with the advisory 'LOW OIL LEVEL' on the
lower ECAM display unit.
49-90 Oil System
FULL-,
ADD-,
Low Oil Quantity (LOQ)-,
Low Oil Pressure (LOP)-,
condition of the APU:
FULL ............ 5.43 l (1.44 USgal)
ADD ............. 3.95 l (1.05 USgal)
LOQ ............. 3.95 l (1.05 USgal)
LOP ............. 3.05 l (0.81 USgal)
These values are determined for A/C ground condition. The values
can vary in relation of the different operating attitudes of the A/C in
flight.
General
You can read the oil quantity information on the EIS and the Multipurpose Control
& Display Units (MCDUs) in the cockpit on:
the APU page on the lower ECAM display unit,
the APU DATA/OIL page on the MCDU.
Low Oil Pressure and High Oil Temperature Warning

The low oil pressure and high oil-temperature warning-system together with the
ECB 59KD monitor the APU oil pressure and the oil temperature. They also monitor the temperature of the APU generator scavenge oil. The system protects the
APU against low oil pressure and high oil temperature. When the ECB receives
the low oil pressure or a high oil-temperature signal, it starts the APU automatic
shutdown-sequence.
The Low Oil Pressure Switch (LOP SW) is installed in the AC generator pressure
line on the right hand side of the air intake plenum. It measures the oil pressure
downstream of the oil pressure filter. The ECB receives the pressure signal from
the LOP SW. If the oil pressure is too low the ECB starts the automatic APU shutdown sequence.
The High Oil Temperature Sensor (HOT SNSR) is installed downstream of the oil
cooler on the lower rear face of the gearbox. It measures the oil temperature at the
oil cooler outlet. The ECB receives the temperature signal from the HOT SNSR. If
the oil temperature is too high the ECB starts the automatic APU shutdown sequence.
When you enter the CFDS, the MCDU shows on the APU DATA/OIL page the status of the oil level. The following schedule shows the amount of oil in the gearbox
at the
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49-90 Oil System
Figure 4: Oil Sensors
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49-90 Oil System
Figure 5: APU Oil System Schematics
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Study Questions
49-Study Questions APIC

1. When is the APU ECB energized?
4. When is APU ignition activ?
2. When is the APU ECB deenergized?
5. How is an APU automatic-shutdown indicated in the cockpit?
3. When is the APU starter motor energized?
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6. How is it possible to find the reason for an APU automatic-shutdown?
Study Questions
7. Are there malfunctions which causes an APU shutdown on ground only?
8. What is the reason for the 2 minutes delayed APU shutdown after switching off
the master switch push-button?
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9. Whats the purpose of the permanent magnet generator (PMG) installed in the
cooling fan assembly?
Study Questions
12.The APU fuel pump operates under which conditions?
10.When is the on light illuminated in the APU start push-button?

13.The APU fuel low pressure isolation valve is open under the following conditions.
11.When is the avail light illuminated in the APU start push-button?
14.Whats the purpose of the BCL connection to the APU system?
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Study Questions
Level 3 B1 B2
Training Manual
A320 Family
Auxiliary Power Unit, Garrett

49 APU - Garrett GTCP 36-300

Fuel pressure is also used as muscle pressure to operate the load compressor Inlet Guide Vane actuator.
General
Air
The APU is a Model GTCP 36-300 manufactured and designed by GARRET.
The main role of the air system is to supply bleed air to the pneumatic system.
The APU is an independent source of pneumatic and electrical power.
This is supplied by the load compressor.
It can be used in flight and on ground.
The bleed air includes a load bleed valve, a flow regulation by means of Inlet
Guide Vanes and a surge protection.
Engine
Control and operation of these components are controlled by the Electronic Control Box.
The APU is a single shaft type engine which produces the energy used to drive
the load compressor and the accessory gearbox.
The engine is composed of:
a single stage centrifugal compressor.
a reverse flow combustion chamber.
a single stage radial inflow turbine.
Ignition and Starting

The APU start sequence is initiated from the cockpit and is controlled by the Electronic control box. During starting, the electrical starter motor drives the APU and
initial combustion is seconded by the ignition system.
The combustion chamber is equipped for the installation of 6 dual fuel nozzles and
one ignitor plug.
It disengages when the APU is above 50% RPM.
Oil
The conditions of the Oil system is monitored by the Electronic Control Box which
receives temperature, pressure and quantity signals.
The self contained oil system lubricates, cleans and cools the APU bearings and
accessory gearbox.
The oil is also used to cool and lubricate the gearbox mounted generator.
Fuel
The Fuel Control Unit (FCU) is the main component of the fuel system.
The Electronic Control Box (ECB) computes the fuel/air ratio, corresponding to the
APU load, and meters the fuel flow accordingly.
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Figure 1: APU Presentation
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Control and Monitoring

APU control and monitoring are performed by the Electronic Control Box (ECB).
Should a fault occur during APU operation, the ECB records it and sends the fault
message to the ECAM system and to the centralized maintenance system. The
ECB also acts as interface between the aircraft and the APU.
The ECB has a built in test equipment used for the power up test and the monitoring test.
The ECB receives the APU Data and sends main parameters to the ECAM system.
The parameters and the indications displayed on the APU ECAM page are:
Speed (N) and Exhaust Gaz Temperature (EGT).
Bleed pressure and APU Generator.
Inlet flap position.
Low Oil level and low fuel pressure.
AC Generator
An oil cooled APU Generator (90 KVA) can supply the aircraft electrical network.
The APU, driven by the accessory gear box, uses the APU shaft power.
If the APU load increases, the Inlet Guide Vanes close in order to give priority to
electrical power supply over the pneumatic supply.
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APU System Management

Running Sequence - Air Intake Flap Sequence
When the APU MASTER SW is set to ON, the ECB is electrically supplied and initiates a power up test. The APU fuel system is energized and the air intake flap is
controlled to open.
The APU fuel LP isolation valve opens and the APU fuel pump logic is energized
(the APU fuel pump will run as long as the main engine fuel feed line pressure is
lower than 23 psi (1.56 bar)).
The ECB controls the opening of the air intake flap. When it is fully open (in 20
seconds) the ECB receives a flap open signal.
Running Sequence - Start Sequence

Then, when the START pushbutton has been pressed, the ECB initiates the Start
Sequence by closing the start contactor only if the listed conditions are met. Start
contactor is closed if:
the POWER UP test is completed
10 seconds delay after setting the MASTER SW pushbutton to ON
(in flight only)
the APU speed is less than 7% RPM
no shutdown initiated.
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Figure 2: Running Sequence Air Intake Flap Sequence - Start Sequence
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Running Sequence - Acceleration Sequence
The APU spool speed is monitored by two identical speed sensors installed on the
gearbox casing. The ECB takes into account the highest speed signal for APU
control and ECAM display.
N represents the percentage of APU RPM.
At 7%, the ECB energizes the igniter and opens the fuel solenoid valve on the Fuel
Control Unit. The ECB also sets the correct metered quantity of fuel for engine
light-up.
The metered quantity of fuel is adjusted by the Fuel Torque Motor.
The light-up phase is confirmed by the increase in EGT.
This temperature is monitored by two sensors which send a signal to the ECB.
The ECB takes into account the highest temperature value for APU control and
ECAM display (EGT). The EGT increases as the APU accelerates, with starter
motor assistance to 50% RPM where the ECB cuts off the starter contactor electrical supply.

The surge control valve torque motor is controlled by the ECB according to the total pressure and the differential pressure measured by pressure sensors at the
discharge of the load compressor.
The load compressor pressure is a function of the inlet guide vane position.
When the APU bleed load control valve is open, the air conditioning zone controller sends a demand signal to the Electronic Control Box in order to control the Inlet
Guide Vane position and APU speed accordingly. The Inlet Guide Vane (IGV) position determines the air flow delivered to the pneumatic system.
The speed of the APU is 99% RPM in ambient temperatures lower than 30C
(86F)and 101% RPM in temperatures higher than 30C. For Main Engine Start,
APU speed is 101% RPM.
When the APU bleed valve is closed the Inlet Guide Vanes move to the idle position.
The surge control valve allows the discharge of air from the load compressor.
At 50% RPM, the Inlet Guide Vanes move to 10 open to avoid compressor surge.
Above 50% RPM, the APU continues to accelerate under its own power to governed speed.
To prevent APU load compressor surge a leakage flow is sent to the APU exhaust
through the control valve. The surge control valve is pneumatically operated and
electrically controlled by a torque motor.
The APU continues to accelerate under the control of the ECB.
At 75% RPM, the Inlet Guide Vanes move to 22 open.
As the APU accelerates, the ECB transmits a signal to the torque motor of the Fuel
Control Unit.
This controls the metered fuel flow to the governed speed.
The ECB has a protection called Time Acceleration Loop. It controls the fuel flow
so that the APU speed increases at a constant rate from 0 to 95% within operating
temperature limits.
When the APU speed reaches 95%, the igniter is de-energized, the combustion is
self sustaining. 2 seconds after 95% RPM has been reached the AVAIL light
comes on and the ON light goes off on the START pushbutton. This indicates that
the APU is available to supply pneumatic and electrical power.
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Figure 3: Running Sequence - Acceleration Sequence
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Running Sequence - Pneumatic and Electrical Supply

The ECB monitors the oil temperature, pressure and level.
Normal Shutdown Sequence - Pneumatic and Electrical Supply

An APU normal shutdown is initiated when the MASTER SW pushbutton is released out.
If the APU bleed air is selected, the ECB sends a signal to close the APU bleed
load valve and initiate a cool down cycle so that the APU shutdown is delayed. If
the APU bleed air is not selected, the APU shuts down immediately.
The normal shutdown signal closes the fuel solenoid valve of the Fuel Control
Unit. This causes the APU to shut down.
The AVAIL indications goes off and the AC generator de-energized.
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Figure 4: Running Sequence - Pneumatic and Electrical Supply Normal

Shutdown Sequence - Pneumatic and Electrical Supply
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Normal Shutdown Sequence - Deceleration Sequence

The APU decelerates.
When the speed is less than 50%, the Inlet Guide Vanes go progressively to the
closed position.
When the speed is less than 7% RPM, the air intake flap is controlled to fully close.
The surge control valve is electrically signalled to progressively open during APU
roll down and remains spring loaded open.
Normal Shutdown Sequence - Air Intake Flap Sequence

When the air intake flap is fully closed and the APU has stopped, the ECB is no
longer electrically supplied.
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Figure 5: Normal Shutdown Sequence Deceleration Sequence - Air Intake

Flap Sequence
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Protective Shutdown
When the ECB is electrically supplied, it controls the APU starting and running
phases. If an abnormal parameter is detected, it initiates an immediate shutdown
without time delay, even if APU bleed air system is used.
ECB PROTECTIVE SHUTDOWN PARAMETERS:
OVERSPEED
OVERTEMPERATURE
LOW OIL PRESSURE
HIGH OIL TEMPERATURE
START PERIOD TIMER
SENSOR FAILURE
AIR INTAKE FLAP
NO FLAME
REVERSE FLOW
NO ACCELERATION
LOSS OF DC POWER
ECB FAILURE
GENERATOR HIGH OIL TEMPERATURE
LOSS OF SPEED SENSING
IGV SHUTDOWN
Emergency Shutdown
The ECB initiates an Emergency shutdown when either the APU FIRE pushbutton
(located in the cockpit) is released out or when the APU SHUT OFF pushbutton
(located on external power receptacle panel) is pressed.
The ECB initiates an automatic emergency shutdown when an APU FIRE is detected on ground.
The APU shuts down immediately without time delay, even if the APU bleed air
system is used.
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Figure 6: Protective Shutdown - Emergency Shutdown
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Miscellaneous System Components

Attach Rods
IDENTIFICATION FIN: 4065 KM
LOCATION ZONE:315/316
During APU removal and installation, use the thread protectors to prevent damaging the bolts.
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Figure 7: Attach Rods
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Starter Motor
IDENTIFICATION FIN: 4005 KM1
LOCATION ZONE: 315/316
For boroscope inspection, the APU can be rotated manually through the starter.
The starter is equipped with a brush wear indicator.
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Figure 8: Starter Motor
CONNECTOR
VISUAL BRUSH
WEAR
INDICATOR
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Serial Number Encoder

IDENTIFICATION FIN: 116 KD
LOCATION ZONE: 315
The Electronic Control Box (ECB) resets automatically the cycles and hours to
zero when it sees a change in APU serial number.
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Figure 9: Serial Number Encoder
OIL COOLER
LOWER BRACKET
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EGT Sensor
IDENTIFICATION FIN: 114 KD, 115 KD
The two EGT rakes (EGT sensors) are independent and the ECB uses the higher
value. In case of one rake failure, the ECB uses the remaining one.
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Figure 10: EGT Sensor
THERMOCOUPLE
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Speed Sensor
IDENTIFICATION FIN: 113 KD, 112 KD
The two speed sensors are located between the load compressor and the accessory gears.
The clearance between the sensors and the gearbox drive gear is obtained by a
self-adhesive shim pack installed during initial assembly.
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Figure 11: Speed Sensor
SPEED SENSOR
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IDENTIFICATION FIN: 4025 KM
LOCATION ZONE: 152
The Electronic Control Box (ECB) is located in the bulk cargo compartment, right
hand side. The ECB transformer rectifier unit is located inside the ECB.
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Figure 12: Electronic Control Box
ECB
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Drain Tank
IDENTIFICATION FIN:
LOCATION ZONE: 316
The capacity of the drain tank is three shutdowns of the APU when the aircraft is
on the ground.
After three shutdowns, the contents will drain automatically when the drain system
tank is full. In flight, due to suction effect, it is automatically drained.
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Figure 13: Drain Tank

SPRING ADAPTERS
DRAIN TANK
HOSE
DRAIN MAST
APU COMPARTMENT
DRAIN
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Ignition Unit
IDENTIFICATION FIN: P10
Disconnect the low tension electrical supply 5 mins before starting work on the ignition system. Also, ground the igniter lead with an insulated device as you disconnect it from the igniter plug.
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Figure 14: Ignition Unit
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Igniter Plug
IDENTIFICATION FIN:
Disconnect the low tension electrical supply 5 mins before starting work on the ignition system. Also, ground the igniter lead with an insulated device as you disconnect it from the igniter plug.
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Figure 15: Igniter Plug/Ignition Unit
IGNITER
PLUG
IGNITION BOX
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General
The Auxiliary Power Unit is installed in a fireproof compartment located in the fuselage tail cone.

Any fluid that may accumulate in the APU compartment is delivered to a drain tank
in the APU compartment, which is emptied through a drain mast when the aircraft
is above 200 KTS.
Access Doors
Two access doors allow access to the APU compartment. The access doors on
the bottom of the tailcone open outwards to permit the APU to be inspected, lifted
and lowered.
Mounts
Seven tie rods attach the APU to the structure brackets on The APU compartment
ceiling.
These tie rods also connect to the APU three point mounted suspension system.
Vibration insulators are installed between the APU mount brackets and the tie rods
to reduce the transmission of aircraft vibrations and shocks to the APU.
The insulators also prevent the transmission of vibrations from the APU to the aircraft structure.
Air Intake Flap

The air intake system ducts ambient air to the APU plenum chamber.
An air intake flap cuts off the air supply when the APU does not operate.
In case of failure, the air intake flap can be opened or closed manually by a Manual
Override Device.
Air Intake Duct

The air intake duct, which is composed of a diffuser and elbow, provides correct
airflow to the APU plenum. The air intake duct is attached to the right access door.
Exhaust
The exhaust system lets the APU exhaust gas flow into the atmosphere and muffles the noise from the exhaust. The exhaust muffler thermal insulation protects
the aircraft structure.
Drain System
A drain system prevents the collection of fluids in the APU compartment.
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Figure 1: APU Installation Presentation
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APU Compartment Access Door Operation

red coloured bolt when the access door is removed. This completes the APU door
opening procedure.
Door Opening
In event of door removal you must secure the right access door hold-open
device by inserting the locking pin in the locking hole.
In the cockpit, open the APU circuit breakers. Position a work stand suitable to
reach the aircraft under the APU compartment.
The APU doors are secured by a total of seven latches, five latches secure the left
door and two latches secure the right door.
The pin is stowed next to this locking hole.

Figure 2: APU Compartment Access Door Operation
The left hand door must be opened first to gain access to the latches for the right
hand door.
Start by releasing the rear latch.
Next, the three latches connecting the doors together are undone.
As each latch is undone, secure the latch hook on the latch lever.
Continue to release the remaining latches.
When all latches have been released, pull the door open and secure with the door
support strut.
The strut is stowed at the forward end of the left door.
Release the strut pip-pin from the door, extend the telescopic strut and secure to
the aircraft using the pip-pin.
Push the door open until the strut locks in the fully extended position.
This completes the opening of the left hand door. With the left hand door open, the
two latches securing the right hand door are now visible.
The forward latch is released.
Followed by the rear latch and the door is ready to be opened.
Use the assist handle mounted on the air inlet duct and swing the door fully open.
The door hold open mechanism incorporates a counterbalance spring that takes
most of the door weight.
The door will lock automatically in the door open position.
No locking pins are necessary to secure the right hand door in the open position.
A red coloured pip-pin is provided to lock the door hold open spring mechanism
should it become necessary to remove the door from the aircraft. In this event the
red pip-pin should be removed from its stowage and inserted in the adjacent hole
with a red surround. To prevent injury, a placard advises against removal of the
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Door Closure
To close the right hand door, apply a lifting force to the door with one hand, and at
the same time, tap the orange coloured release handle marked "PUSH" in a downward, outward direction to release the overcentre geometric lock on the door hold
open mechanism. Lift the door to the closed position, using the assist handle on
the air inlet duct.
Secure the forward and rear latches on the right hand door.
The left door support strut must be stowed before closing the left door.
To release the lock on the left hand door support strut, pull down on the knurled
collar. While holding the collar down, partially close the door.
Hold the door with the left hand and with the right hand, release the door support
strut pip-pin from the aircraft. Stow the support strut on the door. Close the left
door.
Secure the forward latch.
Ensure that the latch release lever is flush with the latch.
Secure the rear latch.
Secure the three latches holding the left and right doors together. To secure these
latches:
Release the latch hook by pressing the latch release lever.
Engage the latch hook in the locking bracket.
Close the latch lever.
Ensure that the latch release lever is flush with the latch.
Repeat the closing procedure for the remaining latches. Carry out a final visual inspection to ensure that all latches are secure. This completes the APU access
door closing procedure. Finally, reset the APU circuit breakers in the cockpit.
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APU Ignition and Starting - Description and Operation

Starter Control
The starting system rotates and accelerates the APU rotor through a clutch and
gearbox.
When the APU speed is about 50%, the start logic of the Electronic Control Box
cuts off the supply to the Start Contactor which switches off the Starter Motor. The
timed acceleration loop of the Electronic Control Box causes the APU to accelerate to governed speed.
Ignition Control
The ignition system provides initial light-on of the fuel air mixture in the combustion
chamber.
The ignition system includes:
An Ignition Exciter Unit which produces high voltage electrical energy.
An ignition lead wich delivers electrical energy to an igniter plug screwed into
the combustion chamber.
During starting, the ECB switches on the ignition between 7% and 50%.
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Figure 3: APU Ignition and Starting Description and Operation
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APU Drain System Presentation

Drain Tank
For venting and evacuation the drain tank is connected to the drain mast.
Fuel/Oil Pump Drain

The fuel and oil pump seal drain line is routed via a collector line to the drain tank.
This line drains fuel or oil leaks.
Drain-Port Air Check-Valve
Airflow across the drain mast creates a vacuum in the drain line. The suction effect
produced at 200 kt, is sufficient to remove the contents of the drain tank. A vent
line ventilates the drain tank and drain lines. The APU drain lines are connected
to the right access door drain lines through spring adapter seals (kiss seals).
The drain mast drains any fluid leakage from the APU through four holes.
An air check valve, mounted on the Fuel Control Unit (FCU) drain line, prevents
air ingestion in the FCU.
Gearbox Vent
The accessory gearbox is vented to the APU exhaust through a vent line.
This line vents air or oil leaks to the APU exhaust.
Inlet Guide Vane Actuator Drain

The Inlet Guide Vane (IGV) actuator drain line is routed via a collector line to the
drain tank. This line drains only fuel leaks.
Flow Divider Drain

The fuel flow divider and drain valve drain line is routed via a collector line to the
drain tank. This drain line collects fuel leaks.
Turbine Plenum Drain

The turbine plenum drain line is routed alone to the drain mast.
This drain line collects fuel or air leaks.
Heat Shield Drain

The heat shield drain line is routed to the drain mast. This drain line collects fuel,
water or air leaks.
Exhaust Coupling Drain

The exhaust coupling drain line is routed to the drain mast.
This drain line collects fuel, water or air leaks.
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Figure 4: APU Drain System Presentation
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General
The APU has a modular design. The three APU modules are:
the power section
the load compressor
the accessory drive gearbox.

the inlet guide vane assembly,

the load compressor impeller, the load compressor diffuser, the load compressor scroll.
Inlet Guide Vanes

The Inlet Guide Vane assembly controls the amount of low pressure bleed from
the APU load compressor. The 14 Inlet Guide Vanes are moved simultaneously
by a gear train operated by an actuator.
Power Section
Compressor
The compressor is of a single stage centrifugal compressor design.
The main components of the compressor are:
the inlet plenum
the impeller and the diffuser
the deswirl vane assembly, the compressor hub containment.
Combustion Chamber
The combustion chamber is of a reverse flow annular design and is installed inside
the turbine plenum. The main parts of the combustion chamber are:
the inner combustion chamber shell
the outer combustion chamber shell.
The following components are installed on the combustion chamber:
the igniter plug
the six fuel nozzles
Turbine
The turbine assembly drives the compressor, the load compressor and the gear
train of the accessory gearbox. The single stage radial inflow turbine includes.
a cooled nozzle guide vane
a rotor
a diffuser exhaust pipe including a diffuser nozzle and seven radial vanes.
Load Compressor
The load compressor is of a single stage centrifugal design.
The main components of the load compressor are:
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Figure 1: APU Basic Description
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Accessory Gearbox
Gearbox Assembly
The gearbox transmits the shaft power to the APU accessories and to the APU
generator which are installed on the gearbox pads.
The gearbox is also the oil reservoir for the APU lubrication system.
Accessories
The components mounted on the accessory gearbox are:
the Starter Motor Assembly
the Cooling Air Fan Assembly
the Oil Pump Assembly (lubrication unit)
the Fuel Control Unit
the AC generator.
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Fuel Control Unit

Figure 1: Fuel Control Unit

LOCATION ZONE: 315
MMEL NOT LISTED
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APU Fuel Feed System Description
Fuel Drain / Vent System
Fuel Pump
A vent APU fuel line pushbutton, located on the firewall allows the APU fuel feed
line to be purged during ground maintenance.
The APU fuel pump is a centrifugal pump driven by a single phase AC motor.
This pump is controlled to run if the APU MASTER SW pushbutton is set to ON
and the fuel crossfeed line pressure is not sufficient.
The fuel crossfeed line pressure sensor controls the operation of the APU fuel
pump.
The APU fuel pump runs as soon as the pump inlet pressure is lower than 21.8
PSI (1.50 Bar).
As long as the pushbutton is held pressed in, the APU fuel LP isolation valve is
open and the APU fuel pump runs.
A fuel drain and vent valve is installed in the APU compartment at the fuel inlet
connection to the Fuel Control Unit. It permits fuel to be drained and air to be bled.
Figure 2: APU Fuel Feed System Description
It stops when the pressure is above 23.2 PSI (1.60 Bar).
Fuel LP Isolation Valve

The APU Fuel LP isolation valve is driven by two DC motors.
This valve is open as long as the MASTER SW pushbutton is set to ON.
When closed, it prevents pressurization of APU fuel feed line and flow of fuel into
a specific fire zone.
The APU Fuel LP isolation valve is automatically closed when:
MASTER SW P/B is released out,
ECB protective shutdown occurs,
an APU shutdown occurs due to an APU fire, detected on ground,
the APU FIRE P/B is released out (in the cockpit),
the APU SHUT OFF P/B has been pressed on the external power receptacle
panel.
APU Inlet Low Pressure Sensor

At the inlet connection of the Fuel Control Unit, a pressure sensor transmits low
pressure information through the ECB to the ECAM APU page.
The FUEL LO PR message is displayed on the ECAM APU page if it is selected
and:
the APU speed is greater than 7% RPM
the fuel pressure is lower than 15.8 PSI (1.01 Bar).
The ECB memorizes this information in its BITE memory even if the pressure increases above 17.3 PSI (1.19 Bar).
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APU Fuel System Description
General
The APU fuel system operates fully automatically.
The APU fuel system includes:
a fuel control unit which schedules the fuel flow,
a flow divider and drain valve assembly which directs the fuel to nozzles.

Speed is less than 7% for more than 30 seconds.

Acceleration rate is below 0.2% per second with EGT above 204C.
EGT is below 204C with speed more than 7% for 15 seconds.
Fuel Control Unit

The fuel flow into the fuel control unit passes through the inlet fuel filter to the high
pressure fuel pump, then it goes through the high pressure filter to:
the Inlet Guide Vane Actuator to position the Inlet Guide Vanes.
the Torque Motor metering valve for flow control.
the differential pressure regulator.
The metered fuel goes through the pressurizing valve to the fuel shut-off solenoid
valve.
The fuel solenoid valve is normally closed. It is electrically controlled to open by
the ECB when the speed is above 7% RPM. When the fuel solenoid valve is open,
the pressurizing valve ensures that the appropriate working fuel pressures are
available to the system.
The high pressure fuel pump will produce more fuel flow than will be required to
support combustion under any given RPM. A differential pressure regulating valve
bypasses the excess fuel back to the filter inlet.
Flow Divider and Drain Valve Assembly

The purpose of the flow divider is to direct fuel to the primary and secondary manifolds. Both manifolds supply duplex fuel nozzles.
From 7% RPM, the primary nozzles are supplied with fuel above 7.5 psi. Secondary nozzles are supplied above 150 psi during acceleration and running phases.
Time Acceleration Rate Schedule

The time acceleration rate schedule controls the fuel in order to cause the APU
speed to increase at a constant rate without overtemperature. It controls the fuel
torque motor of the fuel control unit.
The ECB protective circuits are set to shut down the APU if a start is initiated and:
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Figure 3: APU Fuel System Description
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Speed Control
The ECB controls the speed by means of the fuel torque motor according to air
conditioning zone controller and Main Engine Start demands.
On Ground
The ECB maintains the speed at:
99% RPM if there is no bleed air demand
99% RPM for air conditioning below 25C
101% RPM for air conditioning above 30C
101% RPM for Main Engine Start
In Flight
The ECB maintains speed at:
101% RPM
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Load Bleed Valve
Surge Control Valve
LOCATION ZONE: 316
LOCATION ZONE: 316
MMEL NOT LISTED
MMEL NOT LISTED
The load bleed valve is located on the T-duct to the right of the APU.
The surge control valve is located on the T-duct to the right of the APU.
It is a two-position valve, open/close, controlled by a solenoid.
It is a modulating valve controlled by a torque motor. The purpose of the surge

control valve is to prevent load compressor surge on changing operating conditions.
The valve is selected from the APU BLEED pushbutton switch, and controlled by
the ECB.
Figure 1: Air System Components - Load Bleed Valve
The filter may be cleaned by washing in warm soapy water, rinsing in clean water
and drying with compressed air (max. 1.0 bar / 14.5 PSI).
Figure 2: Surge Control Valve
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Air Sensing Elements
P2 Sensor
IDENTIFICATION FIN:
LOCATION ZONE: 316
LOCATION ZONE: 316
MMEL NOT LISTED
MMEL NOT LISTED
The air sensing elements are located on the T-duct between the surge valve and
the bleed valve.
The P2 sensor is located on the right side of the compressor inlet plenum.
Electrical signals from the differential pressure transducer and the total pressure
transducer are used by the ECB to control the surge valve.
The air sensing elements are class 1 failures.
Figure 3: Air Sensing Elements
Jun04/THTA
It provides an input signal which is used by the ECB to modify the schedules of the
surge valve and the APU fuel control.
It is a class 3 failure.
Figure 4: P2 Sensor

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Load Compressor Discharge Temperature Sensor (LCDT)
Load Compressor Inlet Temperature Sensor (LCIT)
LOCATION ZONE: 316
LOCATION ZONE: 316
MMEL NOT LISTED
MMEL NOT LISTED
The LCDT is located in the discharge duct leading to the load bleed valve.
The LCIT sensor is located below the IGV actuator. The sensor provides an input
signal which is used by the ECB in the reverse flow protection logic. The LCIT sensor is a class 3 failure.
The LCDT provides an input signal to the ECB for indication.

It is a class 3 failure.
Figure 5: Load Compressor Discharge Temperature Sensor (LCDT)
Jun04/THTA
Figure 6: Load Compressor Inlet Temperature Sensor (LCIT)

Level 3 B1 B2
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Air Intake Unit
Flap Actuator
IDENTIFICATION FIN:
IDENTIFICATION FIN:
LOCATION ZONE: 313
LOCATION ZONE: 313
MMEL NOT LISTED
MMEL NOT LISTED
A manual override device, installed on the actuator, permits the air intake flap to
be manually opened on the ground. Failure of the electrical actuator will need 47
and one quarter turns of the manual override device to fully open the flap.
Flap actuator adjustment:

set actuator in door open position.
adjust end fitting until flap aligns with duct.
tighten locknut and safety with lockwire.
Figure 7: Air Intake Unit
Maximum misalignment with duct is 1.00mm. One half-turn moves air intake
flap 1.00mm.
Figure 8: Flap Actuator
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IGV Actuator

Figure 9: IGV Actuator
IDENTIFICATION FIN:
LOCATION ZONE: 313
MMEL NOT LISTED
IGV actuator adjustment:
Ensure IGV clevis is screwed fully into the IGV rod.
Ensure IGVs are fully closed.
Engage IGV clevis with actuator linkage screw.
If necessary, adjust actuator linkage screw to close the IGVs. The IGV position
is determined by a position fixture entered in the LCIT mounting.
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APU Air System Description

The APU bleed air system is used for Main Engine Starting (MES) and Air
Conditioning (ECS).
Inlet Guide Vanes

Depending on the load demand, the ECB controls the speed of the APU and the
Inlet Guide Vanes to modulate the air flow available from the load compressor.
The Inlet Guide Vanes (IGVs) are driven by an actuator operated by fuel pressure,
and controlled by a torque motor signalled from the ECB.
During the start sequence, the IGVs are fully closed below 50% RPM, 10 open
between 50% and 75% RPM and 22 open above 75% RPM.
The minimum open or idle position of the IGVs when the APU is running is 22.
Generator Load
If the APU generator load increases, the ECB reduces the bleed air load by controlling the Inlet Guide Vanes to close.
If a generator shock load occurs (speed decreasing by more than 10% RPM per
second) the IGVs are closed for 3 seconds.
Figure 10: APU Air System Description
The maximum open position of the IGVs is 88. Above 23000ft, the IGVs assume
the idle position and below 21000ft they will open on demand.
Environmental Control System (ECS) Load

In response to the Environmental Control System (ECS) signal coming from the
air conditioning zone controller, the Inlet Guide Vane position may not exceed limits set in the ECB.
APU speed is 99% RPM if ambient temperature is below 30C (+86F) or 101%
RPM if above.
The Inlet Guide Vanes modulate within limits. The ECS limits are: ECS MIN, ECS
COLD, ECS NORMAL, ECS HOT, memorized by the Erasable Programmable
Read Only Memory (EPROM) which is part of the ECB.
Main Engine Start (MES) Load

In response to the Main Engine Start (MES) signal coming from the Engine Interface Unit, the ECB sets the Inlet Guide Vanes to the fully open position. The Inlet
Guide Vanes are fully opened. The APU speed is controlled to 101%.
The MES load is limited by an MES limit set in the ECB and memorized by the
EPROM.
Exhaust Gas Temperature (EGT)

The bleed air flow is reduced as a function of compressor inlet temperature and
Exhaust Gas Temperature. The EGT cannot exceed a limit set in the ECB.
T2 is the Load Compressor Inlet Temperature (LCIT). T5 is the EGT. The EGT limit is set in the ECB and memorized by the EPROM.
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Bleed Valve

Figure 11: Cooling
The bleed air delivered by the load compressor, is ducted to the aircraft pneumatic
system via the bleed load valve.
The Bleed Valve is electrically controlled and pneumatically operated. Each Bleed
Monitoring Computer (BMC) sends an opening signal to the ECB, which energizes
the bleed load valve solenoid only if the APU speed is greater than 95% and no
shutdown is initiated.
Surge Valve
The air delivered by the load compressor may be much more than the air needed
by the pneumatic system. The surge valve discharges the excess air into the APU
exhaust.
The ECB controls the surge valve via a torque motor. To avoid compressor surge,
a calculated airflow is determined according to the IGV positions. The ECB compares the measured compressor airflow rate from Pt and DP with the calculated
airflow. The airflow difference repositions the Surge Valve. When the Bleed Load
Valve is open, the Surge Valve tends to close. During Main Engine Start, the
Surge Valve modulates to give a constant bleed air pressure.
Cooling
A gearbox driven cooling fan draws the air from the inlet plenum and forces some
of it through the oil cooler. The remaining air is used for APU compartment ventilation.
Inlet air is used for oil cooler and APU compartment cooling.
This air is drawn by a gearbox driven fan.
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General
Normal control of the APU is carried out from the APU control panel located in the
cockpit. Emergency shut down can be performed on ground from outside the aircraft.
Overhead Panel

The FAULT light comes on amber and the corresponding warnings are activated
when an automatic shutdown occurs.
Start Push Button

The start push-button initiates the APU start sequence. The ON light comes on
blue until 95%N(RPM).
The AVAIL light comes on green above 95%N(RPM).
Master Switch
The master switch controls the power supply for APU operation and protection.
A normal shutdown sequence is initiated when the master switch is released out.
The ON light illuminates blue when the Master switch P/B is pressed and the APU
page appears on the ECAM system display.
APU Fire Push Button

When the APU fire push button is released out, an APU emergency shutdown is
initiated.
Figure 1: APU Controls Presentation
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External Power Control Panel
APU Shutoff Push-button
APU Fire Light
An APU emergency shutdown can be performed using the APU SHUT OFF push
button located on the external power control panel, next the nose landing gear.
The APU FIRE red light comes on when a fire is detected on ground.
Red light illumination is accompanied by the ground horn. (Auto extinguishing in
this case).
Operation of the APU SHUTOFF push-button cancels the external horn.
Figure 2: APU Controls Presentation
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ECB Interfaces
LGCIU 1
Power Supply
The ECB receives the flight/ground discrete input signal from the Landing Gear
Control and Interface Unit 1.
The Electronic Control Box is electrically supplied, through the APU main control
relay, by at least one of the aircraft batteries, the aircraft DC network and/or from
the 115 V AC APU generator (during a power failure up to 230 ms).
This signal is used for automatic shutdown inhibition logic and for failed sensor
logic.
Master Switch Pushbutton

The APU MASTER SWITCH provides the ECB with a supply and reset signal and
with a shutdown signal.
The Electronic Control Box sends a signal to the FAULT light when an automatic
shutdown occurs or a Power Up Test fails.
EIUs
During engine start, the Engine Control Box receives the Main Engine Start signal
from Engine Interface Unit 1 or 2.
This discrete input signal causes the ECB to position the Inlet Guide Vanes to a
preselected angle.
Start Pushbutton
This discrete input signal from the A/C initiates the timed acceleration loop which
controls the APU acceleration from 0 to 95% speed.
In flight the START switch has a time delay of 10 secs. The ECB illuminates the
ON light during APU start sequence.
A discrete output signal to the aircraft energizes the AVAIL light in the START
pushbutton when the APU speed is above 95%.
Back Up and Main Start Contactors

The ECB receives a discrete input from the Main Start Contactor and sends discrete outputs to the Back Up and the Main Start Contactors.
Emergency Stop
A discrete input signal from the A/C initiates the APU shutdown logic 100 msecs
after the ECB has received this signal.
The sources for emergency stop signals are:
On ground:
The Automatic Fire Extinguishing System.
The APU FIRE handle pushbutton in the cockpit and the APU SHUT OFF
switch on the External Power Control Panel.
During flight:
The APU FIRE handle pushbutton in the cockpit.
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Figure 3: ECB Interfaces
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BMCs
When the APU bleed pusbutton is set to ON, BMC 1 or 2 sends a discrete input to
the ECB which may control the APU bleed valve to open.
TSO/JAR
The ECB receives a discrete input from the aircraft signature PIN programming
This open or ground signal determines whether the ECB follows the Technical
Standard Order or the Joint Airworthiness Requirements.
Environment Control System

The ECB receives, via an ARINC 429 bus, an input from the Zone Controller to
increase the APU speed. The ECB sends a discrete output to the Zone Controller
to signal that the APU bleed valve is open.
A320/321
The ECB receives a discrete input from the aircraft signature PIN programming
This identification PIN allows the ECB to identify A321 applications for functional
differences from those of an A320.
SDACs
The ECB sends to SDACs 1 and 2, via ARINC 429 Data buses, the indications to
be displayed on the ECAM APU page and shutdown information to trigger the corresponding warnings.
CFDS
The ECB is a type 1 computer.
The ECB is connected to the Centralized Fault Display System through Data buses (ARINC 429).
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General
The APU indications are displayed on the lower ECAM page.
This page is called manually or automatically during APU start.
Exhaust Gas Temperature

The Exhaust Gas Temperature is displayed green in normal configuration. This includes the pointer symbol and digital indication.
It pulses in advisory mode.
It becomes amber or red in case of over-temperature.
A movable red line is computed by the ECB.The red EGT limit value is different
during APU starting and when APU becomes available.
Speed
The speed indication is displayed in green.
It becomes amber or red in case of overspeed.
Flap Open
The green FLAP OPEN indication is displayed when the air intake flap is fully
open.
No indication is displayed otherwise.
FLAP OPEN Displayed steady: Air intake flap fully open with the MASTER SW
push-button set to ON.
FLAP OPEN Displayed pulsing: Air intake flap not fully closed 3 minutes after
the MASTER SW push-button has been set to OFF.
Avail
When the APU is running, a green APU AVAILable indication appears on the upper ECAM page.
The green AVAILable indication is displayed when the APU speed is above 95%.
Nothing is displayed otherwise.
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Figure 1: APU ECAM Page Presentation
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APU Generator
The APU electrical generator output is displayed as shown on the picture.

The load voltage or frequency indication is displayed amber when the corresponding parameter is out of range. The APU generator parameters are displayed amber in case of overload, or voltage or frequency are out of range.
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APU Bleed
The APU bleed valve indication is displayed as shown on the picture.

The APU bleed pressure indication is replaced by amber crosses when the indication is not available.
Fuel Low Press

The Amber Fuel Low Pressure indication is displayed when the pressure upstream the fuel control unit is too low.

The amber FUEL LO PR message is displayed when the fuel pressure, in the
APU fuel feed line, is below 15 PSI.
Low Oil Level

The green LOW OIL LEVEL indication pulses when the oil in the gearbox reaches
the low level an needs servicing.
If the oil quantity decreases below 3.9 qt(3.69 l), the indication pulses on the
APU ECAM page.
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APU Warnings
Auto Shut Down
If an AUTO SHUT DOWN occurs, the aural warning sounds, the MASTER CAUT
and the MASTER SW FAULT light come on. The ECAM warning page is activated
and the APU ECAM page is called automatically.
AUTO SHUT DOWN when:
Overspeed
Overtemperature
Low oil pressure
High oil temperature
Start period timer
Sensor failure EGT or LOP switch
Air intake flap closed
IGV shut-down
No flame
Reverse flow
No acceleration
DC power lost
ECB failure
Generator high oil temperature
Loss of speed sensing
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Figure 4: Auto Shut Down
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Emer Shut Down

If an EMER SHUT DOWN occurs, the aural warning sounds, the MASTER CAUT
and the MASTER SW FAULT light come on. The ECAM warning page is activated
and the APU ECAM page is called automatically.
An EMER SHUT DOWN occurs when:
The APU shut off pushbutton is pressed on the external power control panel.
The APU FIRE pushbutton is released out on the overhead panel.
The automatic fire extinguishing logic is triggered on ground.
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Figure 5: Emer Shut Down
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APU Data/Oil
To gain access to the SYSTEM REPORT/TEST APU MENU, the APU MASTER
SWITCH must be set to ON.
The APU is a type 1 system. It is not available in CFDS back-up mode.
The APU DATA/OIL page gives the:
APU serial number
APU operating hours
APU cycles
APU oil level.
"OIL LEVEL:LOW" replaces "OIL LEVEL:OK" when the oil quantity decreases to
3.69 l (3.9 qt.).
Each APU contains a serial number encoder which provides the information required for proper CFDS interpretation, continuity of LRU fault history, hours and
cycles of the APU.
When you replace an APU or a serial number encoder, the ECB resets the APU
hours and cycles to zero. The Data Management Unit (DMU) of the Aircraft Integrated Data System (AIDS) also calculates the APU hours and cycles so that their
records are not lost when an ECB is replaced.
Performance Settings
The APU Performance Settings page gives the settings of:
EGT trim
COOLDOWN time
Base maintenance staff cannot modify these settings which are programmed by
adjusting the various electronic switches within the ECB (5 levels available) following the aircraft operating conditions.
Shutdowns
The APU SHUTDOWNS page gives the reason of the shutdown (OVERSPEED)
and the related LRUs causing the fault (classed in descending probability order).
Refer to the TSM to trouble shoot the faulty component which caused the shutdown.
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Figure 6: CFDS Specific Pages
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Oil Reservoir
The sump of the APU accessory gearbox is the oil reservoir. Oil is serviced
through either a pressure fill port or a gravity fill port.

At low temperatures, most of the oil bypasses the oil cooler. Between 60C and
77C (140F and 171F), the thermal bypass valve progressively closes, forcing
the oil to pass through the oil cooler.
The accessory gearbox sump contains 5.7 l (1.5 US gal) of oil.
Oil Users
An APU oil heater is installed on the APU gearbox. When the APU Master Switch
is not set to ON, the oil heater monitors the oil temperature in the reservoir between 21C (70F) and 43C (110F).
The cooled and bypassed oil is filtered and then flows to the bearings, gearbox
and generator.
Level Monitoring
The filter, if clogged, is bypassed and a differential pressure indicator shows this
condition.
An oil quantity switch, installed in the gearbox sump and connected to the Electronic Control Box monitors the oil level for ECAM and CFDS.
On ground, when the oil quantity decreases to 3.69 l (3.9 qt) and the oil temperature is less than 66C (150F), the APU page shows a pulsing green LOW OIL
LEVEL message. A sight glass on the left side of the gearbox gives a visual indication of the oil level.
Gearbox Pressurization
To improve operation at high altitude, the accessory gearbox is pressurized with
air tapped from the turbine bearing housing.
The gearbox is vented through an air/oil separator, the air being discharged into
the APU exhaust and oil returned to the gearbox sump.
The gearbox pressurizing valve limits the gearbox/ambient differential pressure to
8 PSI.
Pressure Pump
The Pressure Pump driven from the accessory gearbox supplies oil to the oil cooler.
The oil pressure is controlled at 60 psi (4.1 bar) by a Pressure Regulating Valve
(PRV).
Oil Cooler
The pressurized oil flows through a thermal bypass valve to the oil cooler. The oil
cooler uses airflow from a fan driven by the accessory gearbox.
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Figure 1: APU Oil System Description
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Scavenge Pumps
Two scavenge pumps return the oil to the accessory gearbox.
One scavenge pump driven together with the pressure pump returns the power
section rear bearing oil.
The other scavenge pump returns the generator oil through a separate filter. Oil
from the power section forward bearing, gearbox bearings, gears and starter
clutch returns by gravity.
Oil Monitoring
The ECB monitors the oil pressure and oil temperature.
The ECB will shut down the APU if:
the Low Oil Pressure switch (LOP) senses pressure below 35 psi (2.38 bar);
the High Oil Temperature switch (HOT) senses temperature above 152C
(305.6F);
the generator oil temperature is above 185C (365F).
De-Oil System
The de-oil system admits air into the oil pump inlet to break the suction of the oil
pump.
This reduces oil pump resistance on APU cold start and assists in purging the oil
system on APU roll-down. The De-oil solenoid is energized on start 0-60% RPM if:
oil temperature is less than 20F (-7C).
oil temperature is between 20F and 40F (-7C and 4.4C), and T2 is less than
-20F (-29C).
P2 is less than 4.862 PSI (0.33 bar) (above 28000 ft).
The De-oil solenoid is energized on roll-down:
from 95% RPM to 7% RPM, plus 5 seconds.
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Training Manual
A320 Family
Oil System Components

Figure 2: Oil System Components - Lubrication Unit
Lubrication Unit
LOCATION ZONE: 315
MMEL NOT LISTED
The steel shaft of the pump is spline driven from the gearbox and runs on bronze
bushes that are force-lubricated with oil.
On pump replacement, some components must be transferred to the new unit.
See the Maintenance Manual for details.
Jun04/THTA

Level 3 B1 B2
49-90-5
Training Manual
A320 Family
Drain Plug

Figure 3: Drain Plug
IDENTIFICATION FIN:
LOCATION ZONE: 315
MMEL NOT LISTED
The drain plug contains a chip detector.
When the chip detector is removed, a check valve prevents oil loss.
Jun04/THTA

Level 3 B1 B2
49-90-6
Training Manual
A320 Family
Oil Level Sensor

Figure 4: Oil Level Sensor
IDENTIFICATION FIN: 119KD

LOCATION ZONE: 315
MMEL NOT LISTED
The oil level sensor contains reed type switches activated by a magnet embedded
within a float.
Jun04/THTA

Level 3 B1 B2
49-90-7
Training Manual
A320 Family
Generator Scavenge Pump

Figure 5: Generator Scavenge Pump

LOCATION ZONE: 315
MMEL NOT LISTED
The scavenge pump forces oil from the generator through the scavenge filter into
the gearbox.
Jun04/THTA

Level 3 B1 B2
49-90-8
Training Manual
A320 Family
De-Oil Valve

Figure 6: De-Oil Valve
IDENTIFICATION
FIN: 117KD
LOCATION
ZONE: 315
MMEL
NOT LISTED
The de-oil valve permits air to enter the suction side of the lubrication pump to reduce the starter load in the following conditions:
if the oil temperature is below 20F (-7C).
if the oil temperature is between 20F and 40F (-7C and 4.4C), and T2 is below -20F (-29C).
if P2 is below 4.862 PSI (0.33 bar) (above 28000ft).
It opens each shutdown between 95% and 7% RPM, plus 5 seconds.
Jun04/THTA

Level 3 B1 B2
49-90-9
Training Manual
A320 Family
Cooling Fan

Figure 7: Cooling Fan

LOCATION ZONE: 315
MMEL NOT LISTED
The fan bearings are oil lubricated through a transfer tube from the gearbox.
Jun04/THTA

Level 3 B1 B2
49-90-10
Training Manual
A320 Family
Oil Cooler Assembly

Figure 8: Oil Cooler Assembly

LOCATION ZONE: 315
MMEL NOT LISTED
The bypass valve contains a thermostat valve which is open below 60C (140F)
and closed above 77C (170.6F).
At low temperatures, oil bypasses the oil cooler. If the oil cooler should clog, the
bypass valve opens at 50 PSI (3.4 bar).
Jun04/THTA

Level 3 B1 B2
49-90-11
Training Manual
A320 Family
Low Oil Pressure / High Oil Temperature Switches

Figure 9: Low Oil Pressure / High Oil Temperature Switches
IDENTIFICATION FIN: 121KD, 120KD

LOCATION ZONE: 315
MMEL NOT LISTED
The Low Oil Pressure switch contacts open to signal low oil pressure at 27.5 PSI
(1.87 bar).
The High Oil Temperature switch contacts open to signal high oil temperature at
154C (305.60F).
Jun04/THTA

Level 3 B1 B2
49-90-12
Training Manual
A320 Family
Pressure Regulator Valve

Figure 10: Pressure Regulator Valve
IDENTIFICATION FIN: P16

LOCATION ZONE: 315
MMEL NOT LISTED
The pressure regulator valve controls the gearbox pressure to 8 PSI (0.54 bar)
whenever the APU is running.
Jun04/THTA

Level 3 B1 B2
49-90-13
Training Manual
A320 Family
Oil Filters

Figure 11: Oil Filters
IDENTIFICATION FIN:
LOCATION ZONE: 315
MMEL NOT LISTED
The elements for the generator oil scavenge filter and the oil pump pressure filter
are identical.
The differential pressure indicator extends at 20 PSI (1.36 bar).
A bypass valve opens at 60 PSI (4.10 bar).
Jun04/THTA

Level 3 B1 B2
49-90-14
Training Manual
A320 Family
Oil Ports

Figure 12: Oil Ports
IDENTIFICATION FIN:
LOCATION ZONE: 315
MMEL NOT LISTED
When using the pressure fill port, do not overfill the APU.
Jun04/THTA

Level 3 B1 B2
49-90-15
Training Manual
A320 Family
Sump Oil Temperature Sensor

Figure 13: Sump Oil Temperature Sensor
IDENTIFICATION FIN:
LOCATION ZONE: 315
MMEL NOT LISTED
The sump oil temperature sensor signal is used by the ECB in the de-oil system
circuit.
Jun04/THTA

Level 3 B1 B2
49-90-16
Training Manual
A320 Family

Oil Heater
IDENTIFICATION FIN: 2KT
The APU oil heater has an oil temperature switch which is a thermal temperature
delay switch, measuring the ambient temperature of the oil in the reservoir. It also
has an heater coil which is made of a nickel iron alloy, using 115 V AC power to
increase the oil temperature during cold soak condition.
LOCATION ZONE: 316

MMEL NOT LISTED
Figure 14: Oil Heater
Jun04/THTA

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49-90-17
Training Manual
A320 Family
Jun04/THTA


Level 3 B1 B2
49-90-18
Training Manual
A320 Family
Study Questions
49-Study Questions Garrett

1. What is the main function of the APU?
Answer:
2. Which component controls and monitors the APU?

Answer:
3. When does the APU air intake flap open?

Answer:
4. APU is running and APU bleed air system is in use. What happens if APU
MASTER SW pushbutton is released out?
Answer:
5. The starter motor assists the APU up to which speed?

Answer:

6. On ground, in case of failure, how can you open or close the air intake flap?
Answer:
Nov03/THTA

Level 2
Training Manual
A320 Family
7. When the drain tank emptied?
Answer:
8. Which component controls the ignition and starting operation?

Answer:
9. Which drain collects fuel, water and air?

Answer:
Study Questions
11.Which components are installed on the combustion chamber?

Answer:
12.What are the three APU modules?

Answer:
49-51 APU Air System Description

13.When are the IGVs commanded to the idle position?
Answer:

10.Of what kind of design is the compressor?
Answer:
Nov03/THTA

14.From where can an APU emergency shut down be performed?
Answer:

Level 2
Training Manual
A320 Family
Study Questions
15.Normal APU shutdown is performed from?

Answer:

16.Where can you check the oil quantity?
Answer:
17.De-oiling of the APU is accomplished by:

Answer:
Nov03/THTA

Level 2
Training Manual
A320 Family
Nov03/THTA

Study Questions
Level 2
Training Manual
A320 Family
Structures
51-00
51 Structures
Jun04/THTA

Level 3 B1 B2
51-00-1
Training Manual
A320 Family
Structures
51-00 General
51-00 General
Structural Principle
The strucrure of the aircrafts are designed of the fail safe principle, what means,
by a maximum of structure strength a minimum of weight.
There for the primary structure is mainly out of strongest aluminium alloy beside
some parts are made of steel and titan. In some parts of strong mechanical
strength material with high fatigue resistance are installed.
Some parts / components of primary and secondary structure are made of composide plastic to reduce further more the weight, this plastic are:
GFRP Glasfiber Reinforced Plastic
CFRP Carbonfiber Reinforced Plastic
AFRP Aramidfiber Reinforced Plastic
Jun04/THTA

Level 3 B1 B2
51-00-2
Training Manual
A320 Family
Structures
51-00 General
Figure 1: Design Characteristics - Structural Materials for A320
VERTICAL
STABILIZER
TAILCONE
FORWARD/AFT
AFT
FUSELAGE
HORIZONTAL
STABILIZER
CENTER
WING
AFT
CENTER
FUSELAGE
NOSE FUSELAGE
FORWARD
CENTER FUSELAGE
Jun04/THTA

Level 3 B1 B2
51-00-3
Training Manual
A320 Family
Jun04/THTA

Structures
51-00 General
Level 3 B1 B2
51-00-4
Training Manual
A320 Family
Structure
51-20
51-21 Protective Treatment
Jun04/THTA

Level 3 B1 B2
51-20-1
Training Manual
A320 Family
The aircraft structure is given protection against corrosion and fluids. Special attention is given to areas of high contamination, high condensation and areas
where different materials touch.
On metal structure, the protective treatment protects against corrosion and damage by corrosive fluids and prevents erosion.
Structure
51-20
Category C2
The area below STGR32 and the floor structure around the doors, galleys and toilets. Areas where contact with hydraulic fluid, lubricants and/or waste water is possible and inaccessible areas.
Composite structures have a protective treatment to protect against the effects of

lightning, ultra violet rays and erosion.
The material, the function and the location of a component have an effect upon the
type of protective treatment applied to a component.
When a repair or cleaning procedure removes the original surface protection the
protective treatment must be renewed.
Unpainted Areas
The protective treatment build-up is not the same for all aircraft structures. The areas that are made of corrosion resistant material, or areas where the performance
of the component would change, are not painted.
These areas include:
the leading edges of the slats and the engine inlet cowl,
the external surfaces of the engine pylon that are made of corrosion resistant
materials,
passenger and cargo-compartment door scuff-plates,
APU exhaust,
angle of attack sensors and static ports.
Aircraft Internal Areas

The internal areas of the aircraft are divided into four categories. These categories, which have different protection requirements, are as follows:
Category A
Areas which have contact with air and water.
Category B
Fuel tanks.
Category C1
Areas where water/condensation is possible.
Jun04/THTA

Level 3 B1 B2
51-20-2
Training Manual
A320 Family
Structure
51-20
Figure 1: Internal Areas Categories
Jun04/THTA

Level 3 B1 B2
51-20-3
Training Manual
A320 Family
Structure
51-20
51-22 Corrosion Prevention
Types of Protective Treatments

Pretreatment
The pretreatment of a material increases the corrosion resistant properties of the
material and provides a good surface for the adhesion of the paint coatings.
The chemical or galvanic applied film passivates the surface and prevents corrosion.
Corrosion, the removal of corrosion and subsequent maintenance have a direct

effect on the operational safety and the in-service capability of the aircraft.
Corrosion-resistant materials and protective coatings are applied at the construction stage to obtain the maximum possible resistance to corrosion.
Paint Coatings
Corrosion Protection
A layer of primer paint is applied to all of the general structure to protect it against
corrosion.
Surface Treatments (Galvanic or Chemical)
The primer contains corrosion inhibitant to prevent a chemical attack from corrosive materials.
A polyurethane top layer is applied to protect the structure from chemical and mechanical damage.
The surface treatment for aluminum-alloy components are yellow chromating or

chromic acid anodizing.
Aluminum-alloy components that are bonded have a surface treatment of chromic
acid anodizing or pickling and bonding primer.
Special Coatings
Steel parts have a surface treatment of cadmium plating, chrome plating or phosphating.
A water repellant coating is applied in areas where water or condensation may collect.
Titanium or stainless-steel components that are assembled to aluminum alloy

components have a surface treatment of cadmium, zinc, or aluminum plating.
A corrosion preventive compound is applied in areas where the structure may be

effected by corrosion.
A paint surface treatment has a polyurethane or epoxy primer to give protection

against corrosion. A polyurethane topcoat is applied to give protection against a
chemical attack.
Protection of Mating Surfaces

In addition to the surface treatments already applied, a sealant or anticorrosion
material is applied between components assembled together.
A chemical conversion coating is applied to rivets installed in light alloy, anodized
titanium and cadmium-plated steel components.
Shafts are assembled installed and coated with grease or anticorrosion materials.
An application of paint or soft varnish, after components are assembled protects
the joint seams.
Sealant is applied to protect bonded edges, in areas exposed to corrosion attack.
Soft varnish is applied to protect fillet seals, in areas exposed to chemical attack.
For further information (Ref. ASRM 51-22-00).
Jun04/THTA

Level 3 B1 B2
51-20-4
Training Manual
A320 Family
Structure
51-20
51-23 Coatings Application
51-24 Sealing
This topic gives information about the location of the paint and protective coatings
on the aircraft.
This topic gives data about the reasons for the use of sealants on the aircraft and
the primary sealing areas.
For further information about the coatings Ref. ASRM 51-23-00.
For sealing repairs (Ref. AMM 51-76-00).
Use of Sealants
The primary uses for sealants on the aircraft are:
sealing the fuselage structure to make sure that the necessary internal pressure is kept during the flight,
sealing the fuel tanks (Ref. AMM 51-76-12 for the repair of fuel tank sealing),
sealing the external joints of the aircraft structure to make sure that water does
not go into the structure and to make the structure smoother,
sealing riveted and bolted joints to make sure that liquids do not get into the
joints,
sealing sandwich structures to make sure that moisture does not go into the
structure,
to prevent corrosion (galvanic action) between different metals,
to prevent corrosion between different materials, especially between CFRP
and aluminum alloys,
to prevent fretting corrosion (fatigue stress or vibration between parts of the
structure can cause this),
to fill cavities,
to protect the surface on housings, channels, tubes, electrical cables and electrical components,
where it is necessary to make sure that any leakage of the aircraft fluids is kept
in the areas from which you can drain them, for example, under the galleys and
lavatories.
Jun04/THTA

Level 3 B1 B2
51-20-5
Training Manual
A320 Family
Sealed Areas
Structure
51-20
Figure 2: Sealed Areas
The aircraft is divided into three primary areas for sealing:
The pressurized area of the fuselage

This is from STA350(FR1) to STA3365(FR70). It includes the cockpit, the cabin
and the cargo compartments.
The nonpressurized areas of the aircraft which include:
the MLG and NLG bay,
the wing center box,
the airconditioning and hydraulic compartments,
the tail section of the rear fuselage aft of FR70,
the vertical and horizontal stabilizers,
the wings.
The fuel system
Jun04/THTA

Level 3 B1 B2
51-20-6
Training Manual
A320 Family
51-70 Repairs
Damage Classification
The term 'damage' includes any and every type of permanent deformation or alteration to any cross-section of a structural component.
Deformation or alteration to the cross-section of a structural component results
from many causes, which can be generally categorized into four main groups:
Mechanical action (Group A)
Chemical or electro-chemical reaction (Group B)
Thermal action or cycling (Group C)
Inherent metallurgical characteristics (Group D)
Dent
A dent is a damaged area which is pushed in, with

respect to its usual contour. There is no cross-sectional
area change in the material, area edges are smooth.
Nick
A small decrease of material due to a knock etc. at the

edge of a member or skin.
Distortion
Corrosion
X The destruction of metal by chemical or electrochemical

effect.
X
X
A damaged area which is pushed in or folded back on

itself. The edges are sharp or well specified lines or
ridges.
Definition
Abrasion
A scratch is a line of damage of any depth and length in

the material which causes a cross-sectional area
change. A sharp object usually causes it.
Debonding
X X X
Debonding is when a separation of materials occurs

due to an adhesive failure.
Delamination
X X X
Delamination is when the separation of plies occurs in a

multi-laminate material. This can be caused by the
material being hit - Impact Delamination, or when there
is a resin failure for any other reason.
Fretting
Surface damage at the interface between elements of

the joints resulting from very small angular or linear
movements. Evidence of fretting is usually the production of fine black powder staining.
A B C D
Scratch
Gouge
A gouge is a damage area of any size which results in a

cross-sectional area change. It is usually caused by
contact with a relatively sharp object which produces a
continuous, sharp or smooth channel-like groove in the
material.
Mark
A mark is a damaged area of all sizes where a concentration of scratches, nicks, chips, burrs or gouges etc. is
shown. You must prepare the damage as an area and
not as a series of individual scratches, gouges etc.
Crack
A crack is a partial fracture or complete break in the

material.
Jun04/THTA
Any twisting, bending or permanent strain which results

in misalignment or change of shape. May be caused by
impact from a foreign object, but usually results from
vibration or movement of adjacent attached components. This group includes bending, buckling, deformation, imbalance, misalignment, pinching, and twisting.
Crease
Table 1: Damage Definition

Group
51-20
Table 1: Damage Definition
This topic gives data about the repairs used on the aircraft. For more data refer to
the ASRM 51-70-00.
Term
Structure

An abrasion is a damage area of all sizes which causes

change in a cross-sectional area because of scuffing,
rubbing, scraping or other surface erosion. It is usually
rough and irregular.
Level 3 B1 B2
51-20-7
Training Manual
A320 Family
Structure
51-20
51-73 Repairs of Minor Damage
51-74 Repairs of Corroded Areas
Minor damage such as scratches, dents and marks can cause cracks and corrosion. Minor damage must be repaired.
Corrosion can seriously effect the safe operation of the aircraft, its components
and structure. When corrosion is found it must be removed as soon as possible.
The area of the corrosion damage must be inspected before the repair can be
started.
Refer to AMM 51-73-11 08 for the repair of:

minor damage on aluminum clad components
minor damage on unclad components
minor damage on titanium, aluminum forged or steel components
dents in skin panels
Refer to the ASRM 51-73-00 for further data.
It is very important that all corrosion deposits are removed. Any corrosion remaining can become a starting point for more corrosion.
Refer to ASRM 51-74-00 for more data.
Corrosion usually starts on the material surface. It then goes towards the material
center destroying its solid substance.
Refer to AMM 51-74-11 08 for the removal of corrosion, general,
corrosion on unpainted alloy, corrosion on window frames.
Jun04/THTA

Level 3 B1 B2
51-20-8
Training Manual
A320 Family
Structure
51-20
51-75 Paint Repairs
51-76 Sealing Repairs
Paint and/or special coatings seal the aircraft structures against corrosion. The
type of protective coating used depends on the location, function and corrosion resistance of the component.
Sealants are used on the aircraft structure to stop pressurization and fuel leaks.
You must repair the sealant when it has been damaged during maintenance or
found damaged on an inspection/check.
You must repair any damage to the original protective treatment. Refer to AMM
51-23-00 and SRM 51-75-00 for the original build up.
For the repair of general sealants Ref. AMM 51-76-11 08.

For the repair of fuel tank sealing Ref. AMM 51-76-12 08.
For more data Ref. ASRM 51-24-00 and ASRM 51-76-00.
Terms and Definitions

The list below shows some of the terms used in sealant procedures and their definitions.
Application Life or Pot Life

This is the period of time that a sealant remains suitable for application after it has
been mixed.
Barrier Coating
A layer of quick-drying sealant that is applied over a layer of slow-drying sealant
before it has fully cured. This term also applies when a layer of special material is
put over the original sealant to protect it.
Breakable Joint
A joint that can be easily disassembled.
Cure
This refers to the change of a sealant from its original mixed condition to its final
condition.
Fillet or Bead
This is formed when sealant is applied into gaps or corners in the structure. The
fillet or bead can be formed from sealant that is applied for this purpose, or from
the interfay sealant that is squeezed out when a joint is assembled.
Jun04/THTA

Level 3 B1 B2
51-20-9
Training Manual
A320 Family
Initial Cure Time
This is the minimum period of time required before a sealant is cured enough to
permit a sealed joint to be pressure tested.
Interfay Sealant
A layer of sealant applied to the contacting (faying) surfaces of repair parts before
they are assembled.
Structure
51-20
51-77 Standard Composite Repairs

This topic gives information on minor and temporary repairs to composite material
components. The information is of a general type only. You must refer to specific
repair data, material specifications and manufacturer's instructions. Failure to do
so could result in an unauthorized repair.
The composite materials used are Glassfiber Reinforced Plastic (GFRP), Carbonfiber Reinforced Plastic (CFRP) and Aramidfiber Reinforced Plastic (AFRP).
These materials are used in the construction of composite structures.
Leak Path
This is the path along which a fluid can get out of, or into a sealed area.
Overcoating
This term refers to the application of a brushing thickness sealant over a joint.
Tack Free Time

This is the period of time measured from when the sealant is mixed until its surface
should be 'touch dry'.
Work Life
This is the period of time within which a joint that must be sealed, must be riveted,
bolted or temporarily fastened, after the sealant has been applied to the contacting
surfaces of the joint.
When you do a repair to composite structures, the repair materials are:

carbonfiber materials to repair carbonfiber structure.
glassfiber materials to repair glassfiber and aramidfiber structures.
Types of Structure
Sandwich Structures
Composite material is used for the skin of structures which is then bonded to a metallic or nonmetallic core. The core is usually a honeycomb structure (Ref. AMM
51-77-12 08).
Monolithic Structures
Sealant Preparation
These structures have a composite material skin with internal stringers, ribs and
spars to give rigidity and strength (Ref. AMM 51-77-14 08).
Mixing the Sealant
Mixed Structures
Refer to the manufacturers instructions for:

mixing ratios,
application life,
tack free time,
cure time,
work life.
To follow the aircraft design, some structures are mixed; part sandwich and part
monolithic structure.
NOTE:
For more data Ref. ASRM 51-77-00 or the ASRM chapter related to the component you will repair.
Mix the base compound and sealant accelerator slowly until you get an even consistency and color. If you mix quickly you will cause heat and air bubbles and
shorten the application life of the sealant.
Jun04/THTA

Level 3 B1 B2
51-20-10
Training Manual
A320 Family
Structure
51-20
51-78 Cleaning Processes

This topic gives information on the cleaning of the aircraft structure after a spillage
or contamination of the structure. A spillage must be removed as soon as possible
to prevent damage to the aircraft structure.
Type of Contamination
Sewage
Sewage can damage the aircraft metallic components and cause corrosion.
Hydraulic Fluid
Contamination of the aircraft structure with hydraulic fluid, for a long time, will damage the corrosion-protection-paint.
Acid and Alkali Spillage

Acids and alkalis can cause corrosion very quickly and damage the aircraft protective paint finish.
Fish Container Leakage

Contamination of the aircraft structure with fish slime or sea water can cause corrosion to metal structure and components.
Jun04/THTA

Level 3 B1 B2
51-20-11
Training Manual
A320 Family
Jun04/THTA

Structure
51-20
Level 3 B1 B2
51-20-12
Training Manual
A320 Family
Structures
52-00
52 Doors
Jun04/THTA

Level 3 B1 B2
52-00-1
Training Manual
A320 Family
Structures
52-00 General
52-00 General
A320
Passenger Doors
There are four passenger doors located at the ends of the passenger cabin: two
on each side.
They are plug in type doors designed as type 1 emergency exits.
The passenger door dimensions are:
1830 mm (72 in) in height
810 mm (32 in) in width
Overwing Exits
There are four emergency exits on opposite sides and located over the wings.
These exits are basically designed as type 3 emergency exits.
They are installed over the floor with a step up inside the cabin and also outside
over the wing upper surface.
The emergency exit hatch sizes are:
508 x 1020 mm (20 x 40.1 in
They are installed over the floor level with a step up inside the cabin of 394 mm
(15.5 in) and also over the wing upper surface of 622 mm (24.5 in).
Cargo Doors
There are two cargo doors located on the right side of the fuselage.
Technical data: 1855 x 2080 mm (73 x 82 in).
Avionic Doors
There are four avionic bay access doors located at the bottom of the nose section.
These doors are plug In type doors and open inwards.
FWD AVNCS BAY ACCESS DOOR 559 x 360 mm (22 in. x 14.5 in).
LH AVNCS BAY ACCESS DOOR 508 x 439 mm (20 in. x 17.3 in).
RH AFT AVNCS BAY ACCESS DOOR 650 x 444 mm (25.6 in. x 17.5 in).
RH AVNCS BAY ACCESS DOOR 762 x 444 mm (30 in. x 17.5 in).
Jun04/THTA

Level 3 B1 B2
52-00-2
Training Manual
A320 Family
Structures
52-00 General
Figure 1: A320 - Doors
Jun04/THTA
A320

Level 3 B1 B2
52-00-3
Training Manual
A320 Family
Structures
52-00 General
Figure 2: A321 Doors
Jun04/THTA
A321

Level 3 B1 B2
52-00-4
Training Manual
A320 Family
Structures
52-00 General
Figure 3: A319 Doors Versus A320 Doors - Overview
Jun04/THTA

Level 3 B1 B2
52-00-5
Training Manual
A320 Family
Structures
52-00 General
Door Symbols
The door symbols are green when the corresponding doors are closed and locked,
and amber when not locked.
The door symbols are also amber in case of warning, during flight phases number
2, 3, 6 and 9.
Door Indications
Door indications appear amber when the corresponding doors are not locked.
The door indications are also amber in case of warning, during flight phases
number 2, 3, 6 and 9.
Slide Indications
Slide indications appear white when the corresponding slide are armed.
When the slides are disarmed, nothing is shown on the ECAM page.
When the doors are opened and slide disarmed, slide indications are replaced by
dashes on the ECAM page.
Jun04/THTA

Level 3 B1 B2
52-00-6
Training Manual
A320 Family
Structures
52-00 General
A320
Figure 4: A320 - ECAM Doors Page
Jun04/THTA
A321
Figure 5: A321 - ECAM Doors Page

Level 3 B1 B2
52-00-7
Training Manual
A320 Family
Jun04/THTA

Structures
52-00 General
Level 3 B1 B2
52-00-8
Training Manual
A320 Family
Structures
Jun04/THTA

Level 3 B1 B2
52-11-1
Training Manual
A320 Family
Structures
Passenger/Crew Doors - Description and Operation

General
The A320 Family is provided with four type 1 passenger/crew doors, two on the
left side of the fuselage and two on the right side.
The doors are of fail-safe plug-type construction. They unlock inwards then upwards, open outwards and move forward parallel to the fuselage. All doors include
an evacuation system. The escape slides are stowed in hard containers installed
on the lower part of each cabin door.
Each cabin door has a locking mechanism and an evacuation system mechanism.
The locking mechanism is controlled either from outside or from inside the cabin.
The evacuation system is controlled by an arming/disarming lever on the inner
side. When the door is opened from outside the evacuation system is disarmed
automatically.
Because all type 1 doors are similar, except for their geometry, this description will
be general and valid for all doors.
Door Suspension
After lifting to the opening level, the door moves outwards parallel to the fuselage.
The door is supported by the support arm and held parallel to the fuselage by
guide arms.
The door is attached to the support arm by means of upper and lower connection
links. The lower connection link is the lifting lever. A door stay mechanism, installed in the support arm, locks the door in the fully open position.
Jun04/THTA

Level 3 B1 B2
52-11-2
Training Manual
A320 Family
Structures
Figure 1: FWD and AFT Passenger/Crew Door - Typical Layout
Jun04/THTA

Level 3 B1 B2
52-11-3
Training Manual
A320 Family
Structures
Door Structure
The main structural components of the passenger/crew doors are the horizontal
longerons, vertical frame segments, outer skin, edge members and inner skin
which are rivetted together.
The adjustable stop fittings, and their corresponding fittings on the door fuselage
frame, transfer the loads resulting from cabin pressure to the aircraft structure.
The door seal consists of a rubber extrusion with spaced pressurization holes. It
is installed on the inner side of the outer skin at the periphery of the door.
When the door is closed, the seal is pressed against the fuselage door frame and
inflated by cabin air pressure to form a pressure-tight seal.
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Figure 2: Passenger/Crew Doors Structure
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Door Locking Mechanism

The door is locked by a hook. The hook is connected by a rod and bellcrank to the
locking shaft, which is locked in an overcentered position. A spring rod maintains
the overcentered position.
An arm on the locking shaft forms the visual locking indicator.
In addition to the locking hook, a safety pin is provided to prevent any movement
of the door which would result from a double mechanical failure in the locking
mechanism and the lifting mechanism.
The lifting lever enables the door to be lifted. The door moves upwards until it
clears the stop fittings and then moves outwards.
A torsion bar spring compensates for the weight of the door.
The door control handles are installed for operation of the door locking mechanism, one on the inside and one on the outside.
The shafts of these handles are coupled so that the outer handle will not move
when the door is lifted by operation of the inner handle. The gearbox is connected
by rods to the locking shaft and the lifting lever.
A lowering shaft acts via a rod on a locking hook and blocks the gearbox with the
door open.
The door cannot be lowered in the open position while beyond the door fuselage
frame.
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Structures
Figure 3: Control, Locking and Compensating Mechanism
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Structures
Door Damper and Emergency Operation Cylinder

The damper emergency operation cylinder, installed on the support arm, damps
door movement during opening/closing especially, under abnormal conditions
(heavy wind loads).
Damping is accomplished by hydraulic fluid passing through a restrictor as the
damper piston extends or retracts.
The damper and emergency operation cylinder is also an emergency actuator and
assists the opening of the door in emergency condition. This is effected by a gas
cylinder installed on the body of the damper and emergency operation cylinder.
The gas which operates the cylinder is released when the door upward movement
causes the pivoting stop lever to actuate the gas release lever, if the escape slide
release system is armed.
At the end of the door opening travel, damping is effective again. It is possible to
close the door again after a complete emergency opening.
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Structures
Figure 4: Door Damper and Emergency Operation Cylinder
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Emergency Escape Slide Release Mechanism

The emergency escape slide is installed at the bottom of the door. The slide is fastened to a girt bar.
This girt bar can be locked, by means of levers and fittings:
either to the fuselage in the emergency (armed) mode (SR: AUTOMATIC)
or to the door in the normal (disarmed) mode. (SR: MANUAL)
The emergency control handle is located forward of the inner door control handle.
Several rods and levers connect the emergency control handle to the girt bar actuating mechanism.
A cam disk and a roller connect the emergency control handle and the outer control handle.
When the outer door control handle is operated, the release mechanism of the
emergency escape slide is forced to the DISARMED position.
A locking unit, connected to the locking shaft, blocks the emergency escape slide
release mechanism in the disarmed position when the door is not fully closed and
locked.
A visual indicator is installed at the forward end of the girt bar.
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Figure 5: Slide ARMED Indicator Light Logic
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Cabin Overpressure Warning

Description
A red Cabin Overpressure Warning Light in the windows of the Passenger / Crew
Doors indicates an Cabin Overpressure when engine been cutoff and the emergency control handle stays in PARK (DISARMED) position.
Tree conditions must be fullfilled to warn the door operator for cabin overpressure,
so that the red light is flushing :
Escape slide in PARK
Both engine been cutoff ( low engine oil pressure )
Overpressure switch 14WM detects an cabin overpressure of 2.5 hPa ( 2.5 mb
or 0.037 psid ) for more than 5 sec.
In case of emergency ( escape slide in armed ) and the door will be opened, is the
warning suppressed, on ECAM that certain door symbol change to amber.
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Figure 6: Cabin Overpressure Warning
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Figure 7: Emergency Escape Slide Mechanism
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Figure 8: Indicating and Warnings of a Typical Passenger/Crew Door
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Figure 9: Red and White Lights on Doors - Electrical Schematic
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General
For the evacuation of the passengers there are four overwing emergency exits as
well as four regular passenger crew doors.
The emergency exits are closed with plug-in type hatches made of aluminum alloy. Two emergency exit hatches are installed on each side of the center fuselage.
Structures
the Hatch Seal, made of silicone rubber,

the Lining, which is part of the cabin lining,
the Cover Flap, removed allows access to the hatch control handle,
the Locking Mechanism,
the Slide Release Mechanism.
It is possible to open them from the inner and outer side of the passenger compartment.
The technical data of the emergency exit hatches are as follows:
Size: 508 x 1020 mm - Weight: 15.0 kg
System Description
Each emergency exit hatch has a slide release mechanism with two operation
modes: the NORMAL mode and the MAINTENANCE mode.
During NORMAL mode, the latch pin of the slide release mechanism is in the
ARMED position (the latch pin is extended). When the emergency exit hatch is
removed, the slide release mechanism operates the emergency escape slide
automatically.
For MAINTENANCE mode, the latch pin needs to be manually retracted to the
DISARMED position.
In addition it is strongly recommended to install a LOCKPIN on the inflation reservoirs behind the sidewalls of the aft cargo compartment.
This prevents inadvertend operation of the emergency escape slide when the
emergency exit hatch is removed during the maintenance procedure.
A proximity switch monitors the ARMED/DISARMED position of the latch pin. If the
latch pin is retracted, the proximity switch sends a signal to the Electronic Centralized Aircraft Monitoring (ECAM) system.
To prevent accidental operation of the hatch locking mechanism, the release
warning system gives two different warning signals as soon as the internal cover
flap is removed. One signal to the ECAM system alerts the cockpit crew and the
other signal activates a white indicator light on the cabin wall beside the emergency hatches.
The primary components of each emergency exit hatch are:
the Hatch Structure, made of aluminum sheet metal,
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Figure 1: Arrangement of LH Overwing Emergency Exit Hatches
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Figure 2: Location of Components on the Emergency Exit Hatch
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Locking Mechanism
The primary components of the locking mechanism are the locking shaft unit and
the hatch control handle.
The locking shaft unit includes the two locking hooks and the locking shaft. When
the emergency exit hatch is correctly locked, the locking hooks engage in the upper roller fitting on the fuselage.
Two tension springs retain the hatch control handle in the up position. Pushing
against the flush panel from outside the cabin also unlocks the emergency exit
hatch and the pull lever moves down.
Structures
Pull the lever of the hatch control handle down and hold the emergency exit in position. This causes the spring-loaded linkage to fall down and engage the special
bolt of the pull lever and blocks it. The operation of the hatch control handle disengages the locking hooks from the upper roller fittings. The emergency exit hatch
will fall into the cabin if you do not hold it.
Take the lower handle of the lining with your free hand, lift the emergency exit
hatch and pull it away from the opening.
If the pull lever is operated, the flush panel remains in the flush position.
A spring-loaded linkage blocks the pull lever in its lower position.
Slide Release Mechanism

The slide release mechanism is installed on the upper hatch structure. If its latch
pin is manually turned counterclockwise, a spring retracts the latch pin to its DISARMED position.
Removal of Emergency Exit Hatch from the Inside

The related offwing escape slide inflates automatically when you open/ remove one of the ARMED emergency exit hatches from inside or outside the
cabin!
To get access to the hatch control handle, pull down the cover flap from the recess. When the cover flap is opened, a proximity switch is operated and gives two
different warning signals: The ECAM system alerts the flight crew, and a white
light in the cabin tells the attendants that one of the emergency exit hatches is not
correctly closed.
DISARMING (for MAINTENANCE procedure only)
It is strongly recommended to install a transport lockpin on the inflation reservoirs located behind sidewalls of the aft cargo compartment.
Open the cover flap to get access to the head of the latch pin. To release the
latch pin, turn it a quarter turn counterclockwise. The spring of the slide release
mechanism extends and causes the latch pin to retract to the DISARMED position. This causes a spring-loaded pin to operate the proximity switch which
Install a rigging pin in the provision of the hatch frame to further prevent accidental
operation of the escape slide.
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Installation of the Emergency Exit Hatch

Make sure that the latch pin of the slide release mechanism is in the DISARMED
position. If installed, remove the rigging pin from the hatch frame.
A320
Figure 4: Latch Pin
Position the emergency exit hatch with the hook brackets on their pivot fitting.
Push the bottom of the hatch into the opening so that the hook brackets engage
in the pivot fitting. Make sure that the lip of the hatch seal is not caught by the release lever. Push the top of the hatch into the opening and hold it until it is correctly
locked.
Lift the spring-loaded linkage to release the blockage of the pull lever. Then push
the pull lever all the way up. This operation engages the locking hooks in the upper
roller fittings.
To extend the latch pin of the slide release mechanism in the ARMED position,
push it against the springforce and turn its head a quarter turn clockwise. Then the
slide release mechanism is in the NORMAL mode.
Figure 5: Slide Release Mechanism
Do not forget to remove the lockpins on the inflation reservoirs.

Figure 3: Inflation Reservoir
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Overwing Emergency Exit Structure
A320
Outer Skin
The emergency exit hatch incorporates an aluminium alloy chemically etched outer skin.
Inner Skin
It includes an aluminium alloy formed sheet metal inner skin.
Edge Members
It includes aluminium alloy formed sheet metal vertical and horizontal edge members.
Horizontal Beams
It incorporates aluminium alloy formed sheet metal horizontal beams.
Frame Segments
It includes aluminium alloy formed sheet vertical frame segments.
Stop Profiles
When the passenger compartment is pressurized, the loads are taken by the two
extruded stop profiles which are riveted to the vertical edge members.
At the vertical stop profiles, the retaining channel is Integrated In the extruded
parts.
Window
The structure includes an aluminium alloy forged passenger window frame.
Seal
The seal is retained by a formed sheet metal retaining channel, which is riveted to
the hatch structure.
The hatch seal is a fabric reinforced silicone rubber lip-type seal.
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Emergency Exits I Locking Mechanism
A320
Slide Release Mechanism

The guide pin locks the spring loaded latch pin In its armed position (spring extended), and in its disarmed position (spring compressed).
The slide release mechanism includes the guiding fitting, the spring and the latch
pin. For maintenance purposes, the latch pin can be disarmed by turning it counter-clockwise.
Locking Shaft Unit

The locking shaft unit includes the two locking hooks and the locking shaft. A connection rod attaches the hatch handle to the locking shaft.
Control Handles
The hatch control handle has two tension springs which retain the handle in the
up position.
When the hatch control is released, the connection causes a movement of the
locking shaft unit.
Locking Hooks
Inside or outside operation of the control handles locks or unlocks the hatch. When
the emergency exit hatch is correctly locked, the locked hooks engage in the upper roller fittings.
Lower Roller
The lower rollers put the emergency exit hatch in line with the fuselage during the
installation.
The lower roller brackets, attached on the hatch bottom beam, engage In their pivot fitting.
Lateral Guide
The lateral guides put the hatch In the center position during the installation. A lateral guide fitting is attached on each vertical edge member of the emergency exit
hatch.
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Figure 6: Location of the Components
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Figure 7: Locking Mechanism
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Emergency Exit - A320 - LRUS
A320
Figure 8: Emergency Exit Hatch Switches
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Passenger Compartment Emergency Exit (Doors) - General
A321
For the evacuation of the passengers there are four emergency exit doors in addition to four regular passenger/crew doors.
The emergency exit doors are of the fail-safe and plug-type design and made of
aluminum alloy.
Two emergency exit doors are installed on each side of the cabin. They open outboard and move forward parallel to the fuselage when their locking mechanism is
operated from the inner or outer side of the aircraft.
The location of the four emergency exit doors in the cabin are as follows:
a left and a right emergency exit door forward of the wing (Z833 and Z843), between FR35.1 and FR35.3
a left and right emergency exit door aft of the wing (Z834 and Z844), between
FR47.2 and FR47.4
The technical data of the forward left 73 emergency exit door are as follows:
Size: 1854 x 762 mm (73.0 x 30.0 in.)
Weight (without lining): 80.0 kg (176.4 lb)
The technical data of the other three emergency exit doors are as follows:
Size: 1524 x 762 mm (60.0 x 30.0 in.)
Weight (without lining): 68.0 kg (150.0 lb)
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Figure 1: Emergency Exit Doors
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Figure 2: Components of the 73 Emergency Door
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System Description
A321
The design of the emergency exit doors is similar to the cabin/crew door design.
The door operation is therefore similar to any passenger/crew door.
The escape slide pack is installed inside a small compartment underneath
the door sill and not in the door itself.
Despite that difference, the operation of the escape slide system is similar to any
other cabin door: The two operation modes are:
DISARMED MODE (SWR: MANUAL) for ground handling/maintenance. It
prevents the operation of the escape slide release mechanism when the door
is manually opened.
ARMED MODE (SWR: AUTOMATIC) for flight operation. When the door is
unlocked from inside the cabin:
the emergency operation cylinder pushes the door in its fully open position,
the escape slide release mechanism operates the automatic inflation system
which releases and inflates the escape slide underneath the door.
When an ARMED door is unlocked from outside, the escape slide release
mechanism is automatically DISARMED.
Three proximity sensors and their targets monitor the UNLOCKED/LOCKED condition, the OPEN/CLOSE position and the DISARMED/ARMED mode of the door.
They transmit signals to the ECAM System, which produces the respective warnings and indications in the cockpit.
Local warnings lights (a red and a white light near the door window) provide the
following functions:
When a person tries to open an armed door, the white indicator light SLIDE
ARMED will come on.
When a person tries to open a disarmed door, either from inside or outside,
the red warning light will flash, if:
the cabin pressure is higher than the ambient pressure and
at least one engine is off.
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Structures
Component Location
Transmission Shaft
The main components of an typical emergency exit door are:

the Door Structure including a window
Door Stops and Roller Fittings
a Door Seal (rubber seal profile with pressurization holes)
a Door Lining and Insulation (for sound and thermal protection)
Door Suspension (support arms, upper and lower guide arms)
Door Damper and Emergency Operation Cylinder (with N2-pressure accu)
Locking Mechanism (including balance and lifting mechanism)
an Escape Slide Release Mechanism
The transmission shaft transfers the operation of the outboard handle to the arm/
disarm unit.
A321
Intermediate Shaft
The intermediate shaft is connected to the linkage of the Arm/Disarm unit and to
the release shaft through the connection rod. A stop cam limits the travel of the
intermediate shaft, and a target lever operates the proximity sensor of the Escape
Slide-Warning System (circuit WN).
Includes a release shaft assembly and lever which engages with an actuation lever in the door frame for escape slide activation in an emergency.
Escape Slide-Release Mechanism (Ref. Fig 8 and 9)

The escape slide release mechanism basically consists of:
the Arm/Disarm Unit,
the Release Assembly,
the Transmission Shaft,
the Intermediate Shaft.
Arm/Disarm Unit
Parts of the arm/disarm unit are the slide control handle, the cam arrangement and
the roller lever. The arm/disarm unit controls the release shaft assembly through
the intermediate shaft when the slide control handle is operated.
Release Shaft Assembly

The release shaft assembly includes the release lever, the operation lever, the
spring element.
The release lever engages with the actuation lever on the door frame if the slide
control handle is in the ARMED position.
The operation lever is then in a position below the gas release lever of the door
damper and emergency operation cylinder. The spring element is installed between the door structure and the lever of the release shaft for overcenter reasons.
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Figure 3: Components of the 60 Emergency Door
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Figure 4: Structure of the 73 Emergency Door
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A320 Family
52-30 Cargo Doors
Cargo Compartment Doors - Description and

Operation
Cargo Door Mechanism
The FWD and AFT cargo doors are installed on the lower right side of the fuselage. They are of same design but not interchangable.
For aerodynamic reasons the AFT cargo door has a fairing. The weight of each
cargo door is approximately 108 kg.
The doors open hydraulically to the outer side (Max wind speed: 60 kts).
A manually operated locking handle controls a locking and safety (latching and
locking for vertical arrangement) mechanism which keeps the door in the closed
position and locks it. The cams of the safety (locking) mechanism engage with the
locking (latching) hooks when the cargo doors are correctly locked.
Six indication windows in each cargo door allow to monitor its condition:
The GREEN mark on each safety cam shows that the safety (locking) mechanism locks each locking unit in its latched position.
The RED marks show that the locking units are not locked.
A Door seal makes the related cargo compartment pressure-tight when the cargo
door is locked. To release any residuing pressure inside the compartment on the
ground, there is a vent door in each cargo door. When the cargo door is manually
unlocked, the vent door opens inboard and remains in this position until the cargo
door is correctly locked.
The interlock mechanism blocks the locking (latching) mechanism in the unlocked
position when the cargo door is not closed. Then the locking handle is not movable
and the locking (latching) hooks stay in the lifted position.
The two hydraulic actuators per door use hydraulic pressure from the yellow hydraulic system. An actuator-internal locking mechanism keeps the cargo door
safely in the fully open position.
The proximity switches of the door warning system (circuit WV) monitor the closed
and locked condition of the cargo door. (Master Caution lights / DOOR page of the
ECAM display).
External indications which show that a cargo door is NOT correctly locked and
latched are:
the vent door stays in open position,
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52-30 Cargo Doors
the locking handle stays out from the contour of the cargo door,
the red mark of each safety cam is in view through the indication windows.
The cargo door mechanism includes the following components:

the locking handle with flap mechanism,
the locking mechanism with interlock mechanism,
the safety mechanism with vent door and related mechanism,
the drift pin mechanism,
the switch mechanism
Door Structure
The primary structure has vertical and horizontal edge members, fairings, longitudinal beams, frames, and an inner and outer skin. These formed and milled components are made from aluminum alloy and riveted together with a sealant
compound to make a corrosion resistant cargo door. The sealant compound between the skin and the edge members makes sure that the primary structure is
pressure-tight.
To prevent corrosion, all components have a surface protection of chromic acid
anodizing plus epoxy primer and a polyurethane top coat.
The lower, milled ends of each door frame have provisions for the installation of
the locking and safety mechanism. An access panel covers the lower part of the
cargo door.
The outer skin has cutouts for the vent door and for the installation of the three
hoisting lugs.
The actuator attachment fitting is attached with screws to the inboard side of the
frames FR25A and FR26A.
For the attachment of the door seal, the related retainers are riveted at the edge
members around the cargo doors.
On the inner skin there are provisions to attach the fire protection lining with quick
release fasteners.
In the corners of the door beams and door frames, there are gaps to drain condensed water. Two drain valves are installed on the lowest beam of the pressurising structure and drain this water over board. Some drain holes are added in the
critical areas of the internal structure which is painted with a water repellent agent.

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52-30 Cargo Doors
Figure 1: FWD Cargo Compartment Door (Typical also for AFT C.C.D.)
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Locking Mechanism
The locking mechanism which is installed in the lower part of the cargo door includes the subsequent components:
the locking shaft which has six shaft levers, the control lever, the interlock cam
and the deflection unit with the related link rod,
the six locking units which have a locking hook, a bellcrank, a bellcrank lever
and a spring unit,
The link rod connects the deflection unit with the handle bearing to transmit the
movement of the locking handle to the locking shaft. The shaft levers operate then
the locking units which move their locking hooks into the locked or released position. The compressed spring unit of each locking unit makes sure that the locked
hooks stay in the overcenter position.
the interlock mechanism which includes the interlock lever with the stop bolt,
the connection rod and the spring unit.
Figure 2: Locking Mechanism with Locking Handle
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Interlock Mechanism
Drift Pin Mechanism
The interlock mechanism prevents the operation of the locking handle when the
cargo door is open. The spring unit moves the interlock lever to the blocked position so that its stop bolt touches the interlock cam.
The drift pin mechanism is installed in the middle of the cargo door. It decreases
the contour off-set between the fuselage and the door. The drift pin mechanism
includes the teleflex controls and the drift pins with the related bellcranks and the
connection links. The teleflex controls transmit the movement of the safety shaft
to the bellcranks. They operate the connection links which retract or extent the drift
pins. When the cargo door is correctly locked, the extended drift pins engage with
the pockets of the fuselage frame.
Figure 3: Interlock and Drift Pin Mechanism
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Safety Mechanism and Vent Door Mechanism
The safety mechanism is installed parallel to and below the locking mechanism in
the lower part of the cargo door. The primary task of this mechanism is to tell the
operator that the locking mechanism is correctly latched.
The safety mechanism includes:
the safety shaft which has
a link rod
six safety cams with red and green marks
two drift pin levers
a vent door lever.
the vent door mechanism which opens and closes the vent door.
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52-30 Cargo Doors
The link rod connects the lever mechanism with the link lever to transmit the movement of the locking handle to the safety shaft. The safety cams then engage with,
or disengage from, the recess of the locking hooks. The engaged safety cams prevent the operation of the locking hooks. Then, the operator can see the GREEN
mark on each safety cam through the indication windows of the access panel.
When the operator can see a RED mark in the indication windows, then the safety
cams are disengaged from the locking hook. A connection rod transmits the movement of the safety shaft to the drive shaft of. the gear box. The output shaft of the
gear box operates the drawbar which opens or closes the vent door. The link assy
transmits the movement of the drive shaft to the target lever and moves it to or
away from the proximity sensor 30WV (32WV) below the door sill.
Figure 4: Vent Door and Interlock Mechanism

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Proximity Switches
Proximity switches with WV identification report to the ECAM thru the LGCIU.
The proximity switch 28WV (34WV) monitors the position of the locking handle.
The target forms the end of the locking handle.
Figure 5: Proximity Switch Location (for Indication:WV, for Control:MJ
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52-30 Cargo Doors
The proximity switch 30WV (32WV) monitors the position of the cargo door. The
sensor is installed in the forward door sill area. The above proximity switches remove the DOOR Warning (ECAM) when the cargo door is closed and locked. The
proximity switch 5MJ (12MJ) is part of the electrical door control system. The sensor is installed on the lower door structure and monitors the locking shaft position.
It prevents the hydraulic operation of the cargo door if the door is locked.
MJ = CONTROL
WV = INDICATION
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The SAFETY SHAFT secures the

LOCKING HOOKS in the CLOSED
position
Training Manual
A320 Family
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52-30 Cargo Doors
Figure 6: Function of Locking Mechanism
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Figure 7: Cargo Door with Operating Handle in Vertical Arrangement
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Figure 8: Door Handle Mechanism Vertical Arrangement
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Figure 9: Function of Locking and Latching Shaft Vertical Arrangement
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52-30 Cargo Doors
Figure 10: Interlock Mechanism Vertical Arrangement

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Figure 11: Proximity Sensor location Vertical Arrangement
MJ for CONTROL
WV for INDICATION
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Steps to UNLOCK a closed Cargo Door
Steps to LOCK a Cargo Door
To release the cargo door mechanism, pull the locking handle out of its recess in
the cargo door.
When the cargo door closes, the roller lever of the interlock mechanism moves
against the door sill fitting, and the stop bolt of the interlock lever does no longer
block the cam of the locking shaft. To engage the locking hooks on their fuselage
fittings, turn the locking handle up to the LOCKED position. During this movement
the subsequent occurs:
the link rod rotates the locking shaft to the locked position,
the shaft levers operate the locking hooks which engage the eccentric bolt of
the fuselage fitting. The spring units secure the locking hooks by overcenter action.
the control lever removes the related target from the proximity sensor 5MJ
(12MJ) to stop the hydraulic operation,
the interlock cam comes to its unblocked position.
When grasping the locking handle, the operator pushes the handle flap inboard.
This operation releases the hook of the flap mechanism and the locking handle is
movable. When pulling the locking handle outboard (upwards), the subsequent
occurs:
the lever mechanism turns the safety (locking) shaft, so that the safety cams
move away from the recess of the locking hooks.
The red mark on each safety cam comes in view through the indication windows.
the drift pin levers move up and operate the teleflex controls (control rod) which
retracts the drift pins from the pockets in the fuselage frames.
the vent door lever operates the gear box which moves the drawbar that in turn
opens the vent door.
At the same time the drive shaft operates the link assy, so that the target lever
moves away from the door sill. The target is far from the proximity switch 30WV
(32WV).
When rotating (lifting) the locking handle clockwise (upwards) to its UNLOCKED
position, the subsequent occurs:
the locking (latching) shaft turns in the release direction and transmits this
movement to the shaft levers, the control lever and the interlock cam.
the shaft levers operate the spring units to release the overcenter position of
the locking hooks. Then the locking hooks disengage from the eccentric bolts
of the fuselage fittings,
the control lever moves the target to the proximity sensor 5MJ (12MJ) which
sends a signal to the door control circuit
the interlock cam moves in position, so that the released interlock mechanism
can be active.
When the locking handle is in the LOCKED position, push it in its recess.This
movement turns the safety shaft and the safety cams block the locking hooks.
Then, the GREEN mark on each safety cam is visible trough the indication windows.
Also the drift pins extend into the pockets of the fuselage frame, and the vent door
closes.
The drive shaft operates the link assy at the same time so that the target lever
moves to the door sill and operates the proximity switch 30WV (32WV).
When the locking handle is flush in its recess, the target operates the proximity
switch 28WV (34WV). This causes the visual warning in the cockpit to go off. In
this position, the hook of the flap mechanism holds the locking handle in.
Later, when the cargo door is hydraulically opened, the roller lever of the interlock
mechanism moves away from the interlock fitting of the door sill. The spring unit
extends and moves the interlock lever so that its stop bolt touches the interlock
cam.
This causes the interlock mechanism to block the locking handle in the UNLOCKED position.
Jun04/THTA

Level 3 B1 B2
52-30-12
Training Manual
A320 Family
Structures
52-30 Cargo Doors
Cargo Door Hydraulic System

The yellow hydraulic system controls the operation of the FWD and AFT cargo
compartment doors. The cargo door hydraulic system includes the duplex door
actuators (two for each cargo door), two manual selector valves (one for each cargo door) and one electro selector valve (2500 MJ).
System Description
The door hydraulic system supplies the duplex door actuators with hydraulic power. The door actuators extend to open the cargo doors to the outer side. It is possible to open the FWD and AFT cargo door at the same time. The electric pump
of the Yellow hydraulic system supplies the door hydraulic system with hydraulic
power. It is also possible to pressurize the door hydraulic system with the hand
pump. The electrical control system of the cargo doors prevents the operation of
the door hydraulic system when the cargo doors are locked. The restrictors of the
door actuators and the manual selector valves control the speed of the cargo
doors.
The FIN numbers in brackets apply for AFT cargo door components
To operate the FWD (AFT) cargo door, a control panel is installed on the fuselage.
On the control panel there is a selector to operate the manual selector valve
2501MJ (2504MJ) and a green indicator light 9MJ (8MJ).
The indicator light comes on when the door actuators 2502MJ and 2503MJ
(2505MJ and 2506MJ) are in their extended, locked positions.
The selector is spring-loaded to the neutral position. When you release it in the
Open or Closed position, it moves back to the neutral position.
The manual selector valve is installed behind the control panel and has an extension mode, a neutral mode, an interim mode and a retraction mode:
The extension mode makes sure that the high-pressure (HP) fluid can flow
through the valve to extend the door actuators.
In the neutral mode, the HP fluid can not flow through the valve.
For safety reasons, the Interim mode pressurizes first the extension sides (port
A) of the door actuators.
When pressure builds up, the valve can be moved to the retraction mode. The
HP fluid can then pressurize the door actuators on the retraction sides (port B).
Jun04/THTA

Level 3 B1 B2
52-30-13
Training Manual
A320 Family
Structures
52-30 Cargo Doors
Figure 12: Hydraulic Components of Cargo Door
Jun04/THTA

Level 3 B1 B2
52-30-14
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A320 Family
Structures
52-30 Cargo Doors
Figure 13: Components for Normal and Manual Operation
Jun04/THTA

Level 3 B1 B2
52-30-15
Training Manual
A320 Family
Normal Hydraulic OPENING Procedure
Make sure the cargo door is in the Unlocked condition. Otherwise the door hydraulic system will not get pressurized.
Get access to the door control panel and set the selector to the Open position
and hold it.
This moves the manual selector valve to the extension mode and completes the
circuit of the electrical door control system.
The electric pump is energized and supplies the door hydraulic system with HP
fluid. The fluid flows through the electro selector valve and the manual selector
valve to the door actuators.
The door actuators extend and open the cargo door outwards, as long as the selector is held in the Open position.
Structures
52-30 Cargo Doors
The HP fluid releases the mechanically locked door actuators and retracts them.
Then the green indicator light on the control panel goes off and the cargo door
closes.
During this procedure the selector on the control panel must remain in the Close
position. When the cargo door is fully closed, release the selector to its springloaded neutral position.
Because of internal leakage and the doors weight it may occur that the cargo door
slightly opens again. To prevent this, lock the cargo door within one minute.
The cargo door is correctly locked, when the door locking handle:
is in the horizontal position and
is pushed into the recess and flush with the handle flap.
If the springloaded selector is released to the neutral position whilst the door is not
fully open, then the following occurs:
the electrical circuit of door control system is interrupted,
the manual selector valve is in the neutral mode,
the electrical hydraulic pump stops,
the cargo door stops and remains in this position.
The cargo door Is fully open and locked when the green indicator light on the control panel comes on.
This light indicates that the door actuators are mechanically locked in their extended positions.
Normal Hydraulic CLOSING Procedure

To close the cargo door hydraulically, make sure that the manual YZ-latches of the
door sill latches are in the raised position. Then turn the selector on the control
panel toward the Close position.
This moves the manual selector valve to the interim position and completes the
circuit of the electrical door control system.
The electric pump starts and supplies the door hydraulic system with HP fluid. The
fluid flows through the electro selector valve 2500MJ and the manual selector
valve to the door actuators extension side (port A).
When the pressure Is sufficiently high, the selector on the control panel moves fully to the Close position. Now, the manual selector valve is in the retraction mode
to pressurize the door actuator on the retraction side (port B).
Jun04/THTA

Level 3 B1 B2
52-30-16
Training Manual
A320 Family
Structures
52-30 Cargo Doors
Components of the Door Hydraulic System

Electrical Selector Valve 2500MJ
The electrical selector valve is installed on the Yellow ground service panel of the
aft, right belly fairing.
The valve Includes:
a solenoid-operated control valve,
a hydraulically operated main valve,
a leakage restrictor.
The electrical selector valve controls the normal and the manual mode of the door
hydraulic system.
When the solenoid is energized, it moves the control valve in a position which lets
the HP fluid operate the main valve. The pressure puts the main valve in its open
position and the HP fluid can pressurize the door hydraulic system (normal and/or
manual mode).
The leakage restrictor allows residual system pressure to drain into the return line.
Door Actuators 2502MJ and 2503MJ

The door actuators are attached between the actuator attachment fitting on the
door structure and the actuator beam of the f.uselage structure.
Usually, the door actuators extend in parallel and divide the total load of the cargo
door. If one door actuator fails, the other is sufficient to operate the cargo door with
the same performance.
Hand Pump 3009GM

The hand pump is installed on the Yellow ground service panel of the right, aft belly fairing. A pressure relief valve, installed on the pressure outlet of the handpump,
prevents too high pressure during the manual operation.
The check valve is installed in the supply line of the door hydraulic system.
Jun04/THTA

Level 3 B1 B2
52-30-17
Training Manual
A320 Family
Structures
52-30 Cargo Doors
Figure 14: Door Hydraulic System
Jun04/THTA

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52-30-18
Training Manual
A320 Family
Structures
52-30 Cargo Doors
Figure 15: Door Actuator Schematic
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Level 3 B1 B2
52-30-19
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Structures
52-30 Cargo Doors
Extension of the Door Actuator
Manual Closing Procedure (Again, two persons are needed)
With pressure on port A of the door actuator, its piston extends. When fully extended, the pawls on the piston end move around an internal lock. The pawls then
press the locking piston against the spring of the locking cylinder.
One person must turn the selector on the control panel to the Close position and
hold it during the whole procedure, whilst the other person must operate the hand
pump on the Yellow ground service panel.
When pressure to port A is shut off, the spring pressure operates the locking piston. The locking piston moves a small distance against the pawls and presses
them against the internal lock. Thus, the door actuator is mechanically locked in
its extended position and the pawls operate the target of the proximity switch with
a lever. The proximity switch sends a signal to the green indicator light 9MJ (BMJ)
on the control panel.
The operation of the selector on the control panel moves the manual selector
valve to the interim mode. The fluid pressurizes the door actuators on the extension side (port A).
Retraction of the Door Actuator

When pressure is applied to port B of the door actuator, the piston of the door actuator retracts. When the door actuator is in the extended locked position, the HP
fluid operates the locking piston against the spring. The pawls come free from the
internal lock and release the mechanical lock. At the same time, the target of the
proximity switch moves back. The door actuator is no longer mechanically locked
and the piston of the door actuator retracts.
When the cargo door is flush with the fuselage contour, stop to operate the hand
pump, release the selector and lock the door.
Locking Handle
The locking handle is installed near the left lower corner of each cargo door.
To lock the cargo door correctly, the locking handle must be: - in the horizontal position (LOCKED position), - in the recess of the handle flap.
Manual Opening Procedure

The manual opening (or closing) procedure of the FWD (AFT) cargo door is an alternative methode which is used:
if there is a failure in the electrical system,
if the electric pump fails.
UNLOCK the door (put door locking handle in unlocked position) For manual
door operation, two persons are necessary:
one must turn and hold the selector on the control panel to the Open position
during the whole procedure,
the other must operate the hand pump (yellow ground service panel).
The force which is necessary to move the hand pump lever increases suddenly
when the door actuators reach their extended/locked position. The manual opening procedure is complete when the selector on the control panel is released
(Green light illuminated).
Jun04/THTA
When the pressure is sufficient, the selector on the control panel moves to the fully
Close position. Then the manual selector valve is in the retraction mode to pressurize the door actuator on the retraction side (port B). The HP fluid releases the
mechanically locked door actuators which retract and move the cargo door in the
close direction.
Parts of the locking handle are the lever mechanism, the handle bearing and the
handle spring.
The lever mechanism operates the safety mechanism when the locking handle is
pulled from the recess. The special cam (part of the lever mechanism) prevents
the inboard movement of the locking handle when it is not in the horizontal position. The limit lever stops the travel of the locking lever.
The handle bearing operates the locking mechanism when the locking handle is
turned to the UNLOCKED position.
The handle spring keeps the lever mechanism in the overcenter position when the
locking handle is stowed in the recess. In this position, the target on the end of the
locking handle operates the proximity sensor 28WV (34WV).
The flap mechanism includes the spring-loaded handle flap and the linkage with
the related hook. The inboard movement ~f the handle flap operates the linkage
to disengage the hook from the locking handle. The hook safeties the locking handle when it is stowed in the recess.

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52-30-20
Training Manual
A320 Family
Structures
52-30 Cargo Doors
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52-30-21
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A320 Family
Structures
52-30 Cargo Doors
Figure 17: Limit Switches in Door Sill Area
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52-30-22
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Structures
52-30 Cargo Doors
Figure 18: Electrical Door Control - Logic
Jun04/THTA

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52-30-23
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A320 Family
Structures
52-30 Cargo Doors
Figure 19: Electrical Door Control System - Schematic
Jun04/THTA

Level 3 B1 B2
52-30-24
Training Manual
A320 Family
Bulk Cargo Door
Structures
52-30 Cargo Doors
Door Suspension And Balance Mechanism
General
Description
The bulk cargo - compartment door (bulk door) is installed on the lower right side
of the fuselage between FR60 and FR62. The bulk door is a manually operated
door and gives access to the bulk cargo - compartment. It opens to the inner side
and a hook arrester safeties it in the fully open position.
Its weight is 32.2 kg (71 lbs).
The bulk cargo door is of plug type design.
The bulk door is attached with two hinge arms on the related hinge fittings to the
fuselage.
The suspension of the Bulk door includes two hinge fittings and two hinge arms
with their dampers. The hinge fittings are riveted to the vertical spars of the door
structure. The hinge arms are attached to the hinge fittings and connected to the
fuselage door frame. These connections are made with pivot pins which are safetied in position with a screw and a tab washer. The dampers decrease the shockloads of the hinge fittings which can occur during the pressurization of the
fuselage.
Door Seal
The door seal, made of special rubber hose, is installed in the retainers, riveted on
the door structure. When the Bulk door is closed, the door seal is pressed on a
bulb section of the fuselage door frame. The cabin pressure inflates the door seal
to make a pressure - tight interface.
has a balance mechanism to decrease the force necessary to open the bulk door
to the inner side. This mechanism keeps the bulk door open so that it can not fall
down when it is not fully opened. The door handle mechanism operates the locking shaft which locks or releases the bulk door. The locking shaft also operates the
latch assy which safeties the bulk door in its fully open position.
A proximity switch of the door warning system monitors the locked condition of the
bulk door. This switch sends signal to the Electronic Centralized Aircraft Monitoring system (ECAM) which gives a warning in the cockpit.
Balancing Mechanism
The balance mechanism includes the torsion bar, the pre - load unit and the connection rod. All components are installed in the upper section of the Bulk door.
The connection rod is attached between the forward lever of the torsion bar and
the fuselage structure. The connection rod causes a tension of the torsion bar during the movement of the Bulk door in the open position. The preload unit includes
the flange bearing assy, the clamping sleeve and the clamping screw.
A pivot pin connects the rear lever of the torsion bar with the clamping sleeve.
The clamping screw sets the torsion bar in the preload condition.
Door Structure
A liquit drain device is installed in the lower beam between the seal and outer skin.
On ground, the drain opens to let the liquid out. During flight, the drain device closes because of differential pressure.
Jun04/THTA

Level 3 B1 B2
52-30-25
Training Manual
A320 Family
Structures
52-30 Cargo Doors
Figure 20: Bulk Cargo Compartment Door
Jun04/THTA

Level 3 B1 B2
52-30-26
Training Manual
A320 Family
Locking Mechanism
The locking mechanism is installed in the lower section of the Bulk door. Its primary components are the door handle mechanism, the locking shaft and the latch assy.
The door handle mechanism has the lever assy, the internal and external door
handles which are installed in the housing. The external door handle contains a
lock mechanism which keeps the handle in the recess of its housing. The spring
moves the external door handle from the recess if the mechanism is released.
The internal actuator pin of the extended handle engages with the slot of the lever
assy. Thus, the external door handle can operate the locking shaft only when it is
out of the recess. The internal door handle is connected directly to the lever assy,
but opposite to the external door handle.
A spring unit is installed between the lever assy and the door structure. It makes
sure that the lever assy is always in the overcenter position. The locking shaft includes the torque tubes, the shaft lever, the main lever and the barrel locks. The
two barrel locks engage with the latch spigots to lock the Bulk door in the closed
position. The latch spigots are on the door frame of the fuselage.
The pushrod connects the lever assy with the main lever to transmit the movement of the door handles to the locking shaft.
Structures
52-30 Cargo Doors
which turns the locking shaft. Thus, the front and rear barrel locks disengage from
their latch spigots and the Bulk door is manually movable. The operation of the external door handle causes the internal door handle to move also, but in the opposite direction. The disengaged rear barrel lock does not operate the springloaded
lever assy of the latch spigot. This causes its related target to operate the proximity switch 50WV which sends a signal to the ECAM system. Thus, the ECAM system gives a warning in the cockpit to tell that the Bulk door is not locked.
Put the internal or external door handle in the LOCKED position again.
This moves the locking shaft which operates the spring rod to safety the overcenter position of the hook. After the outboard operation, push the external door handle into its recess again. Then move the Bulk door manually inboards until the
hook engages with the hook arrester of the fuselage crossbeam. This operation
safeties the Bulk door in its fully open position.
Close Mode
To close the Bulk door from the external side, press the button of the external door
handle. This releases the handle lock mechanism and the external door handle
moves from the recess. This position makes sure that the external door handle
can operate the locking shaft. The internal door handle operates the locking shaft
directly.
To safety the Bulk door in the open position, the hook of the latch assy engages
with the hook arrester. The spring unit connects the hook with the shaft lever so
that the movement of the locking shaft operates the hook. The two barrel locks engage with the latch spigots and hold the Bulk door in the closed position. The latch
spigots are attached to the door frame of the fuselage. A spring strut is installed
between the lever assy and the door structure. It makes sure that the lever assy
is always in the overcenter position.
To release the opened Bulk door, put the internal or external door handle to its
OPEN position. This movement causes the lever assy to operate the pushrod
which turns the locking shaft. Thus, the spring unit operates the hook which disengages from the hook arrester. The balance mechanism prevents that the Bulk
door falls down if it is not safetied.
Operation
This operation moves the locking shaft so that the front and rear barrel locks engage with their latch spigots. During this movement, the rear barrel lock operates
the lever assy and its related target operates the proximity switch 50WV. This operation cancels the warning of the ECAM system in the cockpit.
Open Mode
To open the Bulk door from the external side, press the button of the external door
handle. This releases the handle lock mechanism and the external door handle
moves from the recess. This position makes sure that the external door handle
can operate the locking shaft. The internal door handle operates the locking shaft
directly but does not operate the retracted, external door handle.
Pull the Bulk door down into the door opening until it is in line with the fuselage
contour. Put the internal or the external door handle to the LOCKED position.
After the outboard operation, push the external door handle into its recess again.
To release the closed Bulk door, put the internal or the external door handle to its
OPEN position. This movement causes the lever assy to operate the pushrod
Jun04/THTA

Level 3 B1 B2
52-30-27
Training Manual
A320 Family
Structures
52-30 Cargo Doors
Figure 21: Bulk Cargo Compartment Door
Jun04/THTA

Level 3 B1 B2
52-30-28
Training Manual
A320 Family
Structures
52-30 Cargo Doors
CFDS Specific Page

The CFDS SYSTEM REPORT / TEST does not include the DOORS menu page.
The purpose of this module is to present the access to the LAST LEG REPORT,
the TROUBLE SHOOTING DATA and the TEST of the Landing Gear Control Interface Units in case of failure of cargo door proximity switches.
The cargo door proximity switches monitored by the LGCIUs are:
Handle proximity switches
Safety mechanism proximity switches
Lockshaft proximity switches.
Last Leg Report

The handle, safety mechanism and lockshaft proximity switches of the FWD and
aft cargo doors send a signal to the LGCIU 1 and 2.

The following items give a CFDS level 3 information (engineering maintenance).
The TSM 3 floppy disk has to be used for decoding the FAULT messages.
Test
During the LGCIU test the following components, belonging to the cargo doors,
are also tested:
Handle proximity switches
Safety mechanism proximity switches
Lockshaft proximity switches.
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Level 3 B1 B2
52-30-29
Training Manual
A320 Family
Structures
52-30 Cargo Doors
Figure 22: CFDS - Cargo Doors
Jun04/THTA

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52-30-30
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A320 Family
Structures
Jun04/THTA

Level 3 B1 B2
52-51-1
Training Manual
A320 Family
General
Structures
It is a normal system behavior that these lights may come on when the pressurization test of the fuselage is in progress. When the pressure decreases
these lights go off and the CDLS is operative again.
the amber FAULT indication light 22MQ and the LED's TOP, MID or BOT
STRIKE of the control unit 24MQ show that the applicable electrical.
The cockpit door is installed between FR13 and FR14 in zone 220 and divides the
cockpit from the passenger cabin. The cockpit door also has a Cockpit Door Lock
System (CDLS) to open it electrically.
Cockpit Door
Door Structure
The cockpit door is installed in the fixed partition between FR13 and FR14 (zone
220). It opens into the flight direction and a magnetic door stop keeps it in its fully
open position. The manually operated three latch mechanism keeps the cockpit
door in the closed position.
The cockpit door structure is a honeycomb core bonded between prepreg sheets.
An armoured plate with the same decor as the passenger cabin lining is installed
on each side of the door. The door has a cut-out section for the installation of a
door escape hatch.
Its top, center and bottom latch mechanisms engage with the electrical release
strikes installed opposite in the lavatory wall.
On the cockpit door there is an upper hinge which is attached with screws to the
cockpit structure. The bottom of the cockpit door has an attachment fitting which
engages with the cockpit floor structure.
In case of an emergency the cockpit crew can leave the cockpit through the door
escape hatch. They can manually open the hatch against the flight direction.
The Cockpit Door-Lock System (CDLS)

The cockpit door has an electro-mechanically operated release system (CDLS) for
the cockpit security. The cockpit door is in the locked condition when the CDLS is
energized with electrical.
If the CDLS is not energized with electrical power the cockpit door is in the unlocked condition.
The operation of the key pad 25MQ installed in the forward attendant panel 120RH
causes the buzzer 23MQ to operate. This tells the cockpit crew that a person requests access to the cockpit.
Furthermore a door handle and a spyglass are installed on the cockpit door.
Due to 'airworthiness' reasons it is not allowed to attach any additional rigid parts
or similar attachments to the reinforced cockpit door. The rigid parts and attachments can have a negative impact if the cockpit door opens during a rapid decompression.
Door Escape Hatch

The door escape hatch (referred to as hatch) is a honeycomb core bonded between prepreg sheets. Two aluminum plates with the same decor as the passenger cabin lining are installed on each side to prevent damage.
Furthermore, two pip-pin fittings are installed on the inner side of the hatch.
The toggle switch 26MQ on the center pedestal panel 119VU sends a signal to the
control unit 24MQ when it is in the UNLOCKED positon. The control unit 24MQ in
the overhead panel 20VU then produces an output signal. This signal de-energizes the solenoids of the three electrical release strikes so that the cockpit door is in
the unlocked condition.
The hatch is installed into the cut-out section of the cockpit door. The two pip-pins
engage with the related brackets of the door structure to keep the hatch in position.
If there is a sufficient loss of cabin pressure in the cockpit, pressure sensors in the
control unit 24MQ operate. Then the electrical release strikes de-energize and the
cockpit door is unlocked in the case of a rapid decompression.
The top, center and bottom latch mechanisms are installed on the inner side of the
cockpit door. The center latch mechanism has a spring-loaded D-ring assembly
which when turned, extends or retrats its internal latch tenon.
If a malfunction occurs in the CDLS the subsequent indication lights come on:
the amber FAULT indication light 22MQ and the LED's CHAN 1 or CHAN 2 of
the control unit 24MQ show that the applicable pressure sensor is unserviceable.
The adjustable tie-rods connect the three latch mechanisms together so that their
internal tenons move at the same time. The extended tenons engage with the
catch of the electrical release strikes so that the cockpit door is locked.
Jun04/THTA
The Three Latch Mechanism

Level 3 B1 B2
52-51-2
Training Manual
A320 Family
Structures
Figure 1: Component Location - Cockpit Door
Jun04/THTA

Level 3 B1 B2
52-51-3
Training Manual
A320 Family
Structures
Components of the Cockpit Door Lock System
The Electrical Release Strikes 30MQ, 31MQ and 32MQ
Indication Light 22MQ
The three electrical release strikes 30MQ, 31MQ and 32MQ are installed in the
lavatory side wall opposite to the door latch mechanisms.
The indication light 22MQ is installed in the COCKPIT DOOR panel 119VU of the
center pedestal.
Each electrical release strike has an aluminium housing in which the solenoid, the
plunger and the catch are installed.
The indication light 22MQ is divided into the OPEN legend and the FAULT legend.
The OPEN legend comes on in amber when the cockpit door is opened. The
FAULT legend also comes on in amber when there is a malfunction in the CDLS.
The solenoids have a pushing coil, a holding coil and one high energy spring:
the pushing coil pushes the plunger to the extended position
the holding coil holds the plunger in the extended position
the spring pulls the plunger to the retracted position, when the holding coil is
de-energized.
Key pad 25MQ

The key pad 25MQ is an electronic unit, installed at the forward attendant panel
120RH. There are two LED's (red and green) and twelve pushbutton switches with
the legends 0 thru 9, '*' and '#' on the front face.
The logic of the key pad is divided into the "Routine Access" and the "Emergency
Access". For the "Routine Access" you must enter the "#" pushbutton (or a numbered pushbutton plus the "#" pushbutton) to announce the access to the cockpit.
For the "Emergency Access" you must enter the numerical emergency entry code
and the "#" pushbutton.
The green LED comes on when the flight crew allows entry into the cockpit. The
red LED comes on when the flight crew does not allow entry into the cockpit.
Buzzer 23MQ
The electrical buzzer 23MQ is installed in the ceiling panel 211HC of the cockpit.
A signal from the control unit 24MQ operates the buzzer.
Toggle Switch 26MQ

The toggle switch 26MQ, installed in the COCKPIT DOOR panel 119VU is a three
position switch (UNLOCK, NORM and LOCK). The toggle switch is spring-loaded
so that it returns to the NORM position automatically.
The position NORM is the neutral position in which the closed cockpit door is automatically locked. In the UNLOCK position, the cockpit door is released so that
you can push it open. When you select this function it overrides or resets any previous operations. In the LOCK position the operation of the buzzer 23MQ and the
keypad 25MQ is cancelled. After a pre-selected time between 5 min. and 15 min.
the operation is possible again.
When the pushing coil and the holding coil are energized, the plunger extends and
puts a load on the high energy spring.
At the endstop, the pushing coil is de-energized and the holding coil holds the
plunger in the extended position.
When the holding coil is de-energized, the high energy spring retracts so that the
plunger moves quickly to the retracted position.
All electrical release strikes have a microswitch, which operates the solenoid when
it receives an applicable signal. Then, the plunger extends so that the catch is
blocked or it retracts so that the catch is free.
The center electrical release strike (31MQ) has an additional microswitch which
monitors the condition of the center latch mechanism. When its tenon does not engage with the catch this causes the OPEN indication light to come on.
Control Unit 24MQ

The control unit 24MQ is installed in the overhead panel 20VU. This panel has the
white legends CKPT DOOR CONT, the STRIKE TOP, MID and BOT and the
CHAN 1 and CHAN 2.
The control unit controls the logic (fault indications, time delays and door access
control) of the cockpit door lock-system. It has two internal pressure sensors which
trigger the fault logic if a rapid decompression in the cockpit occurs. This may also
occur when the pressurization test of the fuselage is in progress.
The microprocessor of the control unit receives signals from:
the toggle switch 26MQ
the key pad 25MQ.
The microprocessor sends a signal to operate:
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Level 3 B1 B2
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Training Manual
A320 Family
the buzzer 23MQ

the indication light 22MQ
Structures
the green or red LED of the key pad 25MQ

the solenoids of the three electrical release strikes 30MQ, 31MQ and 32MQ.
Figure 2: Component Location-Lock System in the Cockpit
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Training Manual
A320 Family
Operation
Structures
2. Opening of the Cockpit Door from the Cockpit Side
Normal Mode
NOTE: If the CDLS is not energized with electrical power the cockpit door is in the
unlocked condition. When you then push the cockpit door in the flight direction it
opens.
Lift and turn the D-ring of the center latch mechanism through 90 degrees so that
its internal, spring-loaded tenon retracts. At the same time, the related tie-rods operate the spring-loaded tenons of the top and bottom latch mechanisms. The tenons retract and disengage from the catches of the electrical release strikes and
you can open the cockpit door.
1. Routine Access into the Cockpit Door from the Cabin Side
Emergency Mode
Push the "#" pushbutton or enter a numbered pushbutton plus the "#" pushbutton
on the key pad 25MQ . Then the buzzer 23MQ comes on which tells the flight crew
that an access into the cockpit is requested.
1. Emergency Access into the Cockpit Door from the Cabin Side
When the flight crew sets the toggle switch 26MQ on the COCKPIT DOOR panel
119VU to the UNLOCK position this causes:
the control unit 24MQ to de-energize the solenoids of the electrical release
strikes 30MQ, 31MQ and 32MQ. Then the plungers retract so that they do not
block their catches.
the control unit 24MQ to send a signal to the key pad 25MQ so that its green
LED comes on.
The green LED on the key pad 25MQ shows that the cockpit door is unlocked and
access into the cockpit is available.
Push the cockpit door into the flight direction until the magnetic stop keeps it in its
fully open position. Then the amber OPEN indication light 22MQ on the COCKPIT
DOOR panel 119VU comes. This shows that the cockpit door is open.
119VU to the LOCK position this causes:
the control unit 24MQ to energize the solenoids of the electrical release strikes
30MQ, 31MQ and 32MQ. Then their plungers remain extended and block their
catches.
the control unit 24MQ to send a signal to the key pad 25MQ so that its red LED
comes on.
The red LED on the key pad 25MQ shows that the cockpit door is locked and an
access into the cockpit is rejected.
In this case the operation of the key pad 25MQ and the buzzer 23MQ is prevented
during a defined time (adjustable between 5min. and 15 min.).
The flight crew can cancel this function when they set the toggle switch 26MQ to
the UNLOCK position.
Jun04/THTA
Enter the selected, four digit code plus the "#" pushbutton on the key pad 25MQ.
This causes the buzzer 23MQ to come on continuously and the green LED on the
key pad 25MQ to flash. Furthermore the OPEN indication light 22MQ on the
COCKPIT PANEL 119VU flashes in amber.
When the flight crew does not operate the toggle switch 26MQ on the COCKPIT
DOOR panel 119VU within a defined time (between 15 sec. and 2 min) this causes:
strikes 30MQ, 31MQ and 32MQ. This causes the plungers to retract so that
they do not block their catches for 5 sec.
the control unit 24MQ to send a signal to the key pad 25MQ. This causes the
green LED to come on for 5 sec.
the OPEN indication light 22MQ to come on in amber for 5 sec.
the buzzer 23MQ to go off.
an access into the cockpit is possible.
fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
When the flight crew sets the toggle switch 26MQ within a defined time (between
15 sec. and 2 min) to the UNLOCKED position this causes:
strikes 30MQ, 31MQ and 32MQ. This causes their plungers to retract so that
they do not block their catches.
the control unit 24MQ to send a signal to the key pad 25MQ so that its green
LED comes on.
the buzzer 23MQ to go off.

Level 3 B1 B2
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Training Manual
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Structures
an access into the cockpit is possible.
fully open position. The OPEN indication light 22MQ on the COCKPIT DOOR panel 119VU comes on to show that the cockpit door is open.
119VU to the LOCK position within a defined time (adjustable between 15 sec.
and 2 min) this causes:
the control unit 24MQ to energize the solenoids of the electrical release strikes
30MQ, 31MQ and 32MQ. Then their plungers remain extended and block their
catches.
the control unit 24MQ to send a signal to the key pad 25MQ so that its red LED
comes on. This shows that the cockpit door is locked and an access into the
cockpit is not given.
In this case the operation of the key pad 25MQ and the buzzer 23MQ is prevented
during a defined time (adjustable between 5min. and 15 min.).
The flight crew can cancel this function when they set the toggle switch 26MQ to
the UNLOCK position.
2. Opening of the Cockpit Door from the Cockpit Side

its internal, spring-loaded tenon retracts. At the same time, the related tie-rods operate the spring-loaded tenons of the top and bottom latch mechanisms. The tenons retract and disengage from the catches of the electrical release strikes and
you can open the cockpit door.
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Structures
Figure 3: Schematic of the Cockpit Door-Lock System
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Difference Training Manual

A318 to A320 Family
Aircraft General
52-00 Cockpit Door
52 Doors - A318
52-00 Cockpit Door
attachment fittings together with a intrusion and penetration resistant (bullet proof)
door. It also has a Cockpit Door Lock System (CDLS) to open it electrically.
General
Figure 1: Cockpit Door General
The cockpit door divides the cockpit from the passenger cabin. It is installed to prevent or delay forced access to the cockpit from the cabin. It has reinforced door
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A318 to A320 Family
Aircraft General
52-00 Cockpit Door
Description
Door
The cockpit door opens into the flight direction and a magnetic door stop keeps it
in its fully open position.
The cockpit door structure is a honeycomb core bonded between prepregnated
sheets. Two aluminium plates with the same decor as the passenger cabin lining
are installed on each side to prevent damage.
On the cockpit door there is an upper hinge which is attached with screws to the
cockpit structure. The bottom of the cockpit door has an attachment fitting, which
engages with the floor structure.
It has a cutout section in the door sructure for the door escape hatch. The door
escape hatch sructure is the same as the door. There are two pip-pin fitting installed on the inner side of the hatch. the two pip-pins engage with the related
bracket of the door sructure to keep the hatch in position.
The manually operated three latch mechanism keeps the cockpit door in the
closed position. It is installed on the inner side off the cockpit door. It has a spring
loaded D-ring assembly, which extends or retracts the three latch tenons. The tenons engage with the catch of the electrical release strikes installed opposite in the
lavatory wall. A door handle and a spyglass are in the cockpit door.
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A318 to A320 Family
Aircraft General
52-00 Cockpit Door
Figure 2: Door Description
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52-00-3

A318 to A320 Family
CDLS
For cockpit security, the cockpit door is equipped with an electro-mechanically operated release system : the Cockpit Door Lock System (CDLS).
A keypad is installed on the Forward Attendant Panel (FAP) side.
Aircraft General
52-00 Cockpit Door
strikes, the related strike LED comes on and the amber fault light comes on, on
the cockpit panel.
Note : If a rapid decompression occurs, the door is blown open by the flow of air
through the aicraft.
On the front face there are two red and green LED and twelve pushbutton switches with the legend 0 to 9, ''*'' and ''#''.
A buzzer is installed in the ceiling panel of the cockpit. A signal from the control
unit operates the buzzer for a minimum of 2 seconds.
A toggle switch is installed in the cockpit door panel on the center pedestal. It is a
three position switch (UNLOCK,NORM and LOCK). It is spring loaded so that it
returns automatically to the NORM position. This is the neutral position in which
the closed cockpit door is automatically locked.
An indication light is installed on the cockpit door panel. The indication is an OPEN
legend and a FAULT legend. The OPEN legend comes on amber when the cockpit door is opened. The FAULT legend also comes on amber when there is a malfunction in the CDLS.
Three electrical release strikes are installed on the lavatory sidewall opposite the
door latch mechanism. Each of the electrical release strikes have a microswitch
which operates the solenoid when it receive a signal. Then, the plunger extends
so that the catch is blocked, or it retracts so that the catch is free. The center electrical release strike has an additional microswitch, which monitors the center latch
mechanism. When its tenon does not engage with the catch, this causes the
OPEN indication light to come on.
The control unit is installed on the overhead panel. It has the legend
CKPT DOOR CONT
STRIKE TOP, MID and BOT and
CHAN 1 and CHAN 2.
This unit manages the fault indications, time delays and door access control of the
Cockpit Door Lock System. It has two internal pressure sensors, which operate if
a rapid decompression occurs in the flight compartment. The microprocessor receives signals from the toggle switch and the keypad. It sends a signal to operate
the buzzer, the indication light, the green or red LED of the keypad and the solenoids of the electrical release strikes, (S50) If a fault occurs in the pressure sensors, the related CHAN 1 or CHAN 2 LED comes on, and the amber fault light
comes on, on the cockpit door panel. If a fault occurs in the electrical release
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A318 to A320 Family
Aircraft General
52-00 Cockpit Door
Figure 3: Cockpit Door Lock System (CDLS)
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52-00-5

A318 to A320 Family
Door Opening
fully open position. Then the amber OPEN indication kight on the cockpit door
panel comes on. This shows that the cockpit door is open.
Cabin to Cockpit
Push the ''#'' pushbutton or enter a numbered pushbutton plus the ''#'' pushbutton
on the keypad. Then the buzzer sounds to tell the flight crew that an access into
the cockpit is requested. If the flight crew sets the toggle switch to the UNLOCK
position.
The control unit energizes the solenoid of the release strikes. This causes the
plungers to retract so that they do not block the catches.
The control unit sends a signal to the keypad so that the green LED comes on.
It shows that cockpit door is unlocked and the access is available.The buzzer
stops.
Push the cockpit door into the flight direction until the magneic stop keeps it in is
fully open position. Then the amber OPEN indication light on the cockpit door panel comes on. This shows that the cockpit door is open.
If the flight crew sets the toggle switch to the LOCK position.
The control unit does not energize the solenoids of the release strikes. So the
plungers remain extended and block the catches.
The control unit sends a signal to the keypad so that the red LED comes on. It
shows that cockpit door is locked and the access to the cockpit is not given.
The buzzer stops.
In this case, the operation of the keypad and the buzzer is prevented during a specific time (adjustable between 5 and 15 min.). The flight crew can cancel this function if they set the toggle switch from LOCK position to the UNLOCK position.
Cabin to Cockpit (Emergency)

Enter the selected four digit code plus the ''#'' pushbutton on the keypad.. This
causes the buzzer to come on continuously and the green LED to flash. The Open
indication light on the cockpit panel flashes in amber.
If the flight crew does not operate the toggle switch whiting a specific time (Between 15 s and 2 min) :
The control unit energizes the solenoids of the release strikes. This causes the
plunger to retract so that the do not block the catches for 5s.
The control unit sends a signal to the keypad so that the green LED comes on
for 5s. The green LED shows that the cockpit door is unlock and access is possible.
The OPEN indication light comes on amber for 5 s.The buzzer stops.
Mar04/THTA
Aircraft General
52-00 Cockpit Door
If the flight crew sets the toggle switch to the UNLOCK position within a specific
time (between 15 s and 2 min).
The control unit energized the solenoids of the release strikes. This causes the
plungers to retract so they do not block the catches for 5s.
The control unit sends a signal to the keypad. This causes the green LED to
comes on. The green LED shows that the cockpit door is unlocked and acces
is possible.The buzzer stops.
fully open position. Then the amber OPEN indication light on the cockpit door panel comes on. This shows that the cockpit door is open.
If the flight crew sets the toggle switch to the LOCK position within a specific time.
The control unit does not energize the solenoid of the release strikes. So the
plungers remain extended and block the catches.
The control unit sends a signal to the keypad so that its red LED comes on. It
shows that cockpit door is locked and the acces to the cockpit is not given.The
buzzer stops.
In this case, the operation of the keypad and the buzzer is prevented during a specific time (adjustable between 5 and 15 min). The flight crew can cancel this function is they set the toggle switch from LOCK position to the UNLOCK position.
Cockpit to Cabin
its internal spring-loaded tenons retract. The tenons are disengaged from the
catches and the cockpit will open.
Cockpit to Cabin (Emergency)

its internal spring-loaded tenons retract. Because the tenons are disengaged from
the catches of the electrical release strikes and you can open the cockpit door.
If the door cannot be opened normally, you can remove the door escape hatch :
Disengage the two pip-pins from the pip-pin brackets of the cockpit door to release the door escape hatch.
Then push it to the rear direction so that the cutout section of the cockpit door
is free.

52-00-6

A318 to A320 Family
Aircraft General
52-00 Cockpit Door
Figure 4: Door opening
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Mar04/THTA

Aircraft General
52-00 Cockpit Door
52-00-8
Training Manual
A320 Family
Fuselage
53-00
53 Fuselage
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53-00-1
Training Manual
A320 Family
Fuselage
53-00 General
53-00 General
The fuselage, which has a blended double - bubble cross section, employs a conventional type of skin, stringer and frame construction except in the nose section
where frames at reduced pitch are used without stringers. Skin thickness variations are produced by chemical or mechanical machining and the stringers are attached by rivets. Damage - tolerant characteristics of the pressure shell are
achieved by design features such as fuII frame to skin cleating, the use of Iocal
crackstoppers, and of heavier machined members by duplication, in association
with appropriate stress Ievels and material selection.
A central keel structure maintains fuselage shear and bending continuity over the
wing centre section cutout. The rear pressure bulkhead ring frame supports the
forward fin spar. Behind the rear fin attachment frame a cutout is provided at midfuselage Ievel to accomodate the central box of the variable incidence horizontal
stabilizer. The tailcone, which houses the APU is mounted behind the horizontal
stabilizer pivot frame.
AII areas of the fuselage are pressurized except for the radome, the rear fuselage
section aft of frame 70, the nose Ianding gear bay and the Iower segment of the
centre section (section 15). FuII provision is made for rapid decompression in the
event of damage to the pressurized fuselage.
For structural ease of production or transportation reasons, the fuselage is manufactured in six structural sections, the joints occuring at frames 24, 35, 47, 64 and
70.
Section 11 / 12 Forward Nose Fuselage
Section 13 / 14 Forward Centre Fuselage
Section 15 Centre Fuselage
Section 16 / Aft Centre Fuselage
Section 18 Aft Fuselage
Section 19 Forward Tailcone.
Section 19.1 Aft Tailcone
The following chapters describe, with illustrations, the fuselage in more details.
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53-00-2
Training Manual
A320 Family
Fuselage
53-00 General
Figure 1: Section Reference Numbers
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53-00-3
Training Manual
A320 Family
Jun04/THTA

Fuselage
53-00 General
Level 3 B1 B2
53-00-4
Training Manual
A320 Family
Fuselage
Jun04/THTA

Level 3 B1 B2
53-10-1
Training Manual
A320 Family
Fuselage
Nose Fuselage (Section 11/12)

This section of the fuselage (frame 1 to 24) contains in its upper forward region the
flight deck and aft of that the entrance area of the forward passenger and service
door.
The Iower region contains the nose Ianding gear bay, the electrics and avionics
bay.
There are no stringers in this section but the frames are pitched at about half that
of the typical pitch in the main fuselage. The aluminium alloy skin panels are
chemically milled.
The skin panels below and above the centre windshield are made of titanium to
provide a good protection against bird impact.
Frames of this section are formed of sheet metal except in the Iower region where
the frames are machined from plate. The nose Ianding gear bay box is Iocated between frames 9 and 20, it consists of integrally machined panels. A jacking point
is provided at the aircraft centre Iine between frames 8 and 9.
Frame 1 provides attachment for the machined flat front pressure bulkhead and
mounting for the radome.
Between frames 16 and 20, below the floor structure, space and structural provisions are made for installation of the optional airstairs.
Jun04/THTA

Level 3 B1 B2
53-10-2
Training Manual
A320 Family
Fuselage
Figure 1: Forward Fuselage - Design Description
Due of bird impact
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53-10-3
Training Manual
A320 Family
Fuselage
Forward Fuselage (Section 13/14)

This region of the fuselage Iies between frames 24 and 35. It contains the front
part of the passenger cabin and beneath the cabin floot; the forward cargo compartment. It has, on the RH side, the forward cargo door.
This section is of conventional semi monocoque construction consisting primarily
of chemical miIIed skin panels, frames and stringers formed from sheet metal. The
ends of the cabin floor cross beams are attached to the frames, supported on each
side of the cargo compartment by extruded aluminium alloy struts. In the Iower region of each frame an aluminium aIIoy structure is installed to support the cargo
floor. The fuselage frames are arranged at regular intervals of 533,3 mm (21 in).
The standard frames have a common Z shaped section made from formed sheet
which provides a continuous structural member attached to the skin and stringers
by sheet metal cleats.
Jun04/THTA

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Training Manual
A320 Family
Fuselage
Figure 2: Forward Fuselage
Jun04/THTA

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53-10-5
Training Manual
A320 Family
Jun04/THTA

Fuselage
Level 3 B1 B2
53-10-6
Training Manual
A320 Family
Fuselage
Jun04/THTA

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53-30-1
Training Manual
A320 Family
Fuselage
Centre Fuselage (Section 15)

This region of the fuselage is Iocated between frames 35 and 47. It provides part
of the cabin together with the integration structure for the wing centre box. Beneath the cabin floot; it comprises the air conditioning, hydraulic and main Ianding
gear bay in conjunction with a belly fairing. The zone beneath the cabin floor is unpressurized the actual pressure boundary being formed by the upper skin panels
of the centre wing box and a pressure diaphragm extending from the wing box to
frame 46 above the main Ianding gear bay. The forward pressure boundary is
formed by the Iower region of frame 35, and the aft boundary is formed by an inclined pressure bulkhead installation as lower part of frame 46.
Frames
The frames are arranged at regular intervals of 533A mm (21 ins) except in the
emergency exits area. Typical frames between 35 and 47 are machined except in
their upper region where they are formed from sheet metal.
Frames 36 and 42 belong to the centre wing box section 21.
Skins and Stringers

The upper shell skin panels to the Ievel of the window frames and the lower side
skin shells are chemically milled, with riveted stringers.
The emergency exit panels are chemically milled, with riveted stringers.
The main Ianding gear bay panels are chemically miIled, with externally riveted
stringers.
Longitudinal structural continuity of the lower fuselage is maintained by a keel
beam which transmits the overall fuselage bending Ioads. This beam is a box stiffened by internal ribs, which also provides attachment points for the landing gear
bay doors and door actuators. The beam is attached to frames 35 and 46/47 and
to the lower part of the centre wing box.
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Level 3 B1 B2
53-30-2
Training Manual
A320 Family
Fuselage
Figure 1: Centre Fuselage - Lower Part
To carry the bending loads
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Training Manual
A320 Family
Fuselage
Figure 2: Central Fuselage - Design Description
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Training Manual
A320 Family
Fuselage
Figure 3: Centre Fuselage Belly Fairing
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53-30-5
Training Manual
A320 Family
Jun04/THTA

Fuselage
Level 3 B1 B2
53-30-6
Training Manual
A320 Family
Fuselage
53-40 Rear Fuselage
53-40 Rear Fuselage
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53-40-1
Training Manual
A320 Family
Aft Fuselage (Section 16/17 and 18)
The constructional principles are similar to those of the forward fuselage.
This part of the fuselage Iies between frames 47 and 70. To ease production this
part is divided into two sections and jointed together at frame 64.
The forward component (designated as section 16/17), contains part of the passenger cabin and beneath the cabin floor the aft cargo compartment with the associated cargo door.
Jun04/THTA
Fuselage
53-40 Rear Fuselage
The rear region (section 18) of the aft fuselage contains the rearmost part of the
passenger cabin. It incorporates the LH passenger door and the RH service door.
The fuselage frames are arranged at irregular intervals between 497 mm and 584
mm (20 in and 23 in).
Frame 66 and 68 which form part of the door surrounding structure of the rear
doors are curved in their plane to match the side shapes of the doors.

Level 3 B1 B2
53-40-2
Training Manual
A320 Family
Fuselage
53-40 Rear Fuselage
Figure 1: Fuselage Section 16 / 17 / 18
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Training Manual
A320 Family
Jun04/THTA

Fuselage
53-40 Rear Fuselage
Level 3 B1 B2
53-40-4
Training Manual
A320 Family
Fuselage
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Training Manual
A320 Family
Tailcone (Section 19)

This section comprises the unpressurized part of the rear fuselage aft of frame 70.
lt also includes the mounting structure for the fin and horizontal tailplane and houses the Auxiliary Power Unit (A.P.U.).
For the purposes of description it can be divided into two main sections:
The section between frames 70 and 77.
The section aft of frame 77.
Fuselage
The upper and Iower sections of the machined frame include lugs for the attachment of the vertical side members and those for the tail cone attachment.
Within these arches there is a bracing structure which is connected to extensions
on the frame segments. The vertical side members which carry the main hinge
bearings of the tailplane are duplicated and detachable.
There is a central tubular bracing structure which transfers side load from the tailplane into the upper and lower bracing structure.
Section between frames 70 and 77

This section provides the mounting structure for the fin and tailplane and is of conventional monocoque design, consisting of skin, riveted stringers and frames.
The machined frame 70 supports the rear pressure bulkhead which is designed
as a pressure diaphragm, made in four segments and having eight radial stiffeners.
Between frames 71 and 72 and stringers 27 and 32 on the right hand side is a door
for access into this region of the fuselage.
Fin Attachment Structure

The fin attachment fittings are Iocated on frames 70, 72 and 74. They consist of
six fail safe yokes which transmit the fin Ioads via shear bolts into the fuselage
frames. This attachment structure is such that should there be a failure of any bolt
or fitting the fail safety of the structure is ensured.
Two fittings form a mounting assembly for each fin spar at the frame.
The upper segments of the fin Ioad carrying frames are made of integrally machined plates, the lower segments being fabricated from sheet metal.
Tailplane Attachment Structure

The fuselage region between frames 73 and 77 houses the trimming tailplane.
Between frames 74 and 77 there is a Iarge cut-out for this purpose surrounded by
machined beams. A system of diagonal struts is provided on the horizontal plane
in the upper and lower areas of the cut-out to increase the rigidity of this open section.
Frame 77 carries the tailplane hinge bearing and lateral load fittings. lt also incorporates four lugs for the attachment of the removable tail cone unit.
Jun04/THTA

Level 3 B1 B2
53-50-2
Training Manual
A320 Family
Fuselage
Figure 1: Section 19 Frame 70 to 77 / Rear Pressure Bulkhead
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Training Manual
A320 Family
Fuselage
Figure 2: Rear Fuselage - Design Description
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Training Manual
A320 Family
Fuselage
Section Aft of Frame 77

This section of the fuselage forms the removable tail cone. lts principle function is
to provide a mounting and housing for the APU. lt incorporates in its lower region
the APU air intake and access doors which allow for the mounting, dismantling
and inspection of the APU.
This compartment is locally designed to inhibit an accidental fire. Fire walls are
made of titanium and this region of the compartment is double skinned, the inner
titanium skin being separated from the outer aluminium alloy skin.
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A320 Family
Fuselage
Figure 3: Rear Fuselage - Design Description
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Training Manual
A320 Family
Nacelles / Pylon
54-00
54 Nacelles / Pylon
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Training Manual
A320 Family
Nacelles / Pylon
The aft pylon to wing junction is provided by two shackles which are connected to
an attach fitting secured on the wing and the attachment at the rearmount pylon
rib.
The engine mounting pylons are convertible to accept the CFM 56 or V2500 engines.
Engine to Pylon Attachments
The role of the pylon on each wing is:

To support the engine;
To transmit the loads to the outer wing box;
To support and route systems between the nacelle and the wing.
The forward attachment is via a pyramidal shaped mounting. This mounting is attached to the face of rib 1 and, at its forward end, picks up the front spigot of the
engine. This spigot transmits longitudinal and Iateral loads, where as tension bolts
carry the vertical loads.
Each pylon is a box type structure, cantilevered from the wing box with statically
determined attachments. It consists of a main frame, auxiliary structure and main
auxiliary attachment fittings. All engine cowls are attached to the main frame.
The convertable rear attachments transmit the lateral and vertical loads to rib3 for
the CFM 56 and rib4 for the V 2500 engines by means of four tension bolts which
go through an intermediate double fitting.
Pylon and pylon fairings are interchangeable between aircraft at the same position.
Main Frame
The main frame consists of a fail-safe box, it is composed of main elements supporting loads and secondary elements reinforcing the box.
The main elements form the resistant frame to which are connected pylon-to-wing
and pylon-to-engine attachment. The frame comprises:
Four monobloc main ribs (rib 1, rib 3, rib 4 and rib 10);
Two upper spars;
A Iower cap.
Two panels covering the side faces of the frame form the box. The secondary elements which include the six secondary ribs.
Pylon to Wing Attachment

The forward attachments consist of inner and outer triple lugged titanium fork attachments to rib 4, each of which is made in two parts such that each part has a
double lug. These lugs are bolted to two sets of twin links which are bolted to two
pairs of fittings which are attached to the front wing spar.
lmmediatly behind this joint there is a bearing which transmits longitudinal and Iateral loads to a titanium spigot forging which is bolted through the lower wing skin
to the forward attachment fittings.
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Training Manual
A320 Family
Nacelles / Pylon
Figure 1: Pylon
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Training Manual
A320 Family
Nacelles / Pylon
Figure 2: Convertible Pylon Primary Structure
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Training Manual
A320 Family
Nacelles / Pylon
Figure 3: Forward Pylon to Wing Attachment
Jun04/THTA

Level 3 B1 B2
54-00-5
Training Manual
A320 Family
Nacelles / Pylon
Nacelles
Auxiliary Structure
The auxiliary structure houses most of the system components.
It is divided into three sections:
The forward section provides the aerodynamic profile between the engine nose
cowl upper section and the wing Ieading edge;
The centre section provides junction between the main frame and the wing Iower surfaces;
The aft section improves the aerodynamic contour.
Nacelles
The hinged cowls are of composite type of construction with the exception of the
inlet cowl Iip and the exhaust nozzle, which are metallic parts.
Jun04/THTA

Level 3 B1 B2
54-00-6
Training Manual
A320 Family
Nacelles / Pylon
Figure 4: Engine Nacelles - CFM 56 - 5 Engine
Jun04/THTA

Level 3 B1 B2
54-00-7
Training Manual
A320 Family
Nacelles / Pylon
Figure 5: Engine Nacelles - IAE V2500
Jun04/THTA

Level 3 B1 B2
54-00-8
Training Manual
A320 Family
Stabilizers
55-10
55 Stabilizers
Jun04/THTA

Level 3 B1 B2
55-10-1
Training Manual
A320 Family
Stabilizers

The tailplane is composed of a main box, a removable Ieading edge, rear shroud
panels, two elevators and a tip fairing. The tailplane is of the trimming type in a
range of +4 and -13.5.
The main box structure comprises two swept back boxes with a centre kink joint
at rib. 1.
The main box is of carbon fibre composite design it has two spars respectively Iocated at 23% and 52% chord.
The skins are stiffened by stringers and thirteen solid Iaminate ribs.
The centre titanium joint includes a supporting structure in the forward end for the
trunnion nut of the trimming actuator. The ribs n 3 support the fuII Iaminate fittings
at the rear spar for the hinge bearings of the tailplane.
The removable Ieading edge is of carbon fibre skin with nomex reinforcement supported by solid Iaminated ribs and is divided in three spanwise sections. It is fitted
to the outer top and bottom flanges of the front spar by means of titanium fasteners. The forward portion of the Ieading edge is reinforced for hail and bird impact
protection.
The shrouding aft of the rear spar is manufactured from plastic material (Nomex
core, carbon fibre faced). Within the shrouds are mounted the carbon fibre Iaminated elevator hinges, the elevator servos as weII as hydraulic piping and control
Iinkages. In the area that requires periodic maintenance the shrouding has hinged
inspection panels.
The tips of the tailplane are of metal construction. They are bolted to the end ribs
of the tailplane box.
The elevator is a monolithic box similar in principle to the rudder, composed of a
fuII Iaminated carbon fibre spar and carbon fibre with Nomex core sandwich panel
assembly. The elevator trailing egde is of aluminium sheet material construction.
Jun04/THTA

Level 3 B1 B2
55-10-2
Training Manual
A320 Family
Stabilizers
Figure 1: Horizontal Stabilizer
Jun04/THTA

Level 3 B1 B2
55-10-3
Training Manual
A320 Family
Jun04/THTA

Stabilizers
Level 3 B1 B2
55-10-4
Training Manual
A320 Family
Stabilizers
Jun04/THTA

Level 3 B1 B2
55-30-1
Training Manual
A320 Family
Stabilizers
The fin comprises a main box, a removable Ieading edge, rear shrouds, a tip and
single unit rudder.
The fin box is of carbon fibre composite design. It has a front and rear spar and an
additional short centre spar between the fin root and rib 2. This design has been
chosen for fail safety and at Ieast weight.
Both, the Ieft and right hand panels are fabricated from integrated skins, stringers,
spar caps, rib cleats and fully Iaminated fuselage attachment Iugs. The thicknesses of the skins, the stringer flanges and webs are determinated by the stress distributions from the various Ioading cases.
The fin is attached to the fuselage by means of double attachment fittings positioned at fuselage frames 70, 72 and 74. The attachments consist of a pair of Iugs
connected to the fuselage fittings by fail safe shear bolts to carry the vertical Ioads
and a pair of fail safe transverse rods to carry the Iateral Ioads.
The removable Ieading edge is made in three spanwise sections to ease handling
of individual parts and thus replacement procedures. It is of sandwich type construction. The front part is reinforced for hail and bird impact protection.
The outer fibre Iayer is coated with a special paint to prevent erosion and for static
discharge. The Ieading edge section is attached to main box front spar.
A dorsal fin of glass fibre sandwich construction forms the interface of the fin Ioading edge to the fuselage contour and provides the continuity of the fin to fuselage side fairings.
The shrouds aft of the main box rear spar are manufactured from plastic honeycomb material. Rudder hydraulics, control servos, rods and hinge fittings are located within these shrouds.
The tip of the fin consists of sandwich construction and is bolted to the top rib of
the fin main box.
The rudder is designed as a single unit with a maximum deflection of 30 to each
side. It is attached to the fin box via seven hinges and is operated by three hydrauilc servos. The composite rudder hinges are accessible through inspection
panels. The bearings can be replaced without removing the rudder.
The rudder is manufactured from honeycomb carbon fibre composite faced material. It consists mainly of one front spat; two side panels with integrated leading
edge and a top and bottom closing rib.
Jun04/THTA

Level 3 B1 B2
55-30-2
Training Manual
A320 Family
Stabilizers
Figure 1: Vertical Stabilizer
Jun04/THTA

Level 3 B1 B2
55-30-3
Training Manual
A320 Family
Jun04/THTA

Stabilizers
Level 3 B1 B2
55-30-4
Training Manual
A320 Family
Windows
56-10
56 Windows
Jun04/THTA

Level 3 B1 B2
56-10-1
Training Manual
A320 Family
Windows
Windshield
The cockpit windows consist of two windshields, two sliding windows and two fixed
windows.
Each windshield is installed directly into the aircraft structure.
The cockpit window arrangement ensures maximum visibility with a minimum

glazed area, protection against bird impact and adequate ice, rain and mist protection.
The windshield is made of layers of laminated glass and acrylic glass, so as to

withstand hail and bird impacts.
Figure 2: Cockpit Windshield
Figure 1: Cockpit Windows
Jun04/THTA

Level 3 B1 B2
56-10-2
Training Manual
A320 Family
Windows
Figure 3: Windshield Installation
Jun04/THTA

Level 3 B1 B2
56-10-3
Training Manual
A320 Family
Windows
Figure 4: Sliding Window
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Level 3 B1 B2
56-10-4
Training Manual
A320 Family
Windows
56-21 Cabin Windows
56-21 Cabin Windows
Jun04/THTA

Level 3 B1 B2
56-21-1
Training Manual
A320 Family
The cabin windows are installed along the fuselage sides between the frames.
The outer surface of the window is in line with the outer surface of the fuselage.
Windows
56-21 Cabin Windows
Figure 1: Cabin Window
The cabin window is made up of an inner pane, an outer pane and a seal.
The window panes are made of stretched acrylic.
A vent hole through the inner pane lets the cabin pressure into the space between
the inner and outer panes. The vent hole has to be at the bottom when the cabin
window is installed.
The cabin window is attached to the window frame with a retainer, eye-bolts and
nuts.
Jun04/THTA

Level 3 B1 B2
56-21-2
Training Manual
A320 Family
Windows
56-21 Cabin Windows
Figure 2: Cabin Window
Jun04/THTA

Level 3 B1 B2
56-21-3
Training Manual
A320 Family
Jun04/THTA

Windows
56-21 Cabin Windows
Level 3 B1 B2
56-21-4
Training Manual
A320 Family
Wings
57-00
57 Wings
Jun04/THTA

Level 3 B1 B2
57-00-1
Training Manual
A320 Family
57-00 Wings
The center wing has attachment for the left and right outer wings at the left RIB 1
and right RIB. The centerwing box has an integral fuel tank. Access to this fuel
tank is through the 2 access doors in the frame 42.
The aircraft wing is a continuous structure which goes through the fuselage between frames 36 and 42. It is made in three parts:
the center wing box (zone 140)
the left outer wing (zone 500)
the right outer wing (zone 600)
The center wing box is part of the fuselage and gives attachment points for the
cantilevered outer wings. Each outer wing has a wing box, leading edges and trailing edges and a wing tip. The leading edge has attachments for the slats and the
trailing edge has attachments for the main landing gear, aileron, flaps and spoilers.
A wingtip fence is installed on the wingtip.
The main Component of the wing are:
The center wing
the outer wing
the wing box
the wing tip
the leading edge and leading edge devices
the trailing edge and trailing edge devices
the aileron
the spoilers
Each outer wing includes:

the wing box
the wing tip
the leading edge and the leading edge devices
the trailing edge and the trailing edge devices.
Wing Box
The main structure of each outer wing is the wing box which tapers from the wing
root to the wing tip. Its front and rear spars extend from RIB 1 to RIB 27. The rear
spar is made in three parts and has joints at RIB 6 and RIB 22. The wing box has
27 ribs. The ribs are continuous between the front and the rear spars. The top surface of the wing box has two skin panels, and the bottom surface has three panels.
Each of the wing panels extends forward of the front spar and aft of the rear spar.
The wing box makes an integral fuel tank and a vent surge tank. 21 access panels
in the lower skin give access to the fuel tank and the vent surge tank.
The centre section of the wing extends from L / H RIB 1 to R / H RIB 1 across the
width of the fuselage between frame 36 and 42 and forms an integral fuel tank.
Jun04/THTA
Outer Wing
The leading and the trailing edge structures attach to these projections and to the
front and rear spars. Stringers give strength to the top and the bottom skin panels.
Centre Wing Box
Center wing box includes:

the front and rear spar (at frames 36 and 42)
the upper and lower skin panels
the two main frames (frames 36 and 42)
a set of 54 integral carbon fibre rods
the left RIB 1 and right RIB 1
Wings
57-00 Wings
The wing box also has attachments for:

the leading edge and the leading edge devices
the wing tip and the wingtip fence
the trailing edge and the trailing edge devices
the engine mounting pylons
the main landing gear.

Level 3 B1 B2
57-00-2
Training Manual
A320 Family
Wings
57-00 Wings
Figure 1: Wing Fixed Structure - Wing Box Structure
Wing Box Structure: Structural Arrangement

1 - Skin plating
2 - Ribs
3 - Strips, closing plates and seals
4 - Spars
5 - Main gear support structure complete
6 - Stringers and stiffeners
Jun04/THTA

Level 3 B1 B2
57-00-3
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A320 Family
Wing Components
Wings
57-00 Wings
the trailing - edge support structures.
The wing tip is installed at Rib 27. The wingtip fence attaches to the outboard end
of the wing tip.
The trailing edge devices are:

the two trailing edge flaps
the aileron
the five spoilers.
Leading Edge and Leading Edge Devices
Trailing Edge Flaps
The leading edge assembly is forward of the front-spar of the wing-box.
The inboard and the outboard flaps are installed on the trailing edge of the wing.
The inboard flap is between RIB 1 and RIB 9 and the outboard flap is between RIB
9 and RIB 22.
Wing Tip
It includes the inboard and the outboard leading - edge assemblies and the top
and the bottom panels. The inboard and outboard leading - edge assemblies have
their D - noses and panels installed on ribs which attach to the front spar. The holddown devices and the rotary actuators (for Slat 1 tracks 2 and 3) are on other ribs.
The leading edge devices are the five slats.
Leading Edge Slats
Aileron
The aileron is installed on the trailing edge of the wing, between RIB 22 and RIB
27.
Spoilers
The leading edge slats are installed on the wing as follows:

Slat 1 is between RIB 2 and RIB 7
Slat 5 is between RIB 22 and RIB 27.
There are five spoilers installed on the upper surface of each wing, forward of the
trailing edge flaps. Spoiler 1 is installed between RIB 5 and RIB 9. Spoilers 2 thru
6 are installed between RIB 10 and RIB 22.
Materials
Trailing Edge and Trailing Edge Devices
The outer - wing main - box structure and the slats are made of high - grade aluminium alloys.
The trailing edge structure is aft of the rear spar of the wing box and includes the
inner, mid and outer rear - spar trailing - edges.
The ailerons, flaps, spoilers and fairings are made of Carbon Fiber Reinforced
Plastic (CFRP).
The inner rear - spar trailing - edge includes:

the shroud box
the overwing panel
the fixed shroud
the underwing panel.
Titanium alloys and steel alloys are used where necessary.
The mid and outer rear - spar trailing - edges include:

the hinge ribs
the intermediate ribs
the actuating - cylinder brackets
the top and bottom panels
Jun04/THTA

Level 3 B1 B2
57-00-4
Training Manual
A320 Family
Wings
57-00 Wings
Figure 2: Wing Sections - Design Description
Jun04/THTA

Level 3 B1 B2
57-00-5
Training Manual
A320 Family
Wings
57-00 Wings
A 319 / 321 Wing Main Data
A 321 Wing Main Data
Wing - Geometry
Wing - Geometry
Wing reference area ...... .............................122.40 m2 (1318.00 ft2)
Wing reference area ......................................126.0 m2 (1318.00 ft2)
Aerodynamic mean chord ... ....................................4.19 m (13.74 ft.)
Aerodynamic mean chord ... ........................ ..............4.34 m (14.23 ft.)
Geometric mean chord...... .....................................3.62 m (11.87 ft.)
Geometric mean chord..............................................3.76 m (12.33 ft.)
Span ..................... ......................................33.91 m (111.25 ft.)
Span ............................................................34.1 m (111.87 ft.)
Aspect ratio ............. ..........................................................9.40
Aspect ratio ......................................................................9.10
Taper ratio (tip chord/root chord)..................................................0.25
Taper ratio (tip chord/root chord)..................................................0.24
Root chord................ ........................................6.07 m (19.91 ft.)
Root chord........................................ ...............6.26 m (20.53 ft.)
Kink chord................ .........................................3.76 m (12.33 ft.)
Kink chord........................................................ 3.94 m (12.92 ft.)
Tip chord................. ..........................................1.50 m (4.92 ft.)
Tip chord...........................................................1.50 m (4.92 ft.)
Sweep angle (25%)......... .........................................24 deg. 58 min.
Sweep angle (25%)..................................................24 deg. 58 min.
Relative thickness:
Relative thickness:
- root ................... ........................................................15.15%
- root ........................................................................14.70%
- kink ................... .........................................................11.75%
- kink .........................................................................11.20%
- tip .................... ........................................................10.84%
- tip ..........................................................................10.84%
Root-wing setting ........ ...............................................3.66 degrees
Root - wing setting ........ .............................................3.66 degrees
Dihedral of wing reference plane.........................................5.11 degrees
Dihedral of wing reference plane..........................................5.11 degrees
Dihedral of trailing edge inboard of kink..................................8.65 degrees
Dihedral of trailing edge inboard of kink...................................8.65 degrees
Dihedral of trailing edge outboard of kink ..........................5.35 degrees
Dihedral of trailing edge outboard of kink ................................5.35 degrees
Jun04/THTA

Level 3 B1 B2
57-00-6
Training Manual
A320 Family
Wings
57-00 Wings
Figure 3: Wing Main Datas
Jun04/THTA

Level 3 B1 B2
57-00-7
Training Manual
A320 Family
Jun04/THTA

Wings
57-00 Wings
Level 3 B1 B2
57-00-8
Training Manual
A320 Family
Wings
57-10 Center Wing
57-10 Center Wing
Jun04/THTA

Level 3 B1 B2
57-10-1
Training Manual
A320 Family
Wings
57-10 Center Wing
Center Wing Box
Upper and Lower Skin Panels
The center wing box is installed in the fuselage between the frames FR 36 and FR
42.
The inner face of the upper skin panel is strengthened by seventeen transverse
stiffeners. Six longitudinal beams are secured to the outer face; they stiffen the
wing center box and support the cabin floor.
It provides the cantilever attachment for the wings, distributes their load in the fuselage and can form an optional integral fuel tank.
The wings of the aircraft are attached to the box by the left and right RIB 1.
Access for maintenance to the center wing box is through two triangular openings
in the rear spar secured to frame FR 42.
The lower skin panel of the center wing box is fitted out to house the fuel tank
pumps. (TX - Valves on A321)
The main structure comprises:
two forward and rear spars
two frames FR 36 and FR 42
an upper skin panel
a lower skin panel
six rod assemblies
two ribs RIB 1 left and right
ten frame support assemblies (left and right).
The lower skin panel consists of three panels:

a forward panel
a center panel
a rear panel.
The lower skin panel comprises:
thirteen T stiffeners including two joint fittings:
joint fitting STGR 8 provides the joint between the forward panel (STGR 1
to STGR 8) and the center panel (STGR 8 to STGR 11).
joint fitting STGR1 1 provides the joint between the center panel and the
rear panel (STGR 11 to STGR 15).
an inner pump bracket fitted with two outer pump brackets and blank fittings for
the fuel pump
a forward angle section which provides the joint between the front spar and the
lower skin panel.
Spars
The front spar consists of a core made up of six vertical stiffeners on the outer
face, four horizontal stiffeners on the inner face, an angle section which connects
the spar to the upper skin panel and a flexible formed section which provides a
seal between the center wing box and the pressure bulkhead.
The rear spar comprises a core machined from a drop forging.
Frames FR 36 and FR 42
Frames FR 36 and FR 42 integrate the center wing box in the fuselage.
Each frame comprises two forward and two rear attach - fittings assembled back
- to - back and riveted together.
A splice replaces the left and right attach - fittings in the top section of the frame.
The lower ends of the frame are secured to the center wing box by bolts.
Jun04/THTA

Level 3 B1 B2
57-10-2
Training Manual
A320 Family
Wings
57-10 Center Wing
Figure 1: Center Wing Box
Jun04/THTA

Level 3 B1 B2
57-10-3
Training Manual
A320 Family
Wings
57-10 Center Wing
Rod Assembly
Inside the wing box, the lower skin and upper skin panels are connected by an assembly of rods which stiffen the center wing box.
This assembly of rods comprises four assemblies of six rods and two assemblies
of seven rods.
The two seven-rod assemblies are located in the vertical plane formed by the two
center beams of the upper skin panel, on either side of the aircraft centerline.
The four six-rod assemblies are located in the vertical planes formed by the two
left and right lateral beams.
Ribs
The center wing box is closed by the left RIB1 and the right RIB 1.
These two ribs consist of: a forward vertical T - fitting, a rear vertical T - fitting, a
lower skin T - fitting, an upper skin cruciform fitting, three vertical stiffeners and a
door.
The lower skin T-fitting and the upper skin cruciform fitting provide the joint for the
outer wing, the panel and the RIB 1.
An outer splice strengthens the joint between the lower skin panel, the RIB 1 and
the wing.
Access Cover
Access to the center wing box is attained through two access covers at the rear
spar, at FR 42.
Jun04/THTA

Level 3 B1 B2
57-10-4
Training Manual
A320 Family
Wings
57-10 Center Wing
Figure 2: Center Wing Box Access Cover
Jun04/THTA

Level 3 B1 B2
57-10-5
Training Manual
A320 Family
Jun04/THTA

Wings
57-10 Center Wing
Level 3 B1 B2
57-10-6
Training Manual
A320 Family
Wings
57-20 Outer Wings
57-20 Outer Wings
Jun04/THTA

Level 3 B1 B2
57-20-1
Training Manual
A320 Family
Wings
57-20 Outer Wings
Outer Wing
The outer wing is a cantilever structure, attached to the center wingbox at RIB 1.
The main structure is the wingbox, which tapers from RIB 1 to RIB 27, and makes
the integral fuel tank and the vent surge tank.
The outer wing is in zone 500 left hand (600 right hand).
Each outer wing includes:
the wing box
the wing tip
the leading edge and leading edge devices
the trailing edge and trailing edge devices.
Jun04/THTA

Level 3 B1 B2
57-20-2
Training Manual
A320 Family
Wings
57-20 Outer Wings
Figure 1: Wings
Jun04/THTA

Level 3 B1 B2
57-20-3
Training Manual
A320 Family
Jun04/THTA

Wings
57-20 Outer Wings
Level 3 B1 B2
57-20-4
Training Manual
A320 Family
Wings
57-21 Structure
57-21 Structure
Jun04/THTA

Level 3 B1 B2
57-21-1
Training Manual
A320 Family
Main Structure
The main structure of the outer wing is the wing box, which tapers from wing root
(RIB 1) to wing tip (RIB 27). It also makes the integral fuel tank and the vent surge
tank. Access into the wing box is through the access panels in the bottom skin.
Wings
57-21 Structure
Sealing blocks and seals prevent fuel leakage into the dry bays between the
stringers and the top and bottom skin panels.
Two holes in the front spar give access into the dry bays. They are closed with
closing plates.
Component Location
The wing box is made of:
the wing spars (front and rear)
the ribs
the top and bottom skin-panels
the top and bottom stringers
the wing - root joint.
Attached to the wing box are:
the fixed partitions (slat cans)
the attachment fittings
the access panels
the jacking point and the drip fence.
Wing Box
The wing box makes the integral fuel tank and the vent surge tank.
Sealed inter - spar ribs separate these tanks. The primary sealing of the tanks is
made through the mechanical attachment of the structure. Interfay sealants are
used at the tank edges.
Each outer wing fuel tank also has a closed area, made between RIB 1 and RIB
2, which is a collector cell for the main fuel pumps.
On each wing there are two dry bays, which are inboard of the engine, immediately behind the front spar. The larger of the bays is between ribs RIB 5 and RIB 6. A
short rib, RIB 6B, makes the outboard end of the smaller bay.
There are closing panels inside the fuel tank, at the rear of the dry bays. The closing panels are made of carbon fibre with a honeycomb core.
They are attached with nuts and bolts to machined aluminum alloy posts installed
against the ribs. There is also a top plate land. attached to a stringer, and a bottom
sealing angle. Brackets add strength to both these areas.
Jun04/THTA

Level 3 B1 B2
57-21-2
Training Manual
A320 Family
Wings
57-21 Structure
Figure 1: Wing (L/H)
Jun04/THTA

Level 3 B1 B2
57-21-3
Training Manual
A320 Family
Wings
57-21 Structure
Ribs
There are 27 ribs, machined from aluminum alloy, installed in the wingbox of each
outer wing. Each rib is continuous between the front and rear spars. The centrewing to outer-wing joint is made at STA 0 / RIB 1, which closes the centre wing
box. Ribs RIB 22 and RIB 27 make the other lateral boundaries of the fuel and vent
tanks. (not A321)
At RIB 2 thru RIB 9, and at RIB 12 and RIB 19, the ribs have double flanges for
attachment of skin panels. The remainder have single flanges.
Cleats attach the top stringers to the ribs. Ribs 12 and RIB 19 are reinforced to
provide attachment points for the forward flap-track-beam attachment.
The holes in the ribs, for access and fuel pipes, are reinforced.
Rib 2 has two hinged access doors, which are kept closed with springs. Access
for build is provided in RIB 5 and the hole is closed with a load - carrying door.
Jun04/THTA

Level 3 B1 B2
57-21-4
Training Manual
A320 Family
Wings
57-21 Structure
Figure 2: Wing - Rips
Jun04/THTA

Level 3 B1 B2
57-21-5
Training Manual
A320 Family
Wings
57-21 Structure
Wing Root Joint

The wing box of the outer wing is attached to the wing box of the center wing at
RIB 1. Top and bottom fittings of aluminum alloy connect the spar webs of the
center wing to those of the outer wing. A cruciform member is used to keep the
continuity of the top skin across the joint. Bolts attach the top skin panels of the
center wing and the outer wing to the cruciform member.
Crown fittings made of aluminum alloy keep the continuity of the top skin stringers
across the joint. The crown fittings are attached to the outboard vertical face of the
cruciform member (RIB1). Bolts attach the stringers to the crown fittings.
The continuity of the bottom skin across the joint is kept through a triform member.
There is a strap machined from aluminum alloy across the joint. Interference bolts
attach the strap and the bottom skin panels to the triform member. The bottom skin
stringers are not continuous across the joint. End loads are absorbed by the stringer - to - skin joint.
Jun04/THTA

Level 3 B1 B2
57-21-6
Training Manual
A320 Family
Wings
57-21 Structure
Figure 3: Wing Root Joint - RIB 1 (L/H shown)
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family
Wings
57-21 Structure
Wing Spars
The spars are machined from aluminum alloy. They give strength to the wing box.
The front and the rear spars extend from RIB 1 to RIB 27.
Rear Spar
The rear spar is made from three parts. These are the inner, the middle and the
outer sections. Joint plates connect these sections together to make a continuous
structure.
The joints are made at RIB 6 and RIB 22. The rear spar is machined to include:
a horizontal stiffener (crack retarder)
vertical web stiffener
reinforced holes for the components of the fuel system
a reinforced jacking point at RIB 9.
Jun04/THTA

Level 3 B1 B2
57-21-8
Training Manual
A320 Family
Wings
57-21 Structure
Figure 4: Wing - Rear Spar
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Level 3 B1 B2
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Training Manual
A320 Family
Wings
57-21 Structure
Wing Spars
Front Spar
The front spar is made as a single piece, to include:
a horizontal stiffener (crack retarder)
vertical web stiffeners
a reinforced hole at each slat track position
reinforced holes for the components of the fuel system
an opening for the build door between STA0 / RIB 1 and STA 700 / RIB 2, for
the installation of the outer wing to the centre box.
Jun04/THTA

Level 3 B1 B2
57-21-10
Training Manual
A320 Family
Wings
57-21 Structure
Figure 5: Wing Spars and RIB 4
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family
Wings
57-21 Structure
Skin Panels and Stringers

The top and the bottom surfaces of the wing box are made of skin panels machined from aluminum alloy. There are two panels on the top skin and three panels
on the bottom skin. To increase their strength, the panels have stringers machined
from aluminum alloy extrusions. Joint straps, made of aluminum alloy, connect the
panels. Interference bolts attach the panels to the ribs and the spars.
The top and the bottom skin panels continue a short distance forward of the front
spar. The leading edge structure attaches to these projections.
Outboard of the MLG support rib, the skin panels continue a short distance aft of
the rear spar. The trailing edge structure and the trailing edge devices attach to
these projections.
There are 21 access panels, in the bottom skin panels, which give access into the
wing box. The bottom skin panels are reinforced in the area around the holes for
the fuel pumps.
There is one opening in the top skin between RIB22 and RIB23, for the overwing
refuel adaptor.
Reinforcing plates are attached to the outer face of the bottom skin panels, and to
the inner face of the top skin panels to add strength at the pylon attachments.
A reinforcing plate, machined from aluminum alloy, is attached to the outer surface
of the wing-box bottom skin. This adds strength to the skin panels at the MLG attachments.
Jun04/THTA

Level 3 B1 B2
57-21-12
Training Manual
A320 Family
Wings
57-21 Structure
Figure 6: Figure 96 L / H Wing Upper Surface shown
Jun04/THTA

Level 3 B1 B2
57-21-13
Training Manual
A320 Family
Wings
57-21 Structure
Figure 7: R / H Wing Lower Surface shown
Jun04/THTA

Level 3 B1 B2
57-21-14
Training Manual
A320 Family
Wings
57-24 Partition
57-24 Partition
Jun04/THTA

Level 3 B1 B2
57-24-1
Training Manual
A320 Family
Wings
57-24 Partition
Slat Track Cans

The leading edge slat tracks go through holes in the front spar. Track cans are attached to the front spar and isolate the tracks from the wing fuel tanks. A track can
is not necessary in the dry bay.
Track cans 11 and 12 are made from pressed aluminum alloy and aluminum alloy
plate welded together. The remaining cans are made from an aluminum alloy tube
and aluminum alloy plate welded together. The track cans are held in position by:
the brackets and the cleats attached to the top skin
the flanges attached to the front spar.
The drain pipes are attached to the track cans and let liquid come out through the
bottom skin.
Jun04/THTA

Level 3 B1 B2
57-24-2
Training Manual
A320 Family
Wings
57-24 Partition
Figure 1: A 319 / 320 - Slat Track Cans
Jun04/THTA

Level 3 B1 B2
57-24-3
Training Manual
A320 Family
Jun04/THTA

Wings
57-24 Partition
Level 3 B1 B2
57-24-4
Training Manual
A320 Family
Wings
57-27 Access Covers
57-27 Access Covers
Jun04/THTA

Level 3 B1 B2
57-27-1
Training Manual
A320 Family
Wings
57-27 Access Covers
Access Holes
A319/320
Access holes in the outer wing are closed by:

access panels
door panels
cover plates
Access Panels - Attachment

A 319 / 320: Type and locations
There are 21 access panels installed in the wing bottom skin. These are of 10
types:
Type 23R, 24, 25, 25A, 27, 27A, 28, 29, 29A and 30 (Ref. Table).
Location
Panel Type
Material
Remarks
RIB 2 - 15
23R, 24,
25, 25A
Titanium Alloy
(super plastic
formed)
Aluminum Alloy
25A has an Over - Pressure Protector
RIB 15 - 22
25, 27
Aluminium Alloy
27A has a Manual Magnetic
Indicator
Rib 22 - 27
28, 29,
29A
Aluminum Alloy
28 has a NACA vent intake
29A has an Over-Pressure
Protector
The access panels are attached to the bottom skin panel with bolts which either:
go through the access panel and into nuts on the bottom skin panel or,
go through a ring clamp and into nuts on the access panel.
Jun04/THTA

Level 3 B1 B2
57-27-2
Training Manual
A320 Family
Wings
57-27 Access Covers
Figure 1: Figure 100 A 319 / 320 Access Panels (L/H lower Wing)
Jun04/THTA
A319/320

Level 3 B1 B2
57-27-3
Training Manual
A320 Family
Door Panels
Wings
57-27 Access Covers
Figure 2: Panel Installation
There are two door panels on the inboard face of RIB 2, which are hinged at their
top edge. The panels are spring loaded to the closed position, but allow fuel to flow
inboard.
The panels and brackets are machined from aluminum alloy, the springs are made
of steel and these have seals made of nitrile rubber.
Cover Plates
There are two cover plate assemblies installed on the front spar. They are between RIB 5 and RIB 7. Each assembly has an aluminum alloy outer and inner
cover plate with a seal. They close the access holes into the dry bays.
Jun04/THTA

Level 3 B1 B2
57-27-4
Training Manual
A320 Family
Wings
57-27 Access Covers
Figure 3: A 319 / 320 different Types of Access Panels
Jun04/THTA
A319/320

Level 3 B1 B2
57-27-5
Training Manual
A320 Family
Wings
57-27 Access Covers
Access Panels - Attachment
A321
A 321: Type and locations

There are 21 access holes in the bottom skin which are closed with access panels.
The access holes are forward of the rear spar, between ribs RIB 2 and RIB 27.
There are 10 types of access panel used on the outer wing. They are installed as
follows:
Location
Panel Type
Material
Remarks
RIBS
23R
24
25
27
Titanium alloy
Titanium alloy
Aluminum alloy
Aluminum alloy
Super-plastic formed
Super-plastic formed
27B
27A
28
29
Aluminum alloy
Aluminum alloy
Pressure relief outlet

Magnetic level indicator
Naca vent intake
29A
30
Aluminum alloy
Aluminum alloy
and
and
2- 9
9-13
13-17
17-19)
20-21)
19-20
21-22
22-23
23-24)
25-26)
24-25
26-27
Aluminum alloy
Pressure relief outlet
The access panels inboard of RIB 13 are attached by bolts which go through a
clamp ring into blind nuts installed on the panel. These are load - bearing access
panels.
The access panels outboard of RIB 13 are not load-bearing. They are attached by
bolts which go through the panel into fixed nuts installed on the bottom wing skin.
Jun04/THTA

Level 3 B1 B2
57-27-6
Training Manual
A320 Family
Wings
57-27 Access Covers
Figure 4: A 321 Access Panels (L / H Lower Wing)
Jun04/THTA
A321

Level 3 B1 B2
57-27-7
Training Manual
A320 Family
Wings
57-27 Access Covers
Figure 5: A 321 - Wing Access Covers
Jun04/THTA
A321

Level 3 B1 B2
57-27-8
Training Manual
A320 Family
Wings
57-30 Wing Tip
57-30 Wing Tip
Jun04/THTA

Level 3 B1 B2
57-30-1
Training Manual
A320 Family
Wings
57-30 Wing Tip
Wing Tip and Wing Tip Fence
Four retainers for static dischargers (Ref. 23 - 60 - 00) are attached to the wing tip
fence at the trailing edge.
Wing Tip
There are two access holes in the outboard skin of the wingtip fence.
The structure of the wingtip is made of aluminum alloy. There are:

two machined ribs adjacent to the wingtip fence
flanged sheet-metal ribs
an extruded trailing-edge section
top and bottom etched skins.
These give access to the attachment bolts and are closed with access doors.
The wing tip is attached to the outboard end of the wing box with bolts.
These go through the wingtip skin and attach to straps on RIB spigots, also installed on RIB 27, make sure the wingtip is in the correct position.
Two lights are installed in the leading edge of the wingtip:
a navigation light
an anti-collision strobe light.
Each light has a window of borosilicate glass installed in an access frame. For the
anti-collision strobe light, the window is clear. For the navigation light, the window
is red on the LH wing or green on the RH wing.
A retainer for a static discharger is attached to the wingtip at the trailing edge.
There are two access holes in the wing tip:
one access hole in the bottom skin, which is closed with the access door
534AB (634AB)
Wing Tip Fence

The wingtip fence reduces the induced drag.
It is made of aluminum alloy. It has:
flanged sheet-metal ribs
an extruded trailing-edge section
inboard and outboard etched skins
a leading edge fairing
leading edge skin caps and top and bottom end pieces.
The wing tip fence is attached to the outboard edge of the wing tip with bolts.
These go through a machined fitting in the fence into a machined rib in the wingtip.
Two spigots attached to the wingtip make sure the wing tip fence is in the correct
position.
Jun04/THTA

Level 3 B1 B2
57-30-2
Training Manual
A320 Family
Wings
57-30 Wing Tip
Figure 1: Wing Tip and Wing Tip Fence
Jun04/THTA

Level 3 B1 B2
57-30-3
Training Manual
A320 Family
Jun04/THTA

Wings
57-30 Wing Tip
Level 3 B1 B2
57-30-4
Training Manual
A320 Family
Wings
57-40 Leading Edge and Leading Edge

Devices
Jun04/THTA

Level 3 B1 B2
57-40-1
Training Manual
A320 Family
Wings
Leading Edge and Leading Edge Devices

The leading edge is forward of the front spar of the wing box, between the wing
root and the wing tip. The leading edge has a fixed structure and five devices
which are movable control surfaces.
The fixed structure is between RIB 1 and RIB 27.
The five movable devices are:
Slat 1, inboard of the engine pylon
Slats 2 thru 5, outboard of the engine pylon.
Leading Edge
The leading edge is a fixed structure of ribs and riblets to which nose skins are
attached. The structure is strengthened by sub - spars. The five slats are connected, through the slat tracks, to the fixed structure.
These systems are also installed in the leading edge:
the drive mechanism for the slats
the ducting for the engine bleed air
electrical, hydraulic and pneumatic installations
the environment protection system, between the wing root and RIB 12
the ice protection system, which supplies Slats 3 thru 5.
Slats
The five slats (slat 1 thru slat 5) are edge - shaped aluminum alloy structures.
They are extended or retracted to give the correct lift to the aircraft. The drive system for the slats is electrically controlled. It uses hydraulic power to turn pinions
installed in the fixed leading edge. The movement is transferred to the slats by
racks attached to the slat tracks.
Each slat has a main rivetted structure of top and bottom skin panels and end ribs.
The structure is strengthened by intermediate ribs, a girder and a top skin stringer.
A trailing edge structure closes the aft edge of the slat and completes the aerodynamic profile. Slat track ribs give attachment points for the slat tracks.
Jun04/THTA

Level 3 B1 B2
57-40-2
Training Manual
A320 Family
Wings
Figure 1: Leading Edge and Leading Edge Devices
Jun04/THTA

Level 3 B1 B2
57-40-3
Training Manual
A320 Family
Jun04/THTA

Wings
Level 3 B1 B2
57-40-4
Training Manual
A320 Family
Wings
57-50 Trailing Edge and Trailing Edge

Devices
Jun04/THTA

Level 3 B1 B2
57-50-1
Training Manual
A320 Family
Wings
The trailing edge is aft of the rear spar of the wing box, between the wing root and
the wing tip. The trailing edge has a fixed structure and eight movable control surfaces.
The fixed structure is between RIB 1 and RIB 27. It has attachments for the movable control surfaces and their drive mechanisms. The control surfaces are:
the inboard flap
the outboard flap
the aileron
the spoilers 1 thru 5.
Trailing Edge Structure

The main components of the trailing edge structure are:
the overwing and underwing panels
the fixed shroud and shroud box
the rear false spar.
The fixed structure also has attachments for the:
main landing gear
movable control surfaces
engine pylon.
Trailing Edge Devices

There are eight trailing edge devices which are movable control surfaces.
They are:
inboard flap
outboard flap
an aileron
five spoilers. The inboard flap and the outboard flap are of the fowler type. Each
flap is attached to two carriages. There is an interconnecting strut between the
flaps.
Jun04/THTA

Level 3 B1 B2
57-50-2
Training Manual
A320 Family
Wings
Figure 1: Trailing Edge and Trailing Edge Devices
Jun04/THTA

Level 3 B1 B2
57-50-3
Training Manual
A320 Family
Jun04/THTA

Wings
Level 3 B1 B2
57-50-4
Training Manual
A320 Family
Wings
57-52 Inboard Flap
57-52 Inboard Flap
Jun04/THTA

Level 3 B1 B2
57-52-1
Training Manual
A320 Family
Wings
57-52 Inboard Flap
Linkage & Support Sys. of the Inboard Flap
A319/320
The inboard flap is a fowler flap assembly. In its retracted position the inboard flap
assembly is the wing trailing edge between the fuselage side and the outboard
flap.
The spars, the ribs and the skin of the inboard flap are made of Carbon Fiber Reinforced Plastics (CFRP). The leading edge is made of honeycomb core with a
skin made of CFRP. The trailing edge is made of honeycomb core with a skin
made of aluminum sheet metal.
The drive strut assembly-track 1 attaches the inboard flap assembly to the carriage assembly-track 1. Two bolt connections attach the drive strut assembly-track
1 to the drive trunnion. A forked bolt assembly attaches the drive strut assemblytrack 1 to the rotary actuator - track 1.
A spherical bearing attaches the drive trunnion to the carriage assembly-track The
drive trunnion is a fail-safe part. The drive strut assembly is not a fail - safe part.
Between RIB 9 and RIB 10 there is a bracket. The bracket is to attach the drive
strut assembly-track 2. Bolts connect the drive strut assembly-track 2 to the bracket. Drive strut assembly - track 2 is a fail - safe - part.
A bracket at RIB 9 attaches the carriage assembly-track 2 with an eccentric spherical bearing.
Three hoisting fittings are installed to lift the inboard flap.
Installed at each end of the inboard flap assembly there are adjustable seal assemblies.
Jun04/THTA

Level 3 B1 B2
57-52-2
Training Manual
A320 Family
Wings
57-52 Inboard Flap
Figure 1: A 319 / 320 Inboard Flap
Jun04/THTA
A319/320

Level 3 B1 B2
57-52-3
Training Manual
A320 Family
Wings
57-52 Inboard Flap
Linkage & Support Sys. of the Inboard Flap
A321
The inboard flap is a fowler flap with a tab on its trailing edge. In its retracted position the inboard flap assembly is the wing trailing edge between the fuselage
side and the outboard flap.
The spars, the ribs and the skin of the inboard flap are made of aluminum. The
nose of the tab is also made of aluminum. The trailing edge and the tab are made
of honeycomb core with a skin made of aluminum sheet metal.
The drive strut assembly - track 1 attaches the inboard flap assembly to the carriage assembly - track 1. Two bolt connections attach the drive strut assembly track 1 to the drive trunnion. A forked bolt assembly attaches the drive strut assembly-track 1 to the rotary actuator - track 1.
An eccentric spherical bearing attaches the drive trunnion to the carriage assembly-track 1. The drive trunnion is a fail - safe part.
At RIB 10 there are two brackets. The brackets attach the drive strut assemblytrack 2. Bolts connect the drive strut assembly - track 2 to the brackets. The drive
strut assembly-track 2 is a fail - safe part.
A bracket at RIB 9 attaches the carriage assembly-track 2 with an eccentric spherical bearing.
Three hoisting fittings are installed to lift the inboard flap.
At each end of the inboard flap assembly there are adjustable seal assemblies.
The tab of the inboard flap is operated by a linkage system which is installed at
RIB 3 and the track 2 station. The linkage system at RIB 3 is attached to the
shroud box and the tab. Drive rods operate via bellcranks the tab. At track 2 station
there is a drive rod linked to the carriage.
The support system of the tab is installed at RIB 6. It has brackets and rods which
support the tab during the extension of the flap. Fairings at RIB3 and RIB 6 cover
the linkage and the support system.
At the outboard end of the flap there is an interconnection strut. It connects the
inboard and the outboard flaps. In case of a drive station failure, the interconnection strut carries the loads which result from such failure.
Jun04/THTA

Level 3 B1 B2
57-52-4
Training Manual
A320 Family
Wings
57-52 Inboard Flap
Figure 2: A321 / Inboard Flap
Jun04/THTA
A321

Level 3 B1 B2
57-52-5
Training Manual
A320 Family
Wings
57-52 Inboard Flap
Figure 3: A321 / Inboard Flap
Jun04/THTA
A321

Level 3 B1 B2
57-52-6
Training Manual
A320 Family
Wings
57-53 Outboard Flap
57-53 Outboard Flap
Jun04/THTA

Level 3 B1 B2
57-53-1
Training Manual
A320 Family
Wings
57-53 Outboard Flap
Outboard Flap A319/A320
A319/320
One outboard flap is installed on each of the right and the left wings.
In the retracted position, the outboard flap is the wing trailing edge between the
inboard flap and the aileron.
The outboard flap is the usual type of semi - monocoque structure. It has spars
leading edge is made of honeycomb core with a CFRP skin. The trailing edge is
made of honeycomb core with a skin of aluminum sheet metal.
The carriage track 3 fitting attaches the flap to the carriage assy-track 3 at RIB 6
of the outboard flap. The fitting has an eccentric spherical bearing.
The carriage track 3 fitting is a fail - safe part.
The self - aligning support attaches the outer end of the outboard flap to the selfaligning support is a fail - safe part.
The fitting for track 3 is at RIB 6, the fitting for track 4 is at RIB 15. Each fitting holds
an actuating linkage. A forked bolt assembly on each actuating linkage attaches
the drive strut assembly to the flap rotary actuator.
The outboard flap has adjustable seal assemblies at the two ends.
Jun04/THTA

Level 3 B1 B2
57-53-2
Training Manual
A320 Family
Wings
57-53 Outboard Flap
Figure 1: A 319 / A320 Outboard Flap
Jun04/THTA
A319/320

Level 3 B1 B2
57-53-3
Training Manual
A320 Family
Wings
57-53 Outboard Flap
Outboard Flap A321
A321
The outboard flap is a fowler flap assembly with a tab on its trailing edge.
One outboard flap is installed on each of the right and the left wings. In the retracted position, the outboard flap is the wing trailing edge between the inboard flap
and the aileron.
The outboard flap is the usual type of semi monocoque structure. It has spars and
ribs made of Carbon-Fibre-Reinforced Plastics (CFRP). Only the elements that
support are made of aluminum. The skin and the leading edge are made of Carbon - Fibre - Reinforced Plastics (CFRP). The trailing edge is made of aluminum.
The nose of the tab is also made of aluminum. The trailing edge of the tab is made
of honeycomb core with a skin made of aluminum sheet metal.
The carriage track 3 fitting attaches the flap to the carriage assy-track 3.
The fitting has an eccentric spherical bearing.
The carriage track 4 fitting attaches the flap to the carriage assy-track 4.
The fitting has an eccentric spherical bearing.
Linkage System of the Outboard Flap

The fitting for track 3 is at RIB 6. The fitting for track 4 is at RIB 15. The assembly
to the flap rotary actuator.
The tab of the outboard flap is operated by a linkage system. It is linked at the carriages of track 3 and track 4. Drive struts operate the tab.
At RIB 2, RIB 9 and RIB 12 are tab hinge stations installed. The stations have
brackets and rods which support the tab during the extension of the flap.
Fairings cover the tab hinge stations.
Three hoisting fittings are given to lift the outboard flap. The outboard flap has adjustable seal assemblies at the two ends to close the gap to the inboard flap and
the aileron.
At the inboard end of the flap there is an interconnection strut. It connects the inboard and the outboard flaps. In case of a drive station failure, the interconnection
strut carries the loads which result from such failure.
Jun04/THTA

Level 3 B1 B2
57-53-4
Training Manual
A320 Family
Wings
57-53 Outboard Flap
Figure 2: A 321 Linkage System of the Outboard Flap
Jun04/THTA
A321

Level 3 B1 B2
57-53-5
Training Manual
A320 Family
Jun04/THTA

Wings
57-53 Outboard Flap
Level 3 B1 B2
57-53-6
Training Manual
A320 Family
Wings
57-60 Aileron
57-60 Aileron
Jun04/THTA

Level 3 B1 B2
57-60-1
Training Manual
A320 Family
Wings
57-60 Aileron
The aileron is installed on the fixed structure of the trailing edge. It is connected to
the outer rear spar between RIB 22 and RIB 27.
The aileron drive mechanism is electrically controlled and uses hydraulic power to
move the control surface.
The aileron is a wedge - shaped structure and has these resin impregnated carbon
fiber components:
inboard and outboard end ribs
Internal ribs
top and bottom skins, with honeycomb cores
spar.
The top and bottom skins and the end ribs of the aileron make a wedge - shaped
stucture. It is strengthened by the internal ribs and the spar. Seven machined aluminum alloy brackets are attached to the spar.
Two of the brackets connect to actuators which are installed on the fixed structure
of the trailing edge. The other five are hinge brackets. The actuators are electrically controlled and use hydraulic power to extend or retract the aileron. Also attached to the spar are aluminum alloy diaphragms and plate seals, which make a
smoother air flow around the aileron. There are two inspection holes in the spar.
On the ends of the aileron there are silicon rubber seals attached to the top and
bottom skins. Four static dischargers and retainers are mounted at the trailing
edge of the aileron. Gaps between the aft - edges of the ribs and the channel help
the aileron to drain
Jun04/THTA

Level 3 B1 B2
57-60-2
Training Manual
A320 Family
Wings
57-60 Aileron
Figure 1: Aileron
Jun04/THTA

Level 3 B1 B2
57-60-3
Training Manual
A320 Family
Jun04/THTA

Wings
57-60 Aileron
Level 3 B1 B2
57-60-4
Training Manual
A320 Family
Wings
57-70 Spoilers
57-70 Spoilers
Jun04/THTA

Level 3 B1 B2
57-70-1
Training Manual
A320 Family
Wings
57-70 Spoilers
There are five spoilers on the upper surface of the wing trailing edge.
Spoiler 1 is connected to the rear false spar, inboard of the kink position.
Spoilers 2 thru 5 are connected to the middle and outer sections of the rear spar,
outboard of the kink position.
The spoilers are extended or retracted for these functions:
roll function
speedbrake function
ground spoilers function.
The drive mechanism of the spoilers is electrically controlled and uses hydraulic
power to extend or retract the spoiler surfaces.
The spoilers are wedge-shaped structures. They have carbon-fibre top and bottom skins, sides and a trailing edge profile, bonded to a honeycomb core.
They are connected by aluminum-alloy attachment fittings and hinges to the rear
spar and rear false spar.
Jun04/THTA

Level 3 B1 B2
57-70-2
Training Manual
A320 Family
Wings
57-70 Spoilers
Figure 1: Spoilers
Jun04/THTA

Level 3 B1 B2
57-70-3
Training Manual
A320 Family
Jun04/THTA

Wings
57-70 Spoilers
Level 3 B1 B2
57-70-4
Training Manual
A320 Family
Study Questions
Structures
51-00 Structures
4. What is the meaning of pot live of a sealer?
1. What is a Category A area regarding protective treatment?
5. What is the meaning of CFRP?

2. How are steel parts protected against corrosion?
6. What is the effect of contamination of the aircraft structure with hydraulic fluid?
3. Where can you find information about the coatings?
Mar04/THTA

Level 3 B1 B2
Training Manual
A320 Family
52-00 Doors
Study Questions
Structures
11.Name all the prox. sensors which are installed in a normal passenger door.
7. When is the slide armed light on the cabin doors illuminated?
12.Which unit is processing the signals from the prox. sensors?

8. Whats the purpose of the red light on the passenger doors?
13.Whats the purpose of the pressure switch 14WN located in the forward avionics compartment?
9. From which power source are these both lights supplied?
10.There is an electrical plug on the door emergency operating cylinder. Why?
Mar04/THTA
14.Name all the switches which are installed in a cargo door.

Level 3 B1 B2
Training Manual
A320 Family
15.Which unit is processing the signals of the cargo door prox. sensors?
Study Questions
Structures
53-00 Fuselage
20.Where is the forward jacking point located?
16.When does the green light illuminate on the cargo door control panel?
21.How is the section 13/14 constructed?
17.Which switches can prevent a cargo door operation?

22.Which are the main frames of section 15?
18.Which unit contains the control logic of the fwd. and aft cargo door?
23.What is the purpose of the keel beam?
19.Whats controlled from these logic?
Mar04/THTA

Level 3 B1 B2
Training Manual
A320 Family
24.What is the purpose of the frame 70?
Study Questions
Structures
54-00 Nacelles/Pylon
25.What is the purpose of the pylon?
26.How are longitudinal and lateral loads from the pylon to the wing transmitted?
27.Regarding the pylon, what is the difference between CFM 56 and V2500 engine equipped aircraft's?
Mar04/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Structures
55-00 Stabilizer
56-00 Windows
28.The main box of the THS is made of which material?
31.How many windows are installed in the cockpit?
29.Why is the forward section of the stabilizer leading edge reinforced?

32.What has especially to be considered during installation of a windshield?
30.How is the vertical fin attached to the fuselage?

33.What is the main purpose of the sliding window?
34.The cabin windows are made of which material?
Mar04/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Structures
35.How are cabin windows attached to the window frame?
Mar04/THTA

Level 3 B1 B2
Training Manual
A320 Family
57-00 Wings
Study Questions
Structures
40.What is exceptional at the wing access panel type 28?
36.Where are the wing jacking points located?
41.From which material is the wing access panel 540/640BB made?

37.How can you get access to the rib 1 in the LH fuel tank?
42.How is the wingtip guided to the correct position during installation?

38.How is the lower skin panel strengthened at the MLG attachments?
43.What is the difference between the flaps of A319/320 and A321?

39.Why is at track 4 no can installed?
Mar04/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Structures
44.Where is the spoiler 1 attached?
Mar04/THTA

Level 3 B1 B2
Training Manual
A320 Family
Power Plant CFM56-5B

71-00
71 Power Plant - CFM56-5B
Jun04/THTA

Level 3 B1 B2
71-00-1
Training Manual
A320 Family
71-00 General

71-00 General
Figure 2: Engine Size/Weight
Engine Characteristics
The CFM 56-5B is a turbofan engine produced by CFM international.
This engine includes Full Authority Digital Engine Control and hydraulic reverse
systems.
80 % of the thrust is produced by the fan.
20 % of the thrust is produced by the engine core.
The engine characteristics are:
Turbofan engine
Thrust 26500 lbs -30000 lbs (A320/A321)
Bypass ratio 6.2 to 1
Full Authority Digital Engine Control System (FADEC)
Hydraulic Reverser System
Here are the engine size and weight.
Quick Engine Change (QEC) configuration:
Weight 4,734 lbs (2150 kg).
Figure 1: Engine Characteristics
Jun04/THTA

Level 3 B1 B2
71-00-2
Training Manual
A320 Family

71-00 General
The nacelle consisting of cowls, provides protection for engine and accessories
and also ensures airflow around the engine during its operation.
On the fan cowls, access doors are provided for quick maintenance. Also thrust
reverser pivoting doors are installed on the thrust reverser cowls.
The engine is enclosed by cowls.
On the nacelle left side, an oil access door is provided for engine oil service.
The cowling assembly consists of:

the inlet cowl
fan cowl doors
thrust reverser doors
the primary nozzle and the centerbody.
Figure 4: Nacelle Left Side
Figure 3: Nacelle Components
On the fan cowls, access doors are provided for quick maintenance.
Also thrust reverser pivoting doors are installed on the thrust reverser cowls.
On the nacelie right side, a starter valve access door is provided for manual override operation.
Figure 5: Nacelle Right Side
Jun04/THTA

Level 3 B1 B2
71-00-3
Training Manual
A320 Family
Opening/Closing of Engine Cowl Doors

71-00 General
c) Make the thrust reverser unserviceable by pushing the HCU lever in inhibition position (use a lock out pin with streamer).
Opening of the Fan Cowl Doors
CAUTION: do not open the fan cowl doors if the wind speed is more than 65 knots.
WARNING: do not open the fan cowl doors when the engine is running.
a) On the panel 115VU:
Put a warning notice to tell persons not to start the engine 1(2).
b) Make sure that the engine 1(2) has been shut down for a least 5 minutes
and MASTER lever at OFF position.
c) On the panel 5OVU:
Make sure that the ON legend of the ENG/FADEC GND PWR 1(2) pushbutton switch is oft.
Install a warning notice.
d) Unlock the three latches on the fan cowl doors as follows:
1) Push the snap to release the latch handle.
2) Pull the latch handles down to disengage the latch hooks from the
right door.
e) Manually open the fan cowl doors.
f) Slide the lock rings to release the hold-open rods from the stow brackets.
g) Extend the hod-open rods to hold the doors open at either the 40-degree or
55-degree position.
h) Attach the hold-open rods to the attach brackets on the engine case.
CAUTION: both hold-open rods on both doors must be engaged when door
is open.
Opening of the Thrust Reverser Doors

CAUTION: do not open the thrust reverser doors if the wind speed is more than
40 knots.
Make sure that aircraft is in the same configuration as for the Fan cowl door opening task.
a) On the panel 114VU
Put a warning notice to tell persons no to use slats.
b) Put an access platform in position.
Jun04/THTA
d)
e)
f)
g)
h)
i)
j)
Do not close fan cowls.

CAUTION: do not open the thrust reverser doors if the wind speed is more
than 40 knots.
Release each of the four latches of the thrust reverser as follows:
1) Push in on the snap to free the latch handle.
2) Pull down on the latch handle to disengage the latch hook from its
attachment point.
Remove cap from the quick disconnect.
Connect the hose of the HAND PUMP to the quick disconnect on the reverser half door.
CAUTION: retract wing slats before opening thrust reverser or damage can
occur.
Open the half door to 45 degree position.
WARNING: sudden closure of half doors could cause serious injury to personnel. All personnel must be clear of area under and between half doors
during opening or closing of reverser.
1) Operate the hand pump to open the half door to 45 degree position.
WARNING: you must hold each half door open with the hold-open rod to
prevent serious injury due to accidental closure.
2) Remove the quick release pin retaining the hold open rod on the lower bracket.
3) Move the hold-open rod to the attachment bracket of forward frame.
4) Attach the hold-open rod with the quick-release pin.
Open the relief valve on the HAND PUMP.
Disconnect the hose of the HAND PUMP from the quick disconnect.
Put the cap on the quick disconnect.
Closing of the Thrust Reverser Doors

Make sure that the aircraft is in the same configuration as for the opening task.
Make sure that the work area is clean and clear of tools and other items.
a) Remove the cap from the quick disconnect.
b) Connect the hose of the HAND PUMP to the quick disconnect.

Level 3 B1 B2
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c) Operate the hand pump to pressurize opening actuator and take the load
off the hold open rod.
d) Remove hold-open rod.
1) Remove the quick release pin from the attachment bracket on the
half door.
2) Attach the hold-open rod to the stow bracket on the adapter ring assembly with the quick release pin.
e) Open the relief valve on the HAND PUMP to allow thrust reverser door closing.
f) Disconnect the hose of the HAND PUMP from the quick disconnect.
g) Put the cap on the quick disconnect.
h) Push up on each of the four latch handles (forward to aft) to close the thrust
reverser doors.
i) Make the thrust reverser serviceable by resetting the HCU control lever.
j) Remove the access platform(s).

71-00 General
Three adjustable tension latches ensure the fan cowl door latching. Each latch assembly consists of a snap, a handle and a hook.
Figure 6: Fan Cowl Latches
Closing of the Fan Cowl Doors

Make sure that the aircraft is in the same configuration as for the opening task.
Make sure that the work area is clean and clear of tools and other items.
a) Slide the lock-rings to release the hold-open rods from the attach brackets
on the engine case.
b) Retract the hold-open rods.
c) Attach the hold-open rods to the storage brackets on the fan cowl doors.
Make sure the hold-open rods lock on the attach brackets.
d) Press the fan cowl doors together and engage the three latch hooks to the
right fan cowl door.
e) Push the front fan cowl latch closed, then the center and rear latches
closed.
f) Remove the warning notices from the panels 115VU and 50VU, and slats
control lever on panel 114VU.
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Two hold open rods stored on the fan cowl doors, are extended then attached to
the fan case to hold the doors.
Figure 7: Fan Cowl Hold Open Rods

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Four adjustable tension latches are provided on the thrust reverser cowling assembly. Each latch is unlock by pushing a snap on its handle to disengage the corresponding hook from its bracket.
Figure 8: Thrust Reverser Cowl Latches
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71-00 General
Beside each quick disconnect for the hand pump, an instruction plate is installed
to warn against extension of slats during thrust reverser cowl door opening.
Figure 9: Instruction Plate

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71-00 General
Each thrust reverser half is fitted with a quick disconnect to provide connection of
a hand pump.
Figure 10: Thrust Reverser Cowl Quick Disconnect
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71-00 General
Only one hold open rod provides opening position for each thrust reverser cowl
door.
It is stored on the fan case then extended and attached to the thrust reverser.
Figure 11: Thrust Reverser Hold Open Rod
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71-00 General
Figure 12: Noise Danger Areas
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Figure 13: Engine Danger Areas, Minimum Idle
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71-00 General
Figure 14: Engine Danger Areas, Take-Off Thrust

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Inlet Cowl
The inlet cowl is composed of an acoustical inner barrel, an outer barrel and a
Nose Iip. lt includes installation of anti-ice system, interphone and ground jack and
T12 probe.

For removal and installation, the inlet cowl is provided with:

4 hoist points
24 identical attach fittings
1 alignment pin.
Weight: 288.2 lbs (130 kg).
Figure 1: Inlet Cowl
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There are two fan cowl doors to enclose the fan case and accessory gearbox area.
Each door is supported by 3 hinges at the pylon.The door assembly is latched
along the bottom centerline with three latches.
Each door is provided with:

3 hoist points, for removal and installation

2 hold open rods, for opening
Access doors are also provided for the start valve and the oil tank servicing.
Assembly weight: 149.2 lbs (67.5 kg).
Figure 2: Fan Cowl Doors (LH & RH)
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The thrust reverser cowl doors are in two halves which include pivoting doors and
enclose the engine core area.
Each half is supported by 3 hinges at the pylon. The assembly is latched along the
bottom centerline with 4 latches.
Each half is provided with:
3 attachment points to install a handling slingfor removal and installation
1 opening actuator supplied by a hand pump and 1 hold open rod mounted on
the fan case for opening.
Assembly weight: 867.1 lbs (393 kg).
Figure 3: Thrust Reverser Cowl Doors
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A320 Family

The primary nozzle directs the primary exhaust gas aft and regulates the gas
stream flow. It is fastened to the aft flange of the engine turbine case.
The center body provides engine center venting. It is attached to the engine inner
turbine case.
The primary nozzle is attached to the LP turbine frame by means of 88 bolts.
The center body is fixed to the inner LP turbine frame by means of 16 bolts.
Figure 4: Primary Nozzle
Figure 5: Center Body
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A320 Family

The Forward mount carries the engine thrust vertical loads. It provides the HP
compressor case front flange attachment to the pylon.
The AFT mount restrains engine movement in all directions except forward and
aft. It provides the turbine rear frame attachment to the pylon.
The forward mount is linked to the fan frame brackets and attached to the pylon
with four bolts and self-locking nuts.
The AFT mount is linked to the turbine rear frame Iugs and fixed to the pylon with
4 bolts.
Figure 6: Forward Mount
Figure 7: AFT Mount
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The hydraulic junction box provides the fluid connection between engine and pylon. It is located on the left hand side of the fan case upper part.
Fluid connection lines:
fuel supply
fuel return
hydraulic pump suction
hydraulic pump pressure delivery
case drain filter.
Figure 8: Hydraulic Junction Box
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The fan electrical connector panel provides interface of fan electrical harnesses
with the pylon. It is located on the right hand side of the fan case upper part.
The core electrical junction box provides interface of core electrical harnesses with
the pylon. It is located in the zone of the Forward mount.
Figure 9: Fan Electrical Connector Panel
Figure 10: Core Electrical Junction Box
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A320 Family

Jun04/THTA

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Drain System Presentation
Engine Drains
Pylon Drains
Drains lines are provided on the engine to collect and carry overboard waste fluids
and vapours from engine systems and accessories.
Drains are provided at the pylon rear part to evacuate and vent overboard air and
any residual fluid (water, hydraulic, fuel).
Figure 1: Pylon Drains
This drain system consists of:

A drain collector assembly which is attached to the aft side of the accessory
gearbox.
It is composed of 4 drain collectors with manual drain valves for trouble shooting and 2 holding tanks.
A drain manifold module, also attached to the aft side of the accessory gearbox, which supports the drain mast.
A pressure valve which is part of the manifold opens when the aircraft airspeed
reaches 200 kt then the ram air pressurizes the holding tanks which discharge
accumulated fluids overboard through the drain mast.
A drain mast which protrudes through the fan cowl doors into the airstream to
evacuate any residual fluids.
The drain mast is frangible below the cowl exterior surface to prevent damage
to the engine gearbox.
The fluids that are discharged directly overboard are from:
the oil tank scupper
the forward sump
the fan case
the oil/fuel heat exchanger
the VBV
the VSV
the TCC
the aft sump
the fuel, shroud pipe. For the shroud pipe no leakage is permissible, a separate
drain line enables a clear leakage identification.
the 6 oclock fire bulkhead.
FRV
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A320 Family

Figure 2: Engine Drain System
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A320 Family

Figure 3: Drain Collector
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Figure 4: Drain Module
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A320 Family

Figure 5: Reservoir to Manifold Pressurized Air Drain Tube
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A320 Family

Figure 6: Pylon Drain Schematic
Jun04/THTA

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A320 Family
Study Questions
71-Study Questions
71-00 General
1. The Cowling Assembly for the CFM56 consists of following parts:
5. To which frame is the forward Mount attached and linked?
2. Which Access Panels for quick maintenance do you know?
6. On which side of the Pylon is the Hydraulic Junction Box located?
3. If you want to open the Thrust Reverser Doors, what have you to do first?
7. Where are the engine Electrical Connector Panels located?
4. How many hold open rods are used to hold the Reverser Cowl Door in the open
position?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions

8. Where are the Pylon Drain Outlets located?
9. Out of which main parts does the Engine Drain System consist of?
10.Is it possible to lokalize a leakage with the Engine Drain System?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Engine CFM56-5B
72-00
72 Engine - CFM56-5B
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72-00-1
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A320 Family
72-00 General
Engine CFM56-5B
72-00 General
Figure 1: CFM International Organisation
Introduction to the CFM56 Family

The first CFM56 engine (CFM56-2), a high by-pass, dual rotor, axial flow advanced technology turbofan, was designed in the mid-70s.
It is a product of CFMI. CFM International is a compagny jointly owned by
GENERAL ELECTRIC of the USA and Socit Nationale dEtude et de Construction de Moteurs dAviation (SNECMA) of France. CFMI, with full backing by
parent compagnies holding equally its shares, has a dual function:
1. Overall program management, on behalf of both G.E and SNECMA.
2. Single interface with customers for marketing and product support.
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A320 Family
Engine CFM56-5B
72-00 General
Figure 2: Work Split
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Engine CFM56-5B
72-00 General
Figure 3:
Table 1: Engine Data

A319
CFM56-5B6-2
A320
CFM56-5B4-2
A321
CFM56-5B1-2
Max. Static Thrust
23500lb; 97,9kN
27000lb; 120,15kN
30000lb; 133,5kN
Fan Rotor Diameter
<-
68,3in; 1,735m
->
Weight
<-
5250lb; 2381,4kg
->
Length
<-
98,9in; 2,512m
->
Circumference Speed Fan Rotor
<-
1490ft/sec; 454m/sec
->
Total Airflow *
818lbs/s; 371kg/s
876lb/s; 397kg/s
943lb/s; 427kg/s
Fuel Consumption *
2,43lb/s; 1,1kg/s
2,84lb/s; 1,29kg/s
NOx Emission
~ 24
grNOx/kN Thrust **
32,6
grNOx/kN Thrust **
38,9
grNOx/kN Thrust **
Price
~ 6 Mio SFr
6,7 Mio SFr
7,1 Mio SFr
* at max. static thrust, sea level, ISA

** MD81: 64,6 grNOx/kN Thrust
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Engine General
Design and Operation
The airflow path design of CFM56-5B engine consists of the primary and the secondary flow, through which the engine discharges jet velocities.
The primary airflow passes through the fan blades and through the booster
(LPC).
Engine CFM56-5B
72-00 General
The flow path then enters the high pressure compressor and goes to the combustor. Mixed up with fuel the gaspath flow will provide energy to a high pressure turbine (HPT) and a low pressure turbine (LPT).
The secondary airflow passes through the outer portion of the fan blades, the
outlet guide vanes and exits through the nacelle discharge duct, producing
80% of the total thrust.
It participates to the thrust reverser system.
The engine by-pass ratio is 5:1.
Figure 4: Design and Operation
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Engine CFM56-5B
72-00 General
Engine General Concept

Design and Operation (Contd)
The CFM56-5B engine consists of two independant rotating systems:
The low pressure system rotational speed is designated as N1 speed.
100 % of N1 = 5000 Rpm.
The high pressure system rotational speed is designated as N2 speed.
100 % of N2 = 14460 Rpm.
The engine rotors are supported by 5 bearings housed in 2 sump cavities provided
by the fan and turbine frames.
The engine structural rigidity is obtained with short length and two main structures
(frames).
The accessory drive system extracts energy from the high pressure compressor
rotor to drive the engine and aircraft accessories.
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A320 Family
Engine CFM56-5B
72-00 General
Figure 5: Engine General Concept
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A320 Family
Engine CFM56-5B
72-00 General
Engine Presentation
Combustion Chamber
Engine Construction
The combustion chamber is located between the high pressure compressor and
the high pressure turbine.
The CFM-56 is a very compact design. Structural rigidity is obtained with short
length and only two frames:
The combustion chamber is a double annular type. It has ports for twenty double
fuel nozzles and two ignitor plugs.
the FAN FRAME and the TURBINE FRAME.
Accessory Drive
Modular Conception
The CFM-5 is made of four primary modules, which are easily replaceable, but
only in the engine shop.
The four primary modules ares:
The mechanical power for the accessories is extracted from the N2 rotor through
a system of gearboxes and shafts.
The accessory gearbox is driven by the N2 rotor via a transfer gearbox.
Figure 6: Engine Presentation
1 - FAN and LP compressor

2 - HP compressor, combustion chamber and HP turbine
3 - LP turbine
4 - Transfer- and accessory gearbox.
LP Rotor
The Low Pressure or N1 rotor, supported by three bearings, consists of a fan and
four-stage booster compressor driven by a four stage turbine.
Bearing 1B (thrust bearing)
Bearing 2R (roller bearing)
Bearing 5R (roller bearing).
HP Rotor
The High Pressure or N2 rotor, supported by three bearings, consists of a ninestage compressor driven by a single stage turbine.
Dual bearings:
3B (thrust bearing)
3R (roller bearing).
Bearing 4R (roller bearing)
mounted between the HP rotor and the LP shaft.
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A320 Family
AGB Housing
The AGB housing is mounted underneath the fan inlet case and it is secured by 2
clevis mounts with shouldered bushings.
It features mounting pads on its front face for the following equipments:
Lube unit
Hydraulic pump
Handcranking pad
Engine CFM56-5B
72-00 General
Control alternator
Intergrated drive generator
Its rear face connects with the horizontal drive shaft housing and provides for
mounting of the following:
Fuel pump
Starter
N2 speed sensor
The AGB housing is a aluminium casting.
Figure 7: Acessory Gearbox
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A320 Family
Aerodynamic Stations
Engine CFM56-5B
72-00 General
Figure 8: Aerodynamic Stations
Here are the main aerodynamic stations corresponding to the pressure- and temperature sensors installed on the engine.
Station 0
In front of engine air intake
Station 12
Fan inlet
Station 13
Fan outlet
Station 2
Primary inlet
Station 25
HP compressor inlet
Station 3
HP compressor discharge or outlet
Station 49.5
Between HP and LP turbine (EGT indication)
Station 5
Turbine exhaust
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A320 Family
Borescope Plugs
Engine CFM56-5B
72-00 General
Figure 9: Boroscope Ports
Several ports are provided on the engine for boroscope inspection.

22 Ports are distributed as follows:
LP COMPRESSOR
2, S3 and S5
HP COMPRESSOR
9, S1 to S9, (S7/S8/S9 have outer and inner Plugs)
COMBUSTION
CHAMBER
6 (4:00 and 8:00 are the Ignitors)
HP TURBINE
LP TURBINE
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Engine CFM56-5B
72-00 General
Figure 10: Engine Overview LH Side
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Engine CFM56-5B
72-00 General
Figure 11: Engine Overview RH Side
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Engine CFM56-5B
72-00 General
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Engine CFM56-5B
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Fan Major Module
Engine CFM56-5B
Figure 1: Fan Major Module

It encloses 4 modules:
Fan and Booster
No. 1 amnd 2 bearing support
Fan frame
Inlet gearbox and No. 3 bearing
Fan and Booster Module

The fan and booster are mounted on a common shaft driven by the four stage low
pressure turbine.
A case is surrounding the rotor and stator parts, ensuring different engine equipment or accessory gearbox installation.
No. 1 and 2 Bearing Support Module

Two bearings support the fan and booster rotor and transmit the load to the structural frame.
Fan Frame Module

The structural frame holds the engine fwd mounts and transfer gearbox (1GB). It
encloses the engine gearboxes mechanical transmission.
Inlet Gearbox
The inlet gearbox contains one horizontal bevel gear, one radial bevel gear and
the forward N2 rotor bearings No.3B and No. 3R.
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A320 Family
Fan and Booster Design
Engine CFM56-5B
Figure 2: Fan and Booster Design

The Fan and Booster assembly consist of:
a single stage fan rotor,
a 4 stage axial booster.
The spinner front cone is designed to minimize ice build-up and attaches to the
spinner rear cone.
The spinner rear cone accomodates the trim balance screws and is mounted onto
the fan disk, securing the fan blade spacers.
The fan disk supports the mid-span shrouded fan blades and the booster spool.
The booster spool accomodates booster blades stage No.2 through stage No.5.
The booster vanes assemblies stage No.1 through stage No.5 are stacked and
mounted on the fan frame.
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A320 Family
Spinner Front- and Rear Cone
Engine CFM56-5B
Figure 3: Spinner Front- and Rear Cone
Interference fit and single angular mounting position are characteristics of the
front- and rear cone installation onto the fan disk.
Front Cone
An identation mark is located on its mounting flange for correct installation onto
the front flange of the rear cone.
The mounting flange accommodates 6 mounting screw locations and 3 threaded
inserts, located every 120, for installation of jack screws.
The front cone is made of composite material (KINEL 5504).
Spinner Rear Cone

Rear Cone Mounting Flanges
Its front flange features 6 line replaceable, crimped, self-locking nuts.
The inner rear flange accommodates 12 mounting screws for installation on the
fan disk and 6 threaded holes used to install jackscrews for rear cone removal.
Figure 4: Rear Cone Mounting Flanges
Rear Cone Outer Rim

The outer rim of the rear flange is provided with 36 threaded inserts for trim balance screws. It also features an integrated air seal glued onto the outer rear
flange.
An external spherical indent is located on the flange in-between 2 balance screw
locations, to provide a mounting reference position for installation onto the fan
disk.
Balance screws are of 7 different types, depending on their length, reflecting various weights, an identification number, ranging from P01 to P07, is engraved on
the screw head.
The rear spinner cone is made of aluminium alloy (AU2GN) material and is protected by a sulfuric anodization.
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A320 Family
Rear Cone Retention Function
Engine CFM56-5B
Figure 5: Rear Cone Retention Function
Functional Description
The rear cone, when mounted onto the fan disk, prevents axial movement of the
spacers used in the fan blade retention system.
The spacer itself holds the fan blade in the outer portion of a dovetail recess on
the fan disk, where a machined retainer lug at the rear end of the blade root engages with the forward flange of the booster spool.
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A320 Family
Fan Blades and Disk
Engine CFM56-5B
A spacer installed underneath of each blade root, limits the radial movement and
keeps it in the engaged position.
Fan Blades
There are 36 titanium alloy, mid-span shrouded fan blades which form the fan.
The blades seat in dovetail recesses on the disk rim.
A retainer lug, machined in the rear end of the blade root, engages at the forward
flange of the booster spool and prevents the blade from forward and rearward axial movements. Each blade is provided with specific indications underneath the
blade root:
Part number
Serial number
Momentum weight
Fan Disk
Its outer rim features 36 coated recesses, designed for fan blade installation.
The inner rear flange provides attachment for the fan shaft.
The booster rotor spool is boltet to the outer rear flange.
The inner front flange is provided with an imprint to identify the offset hole far the
rear cone installation.
Two identification marks are also provided on each side of the blade recesses
pos.1 and pos.5.
Figure 6: Fan Blades
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A320 Family
Booster Rotor
Engine CFM56-5B
Figure 7: Boster Rotor
General
The booster rotor consits of the booster spool, cantilever mounted on the rear of
the fan disk and of 4 stages of blades.
Booster blades are installed in circumferential dovetail slots.
Rotating air seals are machined between each stage on the spool outer diameter.
Spool Attachment
The spool inner front flange bolted to the fan disk, acts as a stop for the fan blades
and their dedicated spacers.
The spool outer front flange is designed with booster forward rotating air seal.
Number of blades installed in the circumferential dovetail slots:
Stage 2 has 64 blades
Stage 5 has 68 blades.
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family
Jun04/THTA

Engine CFM56-5B
Level 3 B1 B2
72-21-8
Training Manual
A320 Family
Engine
72-30 HP Compressor
72-30 HP Compressor
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72-30-1
Training Manual
A320 Family
High Pressure Compressor
Engine
72-30 HP Compressor
The high pressure compressor consists of 9 stages, where the air is pressurized,
to supply the combustor section. The compressor case features also bleed parts
for engine and aircraft use.
General
The High Pressure Compressor is located in between the Fan Frame and the
Combustor Case.
To get access to the high pressure compressor, the thrust reverser doors must be
opened.
To optimize the efficiency and the stall margin, the inlet guide vanes and the first
three stages are variable.
The High Pressure Compressor (HPC) consists of the following modules:
the compressor rotor
the compressor stator
Figure 1: High Pressure Compressor
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A320 Family
Compressor Rotor
The compressor rotor is a 9 stage, axial-flow, high speed, spool-disk structure.
It consits of the following major parts:
the front shaft,
the stage 1-2 spool,
the stage 3 disk,
Engine
72-30 HP Compressor
the stage 4-9 spool,

the compressor discharge pressure (CDP) rotating airseal.
Interfacing rabbeted diameters are used for proper positioning of the parts, providing rotor balance stability.
Front shaft, disk and spools are bolted together on a single flange to form a rigid
unit.
Figure 2: High Pressure Compressor Rotor
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A320 Family
Engine
72-30 HP Compressor
Compressor Stator
The compressor Stator consists of the HPC FRONT STATOR and the HPC REAR
STATOR.
The front stator case features a serie of ports alongside the casing for boroscope
inspection.
HPC Front Stator
HPC Rear Stator
The HPC Front Stator Assy is a 2 halves construction.
The HPC Rear Stator Case is installed inside the front stator casing and houses
the rear rotor stages.
It consists of:
the front stator case halfes,
the inlet guide vanes (IGV),
the variable stator vanes (VSV), stage 1, 2, 3.
the fix stator stages 4 and 5.
the variable stator vane actuation system.
It is the rear extension of the front stator case, stages 6 to 8.

The rear flange of the rear stator assembly is bolted onto the combustion case.
Its purpose is to participate to the air pressure increasing process, and delivery to
the combustion section.
Figure 3: High Pressure Compressor Stator
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General
The combustion of the fuel /air mixture takes place in the combustion section.
The front face of the combustor is attached to the rear of the compressor module.
Its rear face is bolted onto the Low Pressure Turbine (LPT) module front flange.
Engine
The controlled release of the combustion energy is used to drive the turbine rotors.
Residual energy is converted into thrust.
The combustion section consists of:
the Combustion Case,
the Combustion Chamber.
The rear part of the combuster houses the High Pressure Turbine (HPT) module.
Figure 1: Combustion Section
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Combustion Case (DAC)

The combustion case transmits the engine axial loads and provides a gas flow
path between the High Pressure Compressor (HPC), the combustor and the High
Pressure Turbine (HPT).
It incorporates the Compressor Outlet Guide Vanes (OGV) and a step diffuser
section which converts velocity energy into pressure energy for improved combustion efficiency.
The case features 20 Double-Tips Fuel Nozzles mounting pads and accomodates
the following related manifolds:
Engine
3 Fuel Supply Manifolds (Pilot, Main 1, Main 2)

1 Overboard Drain Tube.
The igniter plugs are installed on both sides of the combustor case, at 4 and 8
oclock position.
In addition, the casing features also:
6 boroscope inspection ports,
mounting pads for pressure- and temperature probes,
mounting pads for customer bleed air ports, start bleed, high pressure turbine
clearance control and cooling systems for turbines.
Figure 2: Combustion Case (DAC)
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Combustion Chamber (DAC)

The combustion chamber is housed in the combustion case. It is installed between
the High Pressure Compressor stator stage 9 and the High Pressure Turbine nozzle. It is a short, double burner, annular structure.
Along with the Double-Tips Fuel Nozzles, it produces an efficient fuel/air mixture,
providing an uniform combustion pattern, low thermal stresses and reduction of
polluant emission.
Engine
It consista of:
Outer and Inner Liners,
Cowl,
Centerbody,
20 Pilot Swirlcups,
20 Main Swirlcups.
Figure 3: Combustion Chambe (DAC)
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Combustion Case (SAC)

The inner liner is bolted onto the HPT forward inner nozzle support.
Engine
The outer liner is S shaped and secured to the HPT nozzle vane outer platform
and to the combustion chamber outer casing.
It permits slight movements due to thermal growth.
Figure 4: Combustion Case (SAC)
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Combustion Chamber (SAC)

The combustion chamber is a short annular structure.
The outer and inner liners are of a rooled ring machine design with panels overhang which feature closely spaced cooling holes providing film cooling.
Dilution holes are provided in the liners to procedure additional combustion and
cooling air which controls the gas temperature profile at the turbine inlet.
The outer liners accomodate ferrules for spark ignitors.
Both outer and inner liners are thermal barrier coated.
The outer and inner liner cowls and liners are designed to provide uniform and stable airflow profiles to the combustion chamber.
The cowls form the front end of the combuster.They are bolted on the outer and
inner liners.
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Figure 5: Combustion Chamber (SAC)
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Engine
General
The turbine section provides the necessary power to drive the compressor rotors.
The turbine section is located downstream the combustion chamber module.
The HPT module interfaces with the High Pressure Compressor (HPC) rotor, the
combustion case and the combustion chamber.
It consists of the High Pressure Turbine (HPT) and the Low -Pressure Turbine
(LPT) modules.
The LPT module, downstream the High Pressure Turbine module, is connected to
the fan rotor.
Figure 1: Turbine Section
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Engine
High Pressure Turbine

General
The HPT rotor assembly along with the HPT nozzle assembly convert the exhaust
gas velocity into kinetic energy.
This energy, applied onto HPT blades, creates the necessary drive torque for the
High Pressure Compressor (HPC) and the accessory gearbox.
The HP Turbine module consists of:
the nozzle stage, supported by the High Pressure Turbine (HPT) case,
the HPT rotor attached to the High Pressure Compressor (HPC) rotor.
High Pressure Turbine Nozzle

The High Pressure Turbine (HPT) nozzle is mounted in the combustion case.
The HPT nozzle directs the gas flow coming from the combustion chamber to the
HPT rotor blades at the optimum angle.
The HPT nozzle assembly uses Compressor Discharge Pressure (CDP) air for
cooling purpose.
High Pressure Turbine (HPT) Rotor

Structurally the rotor consists of:
The HPT front shaft, which is the structural connection between the High Pressure Compressor (HPC) and the HPT rotors.
The forward rotating air seal which directs Compressor Discharge Pressure
(CDP) air to participate to the cooling of the HPT disk web and the HPT blades.
The disk on which the blades are individually installed.
The rear shaft, which forms the aft support for the HPT rotor and the HPC
through the No. 4 inter-shaft bearing.
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Figure 2: High Pressure Turbine
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Engine
HPT Shroud & Stage 1 LPT Nozzle Assembly

General
The HPT shroud and stage 1 LPT nozzle assembly is bolted on the combustion
case on its forward end and between the combustion case and the LPT stator on
its rear end.
The HPT shroud and stage 1 LPT nozzle assembly performs 2 main functions:
HPT Shroud
The HPT shroud is part of the HPT clearance control mechanism. An air cavity between the shroud/nozzle support and the combustion case directs mixed 4th and
9th stage compressor bleed air onto the support to maintain close clearance with
HPT rotor blades throughout flight operations.
The air impingment manifold consists of two halfes.
LPT Nozzle
The LPT nozzle consists of vane segments installed on the shroud/nozzle support
and held in position on the nozzle inner air seal by the stationary air seal.
LPT nozzle segments are internally cooled by 4th stage HPC bleed air.
Boroscope ports are located at 5:30 and 8:30 oclock position.
The vanes are made of RENE 77.
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Figure 3: HPT Shroud & 1 LPT Nozzle Assembly
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Engine
Low Pressure Turbine (LPT)

General
The LPT rotor/stator module front flange is mounted onto the rear flange of the
combustor module.
Its rear flange is attached onto the LPT frame assembly.
Its inner flange is secured onto the LPT shaft.
The LPT rotor/stator assembly converts the kinetic energy of gases coming from
the High Pressure Turbine into a drive torque. This torque is used to drive the Fan
and Booster rotor.
The LPT is a 4 stage axial flow turbine which consists of:
the LPT stator assembly,
the LPT rotor assembly.
LPT Stator Assembly

The LPT stator assembly consists of:
the LPT case,
stage 2 to 4 LPT nozzle assemblies,
the air cooling tubes and manifold assemblies.
LPT Rotor Assembly

The 4 stage LPT rotor assembly consists of:
the LPT disks,
the stage 1 blade assembly,
the stage 2 to 4 blade assemblies,
the turbine rotor support.
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Figure 4: Low Pressure Turbine
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Study Questions
Engine CFM56-5B
72-Study Questions
72-00 General
5. Where is the Accessory Gearbox located?
1. Which are the names of the four primary modules on the CFM56?
6. Which Accessories are mounted to the front face of the Accessory Gearbox?
2. How much is the Thrust in percentage produced by the secondary airflow?
7. Where is a hand cranking drive located?

3. How many Bearings in total are used in the rotor system?
8. Where is the station 49.5 located on the CFM56?

4. Which Bearing Numbers are the Thrust Bearings?
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Study Questions
Engine CFM56-5B
9. Out of how many stages does the HP Turbine and LP Turbine consist of?
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Engine Fuel and Control CFM56-5B

73-00
73 Engine Fuel and Control - CFM56-5B
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73-00 General
Engine Fuel System
GENERAL
Fuel Return
The engine fuel system is designed to provide fuel flow into the combustion chamber and servo fuel for compressor control and engine clearance system actuation.
A part of the fuel is recovered to provide IDG oil cooling before returning to the fuel
circuit at the LP pump stage. When the thermal exchange is not sufficient, the fuel
return valve will be opened by the ECU, according to a given engine oil temperature.
Fuel Feed
The fuel coming from the aircraft tanks supplies the main fuel pump and is heated
by the engine oil scavenge line before entering into the Hydro Mechanical Unit
(HMU).
A fuel differential pressure switch provides indication to the cockpit if the filter is
clogged.
Metered Fuel
The fuel from the main pump passes through a fuel metering valve and HP fuel
shut-off valve included into the hydro mechanical unit which provides the fuel flow
to the nozzles. A burner staging valve controlled by ECU supplies either 10 or 20
nozzles at lower or higher power.
The fuel metering valve is controlled by the ECU and provides the adequate fuel
flow.
HP Turbine Clearance Control (HPTACC)

LP Turbine Clearance Control (LPTACC)
Burner Staging valve
and Fuel metering valve.
When the engine oil temperature exceeds 93 degrees C (200 degrees F) the ECU
sends a signal to open the Fuel Return Valve. This signal is inhibited at Take-Off,
climb and when the A/C tank temperatures are high. A hydraulic signal from the
HP fuel SOV closes the valve at engine shutdown.
ECU Control
The Engine Control Unit sends electrical signals to the torque motor servo valves
of both the hydro mechanical unit and the fuel return valve. Thus, it provides the
commanded position for the slave systems.
For each valve of VBV, VSV, RACC, HPTACC, LPTACC and Fuel systems the
ECU has a control schedule. If a schedule is no longer operational, the corresponding valve goes to a fall safe position. For example VBV open, VSV close,
burner staging valve opens, fuel metering valve closes (engine shutdown).
The fuel flow is measured by a flow meter for cockpit indication.

The LP and HP Fuel shut-off valves close when the ENG MASTER lever is set to
OFF.
Servo Fuel
Filtered fuel from the wash filter passes through a servo-fuel heater and to the servo valves of the hydro mechanical unit and the fuel return valve.
In the Hydro Mechanical Unit (HMU) the servo valves are hydraulically driven
through torque motors by the ECU to provide the operations of:
Variable Stator Vanes (VSV)
Variable Bleed Valves (VBV)
Rotor Active Clearance Control (RACC)
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Figure 1:
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Fuel Return Valve

73-00 General
NO RETURN FUEL FLOW CONDITION: Fuel goes to the FRy shut-off valve
which closes the fuel return port under spring load. Since there is no way for the
fuel to exit to the A/C tank, the fuel is returned to the main oil/fuel heat exchanger.
General
The purpose of the Fuel Return Valve is to bypass warm fuel from the HMU bypass fuel flow to maintain engine oil/fuel heat exchanger efficiency, and consequently, prevent engine oil over temperature.
The Fuel Return Valve (FRV) is fuel operated, and electrically controlled by the
ECU FRV logic.
The ECU control logic of the FRy is mainly based on the engine oil temperature.
Above a certain engine oil temperature, the ECU orders a FRV low return fuel flow.
When the engine oil temperature increases, the ECU orders a high return fuel
flow.
When the engine oil temperature reaches low return fuel flow value, the ECU
sends an opening signal to the V1 solenoid valve.
LOW RETURN FUEL FLOW OPERATION: PSF pressure pushes the shut-off
valve against spring load, opening the fuel return flow to A/C tank.
The flow control valve is pushed against the spring by cold fuel pressure, closing
the outlet port partially.
Shut-off valve position switches send an opened signal to the ECU.
When the engine oil temperature increases and reaches high return fuel flow value, the ECU sends an electrical opening signal to the V2 solenoid valve.
Prior to the delivery of those two fuel flow levels to the aircraft tank, the hot fuel is
mixed with cold fuel to limit its temperature.
HIGH RETURN FLOW OPERATION: PSF pressure now maintains the shut-off
valve open, and the pilot valve is moves down. The flow control valve moves to
the left, opening completely the orifice in connection with the A/C return circuit.
Description
The compensating valve will move to maintain the outlet fuel flow constant.
The Fuel Return Valve assembly consists of:

two solenoid valves V1 and V2,
a metering System,
a shut-off valve,
a pilot valve,
position switches.
The stop function cuts off the return fuel flow delivery to the aircraft tank.
SHUT-OFF SYSTEM: When fuel shut-off signal is sent by the HMU shut-off valve,
the FRy shut-off valve is pushed in the closed position under fuel pressure and
spring load and ECU de-energizes solenoids.
The FRV shut-off valve switches transmit the closed position to the ECU.
The metering system consists of:

a flow control valve.
a mixing chamber,
a compensating valve.
At engine oil temperature values, the ECU sets the Fuel Return Valve in the closed
or open position, and selects the low or high return fuel flow.
The FRV position demand schedule from the ECU is based on various parameters
such as: T engine oil, TBD.
Operation
When de-energized, solenoid valves V1 and V2, spring loaded in the closed position, close the high pressure supply line (PSF).
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Figure 2: Fuel Return Valve
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The new combustion chamber system (DAC II)

Figure 3: DAC System Staging Modes
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Introduction
Figure 4: FMMV-Modes
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Figure 5: Fuel Manifold Modulating Valve/Operation
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73-10 Distribution
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Figure 1: Engine Fuel System Components
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Figure 3: Fuel Manifold Modulating Valve
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Figure 4: Fuel Nozzles
20 nozzles are connected to 2 manifold assemblies.
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Figure 5: Main Oil/Fuel Heat Exchanger Servo Fuel Heater
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Figure 7:
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FADEC Presentation
FADEC Definition
Each engine is equipped with a duplicated FADEC (Full Authority Digital Engine
Control) system. The FADEC acts as a propulsion system data multiplexer making
engine data available for condition monitoring.
FADEC Controls
The FADEC provides the engine systems regulation and scheduling to control the
thrust and optimize the engine operation.
The FADEC provides:
Gas generator control
Flight deck indication data
Engine limit protection
Power management
Thrust reverse control
Feedback
Automatic engine starting
FADEC Benefits
The FADEC:
Saves weight and fuel by dimension free control of the gas generator.
Reduces pilot workload and maintenance cost.
Allows the optimum adaptation of thrust rating schedules to the aircraft needs.
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Figure 1: FADEC Presentation
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FADEC Principle
Engine Systems Control
FADEC
The FADEC provides optimal engine operation by controlling the:

Fuel Flow
Compressor Airflow and Turbine Clearance
The FADEC consists of the Engine Control Unit and its peripheral components
and sensors used for control and monitoring.
The Engine Control Unit (ECU) is in relation with the other aircraft systems through
the Engine Interface Unit.
Thrust Reverse
The primary parameters (N1, N2, EGT, Fuel Flow) are sent directly by the ECU to
the ECAM. The secondary parameters are sent to the ECAM through the ElU.
In case of a malfunction, the thrust reverser is stowed.
The FADEC supervises entirely the thrust reverse operation.
General
The Full Authority Digital Engine Control system manages the engine thrust and
optimizes the performance.
Power Management
The FADEC provides automatic engine thrust control and thrust parameter limits
computation.
The FADEC manages power according to two thrust modes:
Manual mode depending on thrust lever angle (TLA).
Auto thrust mode depending on auto thrust function generated by the AFS (Auto Flight System).
The FADEC also provides two idle mode selections:
The approach idle.
It is obtained when slats are extended.
And minimum idle.
It can be modulated up to approach idle depending on:
Air conditioning demand
Engine anti-ice demand
Wing anti-ice demand
Oil temperature (for IDG cooling).
Engine Limit Protection

The FADEC provides overspeed protection for N1 and N2, in order to prevent engine exceeding certified limits, and also monitors the Exhaust Gas Temperature.
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Figure 2: FADEC Principle
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FADEC Architecture

73-20 Controlling
controlled open by the ECU, but it is closed directly from the corresponding ENG
MASTER lever set to OFF. The functions of the FADEC are reset when the ENG
MASTER lever is set to OFF.
General
The Full Authority Digital Engine Control system consists of an Engine Control
Unit plus a hydromechanical unit, sensors and peripheral components. The Engine Control Unit (ECU) is the computer of the Full Authority Digital Engine Control
system (FADEC).
ECU
Engine Interface Unit

Each Engine Interface Unit, located in the avionics bay, is an interface concentrator between the airframe and the corresponding FADEC located on the engine.
There is one EIU (Engine Interface Unit) for each engine. It interfaces with the corresponding Engine Control Unit (ECU).
The Engine Control Unit consists of two channels (A and B) with a crosstalk. Each
channel can control the different components of the engine systems. The channels A and B are permanently operational. In case of failure on one channel, the
system switches automatically to the other. During engine start the ECU is supplied with 28 VDC by the A/C network then by its own generator, mounted on the
accessory gearbox, when N2 reaches 12%.
Thrust Reverser Hydraulic Control Unit
Interfaces
Start and Ignition Control
The Engine Control Unit receives air data parameters from the Air Data Inertial
Reference System and operational commands from the Engine Interface Unit. It
also provides the data outputs necessary for the Flight Management and Guidance Computers, and the fault messages to the EIU for the aircraft maintenance
data system. Each channel of ECU receives directly the Thrust Lever Angle (TLA).
The ECU transmits the thrust parameters and TLA to the Flight Management and
Guidance Computers (FMGCs) for auto thrust function.
The FADEC controls the engine start sequence. It monitors N1, N2, and EGT parameters and can abort or recycle an engine start. The FADEC controls the starting and ignition in automatic or manual mode when initiated from the ENGINE start
or ENGINE MAN START panels. Each channel can control the starter valve operation, the HP Fuel Shut Off Valve opening and the ignition during engine start sequence. The engine start sequence is entirely controlled by the FADEC. In case
of an incident during start the FADEC stops automatically the sequence and
schedules a dry cranking to permit an engine restart.
Sensors
Various sensors are provided for engine control and monitoring pressure sensors
and thermocouples are provided at the aerodynamic stations. The primary parameters are N1 and N2 speeds, Exhaust Gas Temperature (EGT) and metered Fuel
Flow (FF).
Note that Tcc is: Temperature at HP Turbine cooled case.
Fuel Hydromechanical Unit

The Fuel Hydromechanical Unit comprises torque motor servo-valves to control
the compressor airflow, the turbine clearance and the fuel flow. The torque motor/
servo valves of the Hydromechanical Unit (HMU) are activated by the ECU channels to provide the required position of various components. The HP fuel soy is
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The Engine Control Unit controls the thrust reverser operation through a hydraulic
control unit and deploy and stow switches. Each channel of ECU will energize the
solenoids of a pressurizing valve and a directional valve included in the Hydraulic
Control Unit (HCU) to provide deployment and stowage of the thrust reverser.
ECU Cooling
The Engine Control Unit is cooled by air. In flight the air flow is sufficient to cool it.
Fuel Return Valve

The Engine Control Unit controls a fuel return valve to provide IDG oil cooling by
a re circulation of the Engine Fuel to the aircraft tanks. The ECU opens the fuel
return valve when the engine oil temperature is high. This valve is closed during
max power or when the aircraft fuel system sends an inhibition signal to the
FADEC.

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Figure 3: FADEC Architecture
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ECU Functional Aircraft Interfaces

ECU Channel A Inputs
The channel A receives by Bus arrangement from ADIRS (Air Data Inertial Reference Systems) the anemometric parameters for thrust calculation and from the
Engine Interface Unit the aircraft command signals for engine control.
It also receives electrical signals from the Thrust Lever Angle (TLA), auto thrust
instinctive disconnect switch and corresponding sensors.
The electrical powers for its own supply and the ignition are coming from the Engine Interface Unit (ER.).
ECU Channel B Inputs

The channel B has the same inputs as channel A from the ADIRS, EIU, Thrust Lever Resolvers and sensors.
ECU Channel A Outputs

The channel A provides outputs by ARINC bus to the: Flight Warning Computers,
Display Management Computers and Flight Management and Guidance Computers.
ECU Channel B Outputs

The channel B provides the same outputs as channel A to the aircraft computers,
but in an other arrangement.
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Figure 4: ECU Functional Aircraft Interfaces
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ECU Electrical Supply
FADEC Ground Power Panel
General
For maintenance purposes and MCDU Engine Tests, the Engine FADEC Ground
Power Panel permits FADEC power supply to be restored on the ground with engine shut down.
The Engine Control Unit is supplied from the aircraft electrical power when engine
is shut down, then from the engine generator when the engine is running.
ECU electrical supply:
aircraft network when N2<12%
engine generator when N2>12%.
When the corresponding ENGine FADEC GND POWER P/B is pressed ON the
ECU takes again its power supply.
Note that also the FADEC is re powered as soon as the engine start selector or
the master lever is selected.
Powering N2<12%
Each channel is independently supplied by the aircraft 28 volts through the Engine
Interface Unit.
A/C 28VDC permits:
automatic ground check of FADEC before engine running
engine starting
powering the ECU while engine reaches 12% N2.
Note that EIU takes its power from the same Bus bar as ECU.
Powering N2>12%
As soon as Engine is running above 12% of N2, the engine generator can supply
directly the ECU.
The engine generator supplies each channel with three-phase AC. Two transformer rectifiers provide 28VDC power supply to channels A and B. Above 12% N2 the
supply from the aircraft (A/C) network is cut-off through the EIU depowering function.
Auto Depowering
The FADEC is automatically depowered on the ground, through the EIU, after engine shutdown.
ECU automatic depowering on the ground:
after 5min of A/C power up.
after 5min of engine shut down.
Note that an action on the ENGINE FIRE P/B provides ECU power cut off from the
A/C network.
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Figure 5: ECU Electrical Power Supply
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EIU Functional Interfaces

Data Inputs
The EIU receives data from the:
Centralized Fault Display Interface Unit for Engine trouble shooting and tests.
Zone Controller, primary and secondary parts, for bleed air demands of Air
Conditioning System.
And Flight Control Unit for the auto thrust function.
It also receives data from each channel of Engine Control Unit.

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Thrust reverser inhibition

APU boost demand
Oil low pressure and ground
HP fuel shut off valve closed
N2 above minimum idle
TLA in take off position
Engine FAULT light on.
Analog Inputs
The EIU receives analog signals corresponding to values of secondary parameters from engine sensors for indication on the Engine Page System.
Data Outputs
The EIU provides Data outputs to the:
Bleed Air Monitoring Computer for pneumatic valves operation.
Flight Warning Computers for alarms and indication.
And Centralized Fault Display Interface Unit for fault messages.
Supply Module
The lower part of the EIU is used for the electrical supply of the EIU itself, the Engine Control Unit and the Ignition Systems.
Other Data Outputs are provided to the channel A then channel B of the Engine
Control Unit.
Note that if the EIU power is lost, the EIU fails and engine restart is not possible.
Discrete Inputs
The EIU receives command signals from the Engine Control Panels.
It also receives specific signals of aircraft configuration from the:
Wing anti-ice push button switch.
Landing Gear Control interface Unit
Slat/Flap Control Computer
Spoiler Elevator Computers
And Fuel Level Sensing Control Unit.
Other discrete inputs are provided for the pin programming of the engine selected
and also for the engine oil low pressure warning.
Discrete Outputs
The EIU provides discrete outputs for some required commands to other aircraft
systems, and specific engine operations.
These signals are:
Start valve closure
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73-20 Controlling
Figure 6: EIU Functional Interfaces
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73-20 Controlling
Figure 7: Engine Interface Unit
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Figure 8: Engine Control Unit
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The Power Sources Available to the E.C.U. are:

73-20 Controlling
the engine is not running, when engine speed is below 12% N2 and in the case of
loss of the E.C.U. control alternator.
Aircraft busses: 28 VDC

Two separate aircraft power sources are connected to the E.C.U. Both aircraft
sources are routed through the Engine Interface Unit (E.I.U.). They are used when
The NORMAL aircraft bus source is hard-wired to CH B.

The EMERGENCY aircraft bus source is hard-wired to CH A.
Figure 9: ECU Generator
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A320 Family

73-20 Controlling
Figure 10: FAN Section Harnesses
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A320 Family

73-20 Controlling
Figure 11: HOT Section Harnesses
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A320 Family
T12 Temperature Sensor

73-20 Controlling
This temperature value is used by the ECU in the power management logic.
The dual T12 temperature sensor measure the engine inlet total air temperature
(aerodynamic station 12), in front of the fan blades.
Figure 12: T12 Temperature Sensor
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73-20 Controlling
Figure 13: PS12 Sensor
Jun04/THTA

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A320 Family
Ps 13 Static Pressure Sensor

73-20 Controlling
A pneumatic line carries the pressure signal to the ECU pressure plate.
The PS13 sensor is single optional monitoring sensor, in the secondary air flow,
behind the fan outlet guide vanes (OGV) aerodynamic station 13 at the 1:30
oclock position.
Figure 14: PS 13 Static Pressure Sensor
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A320 Family

73-20 Controlling
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A320 Family
P25 Pressure Sensor
The P25 sensor is a single optional monitoring sensor.

73-20 Controlling
The P25 sensor is installed at 6 oclock, on the inner wall of the fan frame mid-box
structure, between two struts.
One nipple allows the connection to a pneumatic line that carries the pressure signal to the ECU pressure plate.
Figure 16: P25 Pressure Sensor
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family
T3 Thermocouple
The T3 thermocouples sense the temperature of the primary airflow at the high
pressure compressor delivery.

73-20 Controlling
The signals are send to the ECU and used in the rotor active clearance control
(RAC), high pressure turbine clearance control (HPTCC), and burner staging
valve (BSV) control logics.
Figure 17: T3 Thermocouple
Jun04/THTA

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Training Manual
A320 Family
PS3 Sensor

73-20 Controlling
The PS3 value is used in the engine fuel metering logic by the ECU.
To provide the high pressure compressor discharge static pressure (HPC stage 9
delivery pressure: aerodynamic station 3) signal to the ECU.
Figure 18: PS3 Sensor
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Training Manual
A320 Family

73-20 Controlling
Figure 19: EGT Harness
Jun04/THTA

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Training Manual
A320 Family
T5 Temperature Sensor

73-20 Controlling
The two thermocouples are parallel wired in the box and a single signal is sent to
the ECU.
The T5 temperature sensor is a optional monitoring sensor.

The T5 temperature sensor is installed at the 4 oclock position on the turbine rear
frame.
Connection with the harness HCJ13.
Jun04/THTA

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Training Manual
A320 Family

73-20 Controlling
N1 Speed Sensor
A third signal is sent to the aircraft engine vibration monitoring unit (EVMU).
The triple N1 speed sensor supplies the ECU channel A and channel S with signals that are representative of the rotational speed of the low Pressure rotor (N1).
The sensor ring has one thicker tooth. This tooth generates a stronger pulse that
is used as a phase reference in the engine vibration analysis.
Figure 21: N1 Speed Sensor
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A320 Family

73-20 Controlling
Figure 22: N2 Speed Sensor
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Level 3 B1 B2
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73-25 CFDS
73-25 CFDS
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A320 Family
Engine System Report / Test

73-25 CFDS
ex: T495SEL is EGT selected.
The engine SYSTEM REPORT/TEST menu gives access to the different computers of the engine:
The second page of the failure gives values of the other parameters sensed when
the fault occurred.
For engine interfaces: EIU1, EIU2

For FADEC systems:
ECU1 (FADEC1 CHANNELA), (FADEC1 CHANNELB)
ECU2(FADEC2 CHANNELA), (FADEC2 CHANNELB)
For engine vibration: EVMU: SEE CHAPT 77-35
EIU1 and 2 have no specific functions.
FADEC
This page shows the menu of the Full Authority Digital Engine Controi, FADEC 1A.
The FADEC is a type 1 system.
The FADEC 1(2)A(B) menu is available in CFDS back up mode.
To get access to the SYSTEM REPORT/TEST of FADEC 1(2)A(B), the ENG
FADEC1(2) GND PWR pushbutton switch must be set to ON if the FADEC
is automatically de-energized:
5 minutes after engine shutdown or
5 minutes after aircraft power up.
Trouble Shooting Report

The trouble shooting report is used as additional trouble shooting to get more information about the suspect element in clear message.
There are two pages of the trouble shooting report for each failure.
After the page title:
the first line indicates the suspect element (PS3 PRESSURE)
the second line recalls the corresponding fault message of the LAST LEG or
PREVIOUS LEGS REPORT (PS3 SENS LINE, ECU)
OCCURRENCES: number of times that the failure occured
ECU DSG: ECU designation (ECU 1)
the messages are followed by the main parameter values sensed when the
fault occurred.
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A320 Family

73-25 CFDS
Figure 1: Engine Trouble Shooting Report/Test
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73-25 CFDS
Figure 2: FADEC Test
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EIU Bite and Test Description

73-25 CFDS
Figure 3: EIU Bite and Test General
General
The Engine Interface Unit performs several tests to isolate any faliure or failed
component.
The tests performed by the EIU are:
Power up test
MCDU test (Ground Scanning)
In operation test
The Ground Scanning is used as an MCDU test.
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Power Up Test

73-25 CFDS
Figure 4: Power UP Test
the ground and the engines are stopped.
The power up test verifies the integrity of the EIU.
The power test will be initiated if the computer power supply has been cut off for
more than 200 ms. The duration of the power up test is less than 3 seconds.
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Training Manual
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73-25 CFDS
Figure 6:
The BITE message can be read by displaying the BITE contents of the EIU
through the LAST LEG REPORT.
During aircraft power up, here is an example of what can be displayed on the
ECAM in case of failure.
The power up test is not OK. The EIU has to be interrogated order to obtain information concerning the problem.
Jun04/THTA

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A320 Family
MCDU Test (Ground Scanning)

73-25 CFDS
Figure 7: MCDU Test (Ground Scanning)
The ground scanning test can be activated from the MCDU provided the aircraft is
on the ground and engines are stopped.
The ground scanning is used as the EIU operational test through the MCDU.
the computer.
During Ground Scanning all input and output ports are tested and the EIU integrity
is verified.
Following this test, the MCDU will display only the EIU system internal failures that
have occured since aircraft landing.
Jun04/THTA

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Training Manual
A320 Family

73-25 CFDS
A test has been performed on the MCDU. The test was not OK, here is the message given by the EIU during the ground scanning.
Figure 8:
If a fault message is followed by RTOK, this indicates that the fault is not present
anymore.
Figure 9:
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A320 Family
In Operation Test
The In operation test is a cyclic test performed automatically when the system
operates.
During in Operation Test all input and output signals are tested and the EIU integrity is verified.
Following this test, the EIU sends, to the CFDS, the fault messages related to the
internal and external failures of the system.

73-25 CFDS
The aircraft arrived at gate, the line mechanic performed a POST FLIGHT REPORT print.
The Post Flight Report print gives the ECAM warning message and the EIU BITE
failure message through the CFDIU.
A cross check can be done by reading, through the SYSTEM REPORT/TEST
menu, the BITE contents of the EIU (LAST LEG REPORT).

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Training Manual
A320 Family

73-25 CFDS
Figure 12:
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A320 Family

73-25 CFDS
Figure 13:
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A320 Family

73-25 CFDS
Figure 14:
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73-25 CFDS
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Engine Fuel and Control

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A320 Family

Figure 1: Fuel Flow Indication
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A320 Family

Figure 2: Fuel Filter Clogging
Jun04/THTA

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Training Manual
A320 Family

Figure 3: LP and HP Fuel Shut OFF Valves
Jun04/THTA

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73-EE-4

A318 to A320 Family
Aircraft General
73-00 Engine Fuel/Control
73 Engine Fuel - A318

General differences between A320 and 318
The difference between A320 and A318 are :
The engine thrust rating through the Electronic Control Unit (ECU) is decreased by plug programming,
The Burner Staging Valve (BSV) system is deleted following a CFMI improvement program.
The A318 is powered by two CFM International CFM56-5B engines with an
appropriate programming ''5B8/P'' on the J14 identification plug connected to the
ECU.
Note that these engines incorporate the last CFMI improvements, which are :
A single ring fuel manifold is fitted as the consequence of the BSV deletion,
The air starter includes a bayonet type magnetic plug,
A ''molded type'' oil tank with a slighly higher oil capacity. The oil tank is fitted
on three mounts by removable cotter pins.
System Description
The CFM56-5B8/P produces a take-off thrust of 21 600 lbs (9798daN). The
appropriate identification plug transmits the discrete coded signals to the ECU
through a combination of ''pull or push pins''. It is coded in the factory during
installation of the engine. User can check the correct engine rating and
identification plug data on the Multipurpose Control and Display Unit (MCDU)
Downstream of the Hydro Mechanical Unit (HMU), for the combustion chamber,
the fuel directly flows to the twenty fuel nozzles which are connected to a single
ring fuel manifold.
Mar04/THTA

73-00-1

A318 to A320 Family
Aircraft General
Figure 1: Differences
Mar04/THTA

73-00-2

A318 to A320 Family
Aircraft General
Figure 2: Engine General
Mar04/THTA

73-00-3

A318 to A320 Family
FADEC/Interfaces differences between A320 and 318
Aircraft General
Figure 3: FADEC Differences
On the A319/A320/A321, the only engine limit protection is to provide overspeed

protection for N1 and N2 via the Full Authority Digital Engine Control (FADEC).
On the A318 model an additional function is integrated. The Thrust Control
Malfunction (TCM) protection is a protection against engine uncommanded and
uncontrollable power excursion :
in case the throttle lever / Hydro Mechanical Unit (HMU) metering valve is in an
uncommanded position,
and resulting in aircfaft (A/C) instability on the ground.
To integrate this new protection, the following components have been added :
wiring,
relays,
circuit breakers.
The software in these computers has been modified :
The Engine Control Unit (ECU),
Spoiler and Elevator Computer (SEC)
Flight Warning Computer (FWC).
The FADEC TCM protection can command the engine shut down on ground via
A/C master switch control wiring, when an engine uncommanded and
uncontrollable power excursion is detected.
Mar04/THTA

73-00-4

A318 to A320 Family
Aircraft General
Figure 4: FADEC and Interfaces
Mar04/THTA

73-00-5

A318 to A320 Family
TCM Protection Function Description
Aircraft General
(TCM = Thrust Control Malfunction)
The SEC receives the Throttle Lever / Throttle Control Unit (TCU) / potentiometer
and Radio Altimeter (RA) data.
From this information, the SEC states ''A/C on ground and related engine throttle
lever at or below idle'' and controls its TCM A/C ARMING SEC RELAY.
If the ECU detects an engine uncommanded and uncontrollable power excursion
and the A/C is confirmed on ground (Landing Gear Control and Interface Unit
(LGCIU) signal via EIU, Mach number consolidation), the ECU triggers the TCM
protection.
The TCM protection is only active if the TCM A/C ARMING SEC RELAY status
satisfies the arming condition for :
The TCM engine ARMING RELAY,
The ECU control drive (28 VDC supply inside ECU).
When all TCM conditions are satisfied, the 28 VDC supplies the Eng master switch
ON position to energize the engine High Pressure Shut Off Valve (HPSOV) via A/
C master switch control wiring.
Mar04/THTA

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A318 to A320 Family
Aircraft General
Figure 5: TCM Protection Function Description
= Eng S/D
Mar04/THTA

73-00-7

A318 to A320 Family
Aircraft General
Engine System Warnings

Here are new warnings for the TCM protection.
ENGINE 1 OR 2 OVERTHRUST PROTECTION FAULT
In case of the loss of data or loss of the power supply for the ECU, the TCM
protection is lost (TCM Engine ARMING RELAYS fail open).
In this case, the warning message is shown amber on the ECAM Engine and
Warning Display (EWD).
Typical data loss :
SEC 1 and 2 failed,
ECU TCM detection is lost.
ENGINE 1 OR 2 FAIL - THRUST MALFUNCTION
This message is displayed during Engine Shut down when commanded by the
TCM detection.
The main warning ENG 1 or 2 FAIL is accompanied by the THRUST
MALFUNCTION message.
The technician can retrieve the relevant BITE fault message, as detected by the
ECU fault isolation process.
Mar04/THTA

73-00-8

A318 to A320 Family
Aircraft General
Figure 6: Engine System Warnings
Mar04/THTA

73-00-9

A318 to A320 Family
CFDS ENG Pages
Aircraft General
Figure 7: CFDS ENG Pages
ECU Menu Page

The following MCDU pages show the menu of the FADEC :
TROUBLE SHOOTING REPORT line key is replaced by TROUBLE SHOOT
REPORT line key,
A SPECIFIC TEST line key is added.
Specific Tests
The specific tests menu allows the testing of the TCM A/C ARMING SEC and ECU
relays which have been added for the TCM protection function.
Mar04/THTA

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A318 to A320 Family
Aircraft General
Figure 8: Specific Tests
Mar04/THTA

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A318 to A320 Family
Mar04/THTA

Aircraft General
73-00-12
Training Manual
A320 Family
Study Questions
Engine Fuel / Control CFM56-5B
73-Study Questions
73-00 General
73-10 Distribution
1. Please note the main units of the engine uel system.
5. Is it allowed to change a solenoid or a torque motor on the hydro mechanical

unit?
2. Whats the purpose of the fuel return valve?

6. Which Unit controls the burner staging valve?
3. Which systems are hydraulically actuated through torque motors and servo
valves, built into the hydro mechanical unit?
7. Where is the Fuel, coming from the IDG Fuel/Oil heat exchanger, flowing to?
73-20 Controlling
8. The Hydro Mechanical Unit gets the control signals from the ECU. Which other
Systems/Units on the Engine are also controlled by the ECU?
4. Which Parameter is used by the ecu to open the fuel return valve?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
9. From where is the ECU electrically powered, when:
N2 is < 12% RPM?
Study Questions
Engine Fuel / Control CFM56-5B
12.Which active Tests are available, with the CFDS on the ENGINE MAIN MENUE?
N2 is > 12% RPM?
10.Where is the T25/P25 Sensor mounted?
73-25 CFDS
11.You want to get access to the SYSTEM REPORT/TEST Menue of the FADEC.
What must be switched ON first?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Ignition and Starting CFM56-5B

74-00
74 Ignition / Starting - CFM56-5B
Jun04/THTA

Level 3 B1 B2
74-00-1
Training Manual
A320 Family

74-00 General
74-00 General
Control
The Engine Control Unit (ECU) controls and monitors the start sequence either in
automatic or manual mode.
The ECU is able to abort the start sequence in case of an incident:
Start valve failure
Ignition failure
HP fuel shutoff valve failure
High EGT
Engine stall
The system consists of a start valve, an air starter, two ignition boxes and two igniters (A & B).
The start valve is fitted with a manual override handlefor mechanic intervention on
the ground.
The necessary control signals needed by the ECU foran automatic start, for a
manual start or for dry/wet cranking arefed from the control Panels through the
EIU to the ECU.
These control Panels are:
Engine Mode switch with the positions NORM, IGN/START and CRANK;
and the two Master Control Levers with the positions OFF and ON. Two annunciator FAULT lights supplied by the EIU come on, if a starting failure is detected in AUTO MODE or a desagreement occurs between the HP shutoff
valve and the control.
The ENG MANUAL START Push Switches.
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A320 Family

74-00 General
Figure 1: Start Control
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Automatic Start

74-00 General
If IGN/START is reselected the continuous relight function is initiated on

the running engine(s).
Aircraft configuration:
At any time if the MASTER LEVER is set to OFF the start sequence or engine
operation is interrupted.
APU is running and APU BLEED ON.

When IGN/START is selected, the engine page is called automatically with ignition indication and the ECU initiates the start sequence.
As soon as the MASTER LEVER is set to EON position, the LP fuel
With the MASTER LEVERS at OFF, the LP and HP SOVs are closed.
With both engines shut down, the DOOR/OXY page is displayed.
The ECU aborts the starting sequence in case of following detected incidents:
Start valve failure
HP fuel SOV failure
Hot start
Stall
Overspeed
Engine fails to lightoff after continuous ignition is selected.
shut-off valve opens and the ECU opens the start valve.
Start valve position confirmed on ECAM ENGINE page.
N2 is increasing.
At 16% of N2
When N2 reaches 16% the ECU provides ignition.
The selection of the igniter is automatically done by the ECU.
At each start the igniter selection will change.
On the ECAM ENGINE page, the corresponding igniter system (A) chosen by
the ECU is displayed.
At 22% of N2
When N2 reaches 22% the ECU opens the HP fuel shut-off valve.
Fuel Flow is provided.
Now the ECU controls the evolution of the EGT and N2 according to their schedules, to provide the correct fuel flow.
In case of malfunction the ECU automatically shuts down the engine and performs
a dry motoring sequence.
Up to 50% N2 automatic fuel flow regulation
Max EGT during start 725 degrees C.
In case of a starter valve failure, the ECU automatic start logic is compatible also
with manual actuation of the start valve.
On ground automatic start abort and automatic dry cranking in case of detected
hot start, stall, failure to light, hung start and starter time exceedence. Up to 4 start
attempts are possible.
In case of ignition delay, the ECU will automatically operate both exciters after an
automatic dry motoring sequence.
If the ECU aborts the automatic starting sequence the Display shows AUTO
CRANK IN PROGRESS and NEW START IN PROGRESS.
When final attempt is finished with no success, the display shows
ENG MASTER... .OFF.
When N2 reaches 50% the ECU closes the start valve and cuts off ignition.
The ECU continuoues to control fuel flow and will stabilize the engine at minimum
idle.
To start the second engine, just set the second MASTER LEVER to ON.
After second engine start, place the MODE SELECTOR to NORM position.
With ignition selector at NORMAL position and one or both engines running, the
WHEEL page appears instead of the ENGINE page.
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Training Manual
A320 Family

74-00 General
Figure 2: Automatic Start
Jun04/THTA

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74-00-5
Training Manual
A320 Family

74-00 General
Figure 3: Automatic Start
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Manual Start

74-00 General
Now the ECU continuous to control fuel flow and will stabilize the engine at minimum idle.
The engine is now stabilized at minimum idle.
APU is running and APU BLEED ON.

When IGN/START is selected, the ENGINE page is called automatically with IGNITION indication and the ECU initiates the start sequence.
The action on the MAN START pushbutton provides opening of the start valve.
Check on the displays that the starter valve opened and that N2 is increasing.
The manual start of the second engine is performed the same way.
To complete this start sequence, the mode selector is set back to NORM position.
With mode selector at NORM position and one or two engines running, the
WHEEL page appears instead of the ENGINE page.
When N2 is at 20% set the MASTER LEVER to ON.

As soon as the MASTER LEVER is set to ON position, the ignition is provided
and LP and HP shut-off valves are opened.
If IGN/START is reselected, the continuous relight function is initiated on

the running engine(s).
At 20% of N2 with MASTER LEVER ON:

Dual Ignition and Fuel Flow.
Then release the MAN START pushbutton.
The action on the MAN START pushbutton after placing the MASTER LEVER to ON, has no effect on the start valve closure. It is only done to complete the manual procedure.
In case of malfunction before the MASTER LEVER is set to ON, release
the MAN START pushbutton. This causes the Start Valve to close.
For start interruption after placing the MASTER LEVER to ON, put the
MASTER LEVER to OFF, to perform a start abort sequence.
After placing the MASTER LEVER to ON, the ECU controls the evolution of the
EGT and N2 according to their schedules, to provide the correct fuel flow.
Up to 50% N2 automatic fuel flow regulation.
Max EGT during start 725 degrees C.
When N2 reaches 50% N2, the ECU will close the start valve and cut off ignition.
No automatic shut downs, exept of EGT overlimit and surge. But no automatic dry crank and restart.
Warning indications are also provided.
At 50% of N2:
Start valve is automatically closed.
Ignition cut-off.
Jun04/THTA

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Training Manual
A320 Family

74-00 General
Figure 4: Manual Start
Jun04/THTA

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Training Manual
A320 Family

74-00 General
Jun04/THTA

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Training Manual
A320 Family

74-00 General
Jun04/THTA

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Training Manual
A320 Family

74-00 General
Continuous Relight
APU AVAILABLE and APU BLEED on.
One or two engines are running.
Manual Selection
If IGN/START is reselected with one or two engines running, the corresponding
ECU supplies the two igniters together, to provide a permanent ignition.
When NORM is restored, the continuous relight is cut off.
Auto Ignition
Automatic Ignition is provided by the FADEC when:
Engine anti-icing is switched ON
EIU failed
Engine flame out is detected.
In flight restart is initiated.
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Training Manual
A320 Family

74-00 General
Figure 7: Continuous Relight
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A320 Family
Engine Crank

74-00 General
When the MAN START pushbutton is released out the start valve closes.
With the MODE SELECTOR at NORM position and engines shut down, the
DOOR/OXY page is displayed on the ECAM.
APU is running and APU BLEED on.
Both engines shut down.
When CRANK is selected on the ground, the ENGINE page appears automatically on the ECAM and the ECU initiates a motoring sequence.
With CRANK selected, ignition is inhibited.
Now select MAN START Pb to open the Start Valve.
The action on the engine MAN START pushbutton provides opening of the start
valve.
During the crank sequence the starter limitations have to be observed.
In case starter operation time is exceeded, a warning message is provided on the
ECAM.
Starter Limitations
Maximum duration per cycle is 2 mm.
4 consecutive cycles each of 2 mm duration, with a 16 sec rest between each cycle are allowed.
After 4 cycles, wait 15 mm. to allow the starter to cool down before a new start or
motoring.
No running engagement of the starter is allowed when N2 is above 20% N2.
Wet Crank
When the MASTER lever is set to ON position, the LP and HP Shut-off valves
are opened.
Wet Crank:
MAXIMUM DRATION OF 15 sec.
After 15 sec of wet motoring, the MASTER lever must be set to OFF position to
close the fuel and to permit an engine dry motoring for elimination of fuel and vapours in the burners section.
With the LP and HP SOy closed, continue a dry cranking for at least 60 sec.
Then release the MAN START pb to interrupt the crank sequence and set the
MODE selector back to NORM position.
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family

74-00 General
Figure 8: Engine Crank
Jun04/THTA

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Training Manual
A320 Family
Jun04/THTA


74-00 General
Level 3 B1 B2
74-00-15
Training Manual
A320 Family
Jun04/THTA


74-00 General
Level 3 B1 B2
74-00-16
Training Manual
A320 Family

74-25 CFDS
74-25 CFDS
Jun04/THTA

Level 3 B1 B2
74-25-1
Training Manual
A320 Family

74-25 CFDS
Ignition Test with the MCDU

WARNING
THIS TEST ACTIVATES THE ENGINE IGNITION SYSTEM!
Before you activate this test consult the Maintenance Manual.
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74-25 CFDS
Figure 1: Ignition Test with the MCDU
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74-25 CFDS
Figure 2: Ignition Test with the MCDU
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74-20 Distribution
74-20 Distribution
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74-20 Distribution
Precautions
Make sure that the ignition boxes are de-energized before working on the ignition system. The voltage output can be dangerous. Do not touch the electrical contacts, the ignition boxes can continue to contain an electrical charge
when they are not energized.
During start valve manual override operation, obey all safety zones while the
engine is operating. There is sufficient suction to kill or cause serious injury
to persons by pulling them suddenly into or against the air intake. The high
temperature, velocity and overpressure in the exhaust gas wake is also very
dangerous.
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Ignition Boxes

74-20 Distribution
Figure 1: Ignition Boxes
Upper box for system A.

Lower box for system B.
The ignition boxes transform 115V-400Hz AC into high voltage (15 to 20 KV), to
charge internal capacitors. The discharge rate is of one per second and energy
delivered is 1.5 jouIes.
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Figure 2: Ignition Leads
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Igniters
Left igniter for system B.

Right igniter for system A.
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Precautions have to be taken before removal/installation

An ignition test Is available through MCDU menus to verify the ignition circuit.
Figure 3: Igniters

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Start Valve
A manual override handle is provided to operate manually, on the ground, the
valve.
It is recommended to wear asbestos gloves to operate the override handle because the starter duct is hot.
Manual Override Handle

To operate it, first press in the wrench button. warning instructions are indicated
on the handle to prevent manual operation without pneumatic pressure. To get access to the starter valve with engine at idle power, observe the access corridor of
the safety zones.
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Figure 4: Start Valve
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Air Starter
Characteristics:
Drive shaft disengagement speed: 4300 to 4500 rpm,
drive shaft reengagement speed: 1720 to 2800 rpm.
Limitations:
4 consecutives cycles, each of 2 mn duration maximum
20 seconds of no operation between cycles to allow starter rotor relubrication
After 4 cycles, waft 15 mn to allow starter to cool before attempting a new start
or motoring.
No running engagement of the starter when the N2 is above 20%.
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Figure 5: Air Starter
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Figure 1: Ignition and Starting System
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Figure 2: Ignition and Starting System
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Study Questions
Ignition CFM56-5B
74-Study Questions
74-00 General
1. Which incidents cause the ECU in AUTO START Mode to abort the start sequence?
2. Please note the sequence what happens on a engine auto start.
5. Whats the maximum duration for a dry crank? Do we get a warning if we exceed this limit?
74-20 Distribution
6. Where are the Ignition Boxes located?
3. The engines are running. What happens when you select IGN/START?
7. Where is the igniter from system A located?
4. What has to be selected for an engine dry cranking?
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Level 3 B1 B2
Training Manual
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Study Questions
Ignition CFM56-5B
8. At which Energy and Discharge Rate do the Ignition Boxes work?
9. If you have to operate a starter valve manually, which safety precautions have
to be observed?
10.If you have to do an Ignition Test, which menue page have you to select in the
CFDS?
Oct03/THTA

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Training Manual
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Air CFM56-5B
75-00
75 Air - CFM56-5B
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Air CFM56-5B
75-00 General
75-00 General
Air System Presentation
The engine air system covers the compressor airflow control, compressor and turbine clearance control and cooling.
Airflow Control
To limit compressor surge and to provide good acceleration, the CFM56-5B is
equipped with a Variable Bleed Valve system and a Variable Stator Vane system.
Both systems are fuel operated by the Hydromechanical Unit (HMU) and controlled by the Electronic Control Unit (ECU).
VSV: Variable Stator Vane
VBV: Variable Bleed Valve
The Variable Bleed Valve (VBV) system controls airflow from the LP compressor
to the HP compressor by using 12 valves.
The VBVs discharge the LP compressor air to the fan air stream to match LP/HP
compressor at low speed.
The Variable Stator Vane (VSV) system controls airflow through the HP compressor by using the first four rows of pivoting vanes.
The VSVs provide aerodynamic matching of the HP compressor stages to prevent engine surge.
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Figure 1: Air System Presentation
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Active Clearance Control
Nacelle Cooling System
The gap between the blade and tips and the casing is actively controlled in order
to optimize engine performance.
The CFM56-SB DAC H PIP introduces a nacelle cooling system. During ground
idle operation the DAC runs at a high turbine temperatures when operated in the
20/0 fueling mode. There is a heat flow from the cornbu.stor to the turbine cases
and the turbine rear frame. From the TRF the heat radiates and leads to high nacelle temperatures.
The system distributes:

cool air to shrink the LP and HP turbine casings.
hot air into the HP compressor cavity in order to expand it.
Three systems controlled by the Electronic Control.
Unit and actuated from the Hydro-Mechanical. Unit provide the engine clearance
adjustment.
LPTACC:
Low Pressure Active Clearance Control
HPTACC:
High Pressure Active Clearance Control
RASCB:
Rotor Active Clearance Control and Start Bleed.
The Rotor Active Clearance Control and Start Bleed system uses stage 5 HP compressor air to heat the rotor cavity during cruise. During starts and transients, it unloads the HP compressor by discharging stage 9 air.
The High Pressure Turbine Active Clearance Control system uses stage 4 HP and
stage 9 HP air to heat or cool. the High Pressure Turbine shroud support structure.
The shroud support structure temperature is monitored by the ECU.
To protect the nacelle from overheat damages the heat radiation had to be reduced. This is achieved on the CFM56-5B DAC II PIP by introducing a nacelle
cooling system.
This system utilizes 5th stage HPC air routed to a TRF dual counterflow manifold
system which directs the cool engine air towards the TRF outer skin and the nacelle components (figure 2).
The NAC/TB (Nacelle Cooling and Transient Bleed) valve is located on the LH engine side at the same place where the RAC/SB was installed. Like the RAC/SB
the NAC/TB is a dual valve controlled by the ECU. The valve functions are:
to control the cooling air flow to the TRF (NAC-function)
to offload the HPC during engine accel- and deceleration
The system was successfully ground and flight tested, the TRF temperature was
reduced by approximately 150 C.
The Low Pressure Turbine Active Clearance Control system uses Fan air for external case cooling of the the LP turbine.
To dispatch the A/C the nacelle cooling system can be inoperative. A system malfunction creates class II faults (FADEC STS with corresponding failure messages) which have to be fixed within 10 days.
ECU and Nacelle Cooling
During the next two years, all CFM56-SB DAC engines operated by Swissairand
Austrian Airlines will be modified to DAC II PIP standard.
The Electronic Control Unit (ECU) is aerodynamically cooled to maintain its internal temperature below maximum limits.
A flush air scoop, located on the inlet cowl outer barrel, supplies ram air through
a duct to the ECU.
This air is then discharged into the fan compartment ventilation zone.
The current AMM revision does not conain information about the new system. All
required information will be implemented during the next revision.
TURC has all documents required to trouble shoot the system. If you are experiencing problems related to the NAC/TB system contact TURC (26497).
The fan and core compartments which form the nacelle are air cooled to provide
airflow around the engine during its operation.
A nacelle temperature sensor monitors the core compartment temperature.
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Figure 3: NAC/TB Valve Location
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Air CFM56-5B
75-00 General
Figure 4: TRF Cooling Manifolds

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Air CFM56-5B
75-00 General
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Pneumatic Sources
The engine provides pneumatic sources to feed the Active Clearance Control subsystems and also to supply the listed systems:
Customer bleed (5th and 9th compressor stages)
Anti-ice inlet cowl (5th compressor stage)
Figure 6: Pneumatic Sources
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HP Turbine Active Clearance Control System

(HPTACC)
Air
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When the engine is shut down the valve move to a failsafe closed position.
A closed control loop, taking in account the actual T case, determines the HPTACC valve position.
General
Figure 1: HPTCC System
The High Pressure Turbine Active Clearance Control (HPTACC) system uses
bleed air from the fourth and ninth stages to control the thermal expansion of high
pressure turbine shroud support structure.
The cooling causes the turbine shroud to shrink and reduces the turbine blade tip
clearances.
The purpose of the system is to:
Maximize turbine efficiency during cruise
Minimize the peak Exhaust Gas Temperature (EGT)
During throttle burst
Description/Operation
The HPTACC system regulates the HP turbine shroud support structure temperature by means of valves controlled by the ECU through the Hydromechanical Unit
(HMU).
The HPTACC system has integrated dual butterfly valves driven by a single fuel
powered actuator.
Fuel pressure is distributed in accordance with electrical signals sent by the Electronic Control Unit (ECU).
One butterfly valve controls the air flow from the fourth stage compressor bleed
while the other butterfly valve controls the air flow from the ninth stage.
The fourth stage air flow is mixed with the ninth stage air flow downstream of the
valve.
Two Linear Variable Differential Transducer (LVDTs) connected to the actuator
and two thermocouples (Tcase), located: one on the left and one on the right hand
sides of the HP turbine shroud support structure, provide feedback signals to the
ECU.
Control
In accordance with various parameters such as N2, T3, T25, P0, Total Air Temperature (TAT) and T case, the ECU computes and sends a demand signal to the
torque motor within the HMU to move the HPTACC valve.
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Figure 2: HP Turbine Active Clearance Control (HPTACC)
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Figure 3:
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Figure 4: HPTCC System Steady State Schedule
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T Case Sensor
Air
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At the end of the tube, both wires are welded together to make a thermocouple
junction.
The T case sensor has a metal tube that houses two dissimilar metal wires
(chromet/alumel) in a magnesium oxide insulation.
The other ends of the two wires are incorporated into a connector at the forward
side of the housing.
Figure 5: T Case Sensor
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LP Turbine Clearance Control (LPTCC) System
Air
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When the Engine is shut down, the butterfly valve is fully open.
The fail safe position of this valve is the closed position.
General
A stop mechanism ensures a minimum cooling airflow.
The Low Pressure Turbine Active Clearance Control (LPTACC) system uses fan
bleed air for LP turbine case cooling purposes.
Two RVDTs send position feedback signals of the butterfly valve to the ECU
channels.
A valve controlled by the ECU maintains the LPT case shroud clearances relative
to the LPT rotor blade tips, in order to get the best performance from the turbine
at all engine ratings.
The purpose of the tow Pressure Turbine Active Clearance Control system is:
To prevent LP Turbine Case Overtemperature (750C < EGT < 905C)
To optimize the LP Turbine clearance above 10000ft.
Description/Operation
A scoop installed on the inner barrel of the right C Duct supplies the LPTACC
valve with Fan air.
The fan airflow is metered by a butterfly type valve.
A Linear actuator controls both the opening and closing of the valve and two Rotary Variable Differential Transducers (RVDTs) are installed on the valve.
The valve supplies 6 perforated circular manifolds fitted around the LP turbine
case.
Then the airflow is sprayed on the outside surface of the LP Turbine case.
Control
The demand schedule is based on various parameters such as:
Altitude (PD)
EGT (T 49.5)
N1
T12
According to this demand schedule the ECU controls a torque motor inside the
HMU.
The torque motor modulates servo fuel pressure sent to the valve actuator.
The butterfly valve opens when the Engine rating increases.
It closed when the engine rating decreases.
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Figure 6: Low Pressure Turbine Clearance Control (LPTCC) System
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Figure 7: LP Turbine Active Clearance Control (LPTACC) System
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LPTCC Operation
Air
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Above 10000 ft Altitude

The LPT cooling above 10000 ft is on an N1 function.
Below 10000 ft Altitude

The LPTCC operation below 10 000 ft of altitude is a function of EGT.
When the EGT is less than 750C the valve position is closed, thus heating the
LPT case.
When temperature reaches 750C the valve opens on schedule to provide more
cooling air for the LPT case. Once the maximum EGT is reached, then the valve
is fully open.
When higher N1 RPMs is reached, the schedule of the LPTCC valve is changing
to maintain constant tip clearances between the stator and rotor during climp, descent, acceleration, deceleration and optimizes turbine clearances above 10000
ft in altitude. This will increase efficiency and performance without blade tip rubbing.
This prevents LPT case temperatures from going over 650C.
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Rotor Active Clearance Control and Start Bleed

System (RACC/SB)
Air
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At high altitude the RACSB valve bleeds fifth stage air to heat the HP compressor
bore, which reduces compressor clearances and improves compressor efficiency.
When the engine is shut down the valves move to the failsafe closed position.
General
The Rotor Active Clearance Control (RACC) and Start Bleed system (SB) improves compressor efficiency during cruise by heating the High Pressure Rotor
cavity with compressor fifth stage air.
The Start Bleed Control system improves stall margin during engine starting and
acceleration by unloading the compressor ninth stage air to the Low Pressure Turbine Cavity.
Description
According to various parameters such as P0, N2, M0 and T3, a redundant demand
schedule from the Electronic Control Unit (ECU) controls the Rotor Active Clearance Control and Start Bleed (RACSB) system.
The Rotor Active Clearance Control and Start Bleed Valve has integrated dual butterfly valves controlled by the Hydro-Mechanical Unit (HMU) and driven by a single
servo fuel powered actuator.
One butterfly valve controls the flow from the fifth stage air compressor bleed to
the High Pressure Compressor bore cavity.
The other butterfly valve controls the flow of the ninth stage compressor air bleed
to the Low Pressure Turbine cavity.
Position feedback to the ECU is provided by a dual channel Linear Variable Digital
Transducer attached on the actuator.
Control
The ECU sends electrical signals to the torque motor within the HMU to move the
RACSB actuator through the servo valve.
The RACSB actuator drives the butterfly valves.
The RACSB demand schedule controls the valves as follows:
On engine start the RACSB valve moves to the ninth stage bleed position which
unloads the compressor to improve engine acceleration.
At steady speeds, above idle and low altitude, the RACSB valves are in the no air
position.
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Figure 8: RACSB Valve
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Rotor Active Clearance and Start Bleed System

Locate and Identify
The rotor active clearance and start bleed control system main components are:
The RACSB valve is located on the engine core section at the the 7:30 oclock
position.
The RACSB logic block within the ECU located on the engine fan case at 4
oclock position.
The RACSB servo valve within the the HMU which is located on the accessory
gearbox at the 7 oclock position.
Purpose
The purpuses of the Rotor acticve clearance control and start bleed (RACSB) system are:
Optimization of the high pressure compressor efficiency during cruise operation Through the RAC system.
Improvement of the high pressure compressor stall margin during engine starting and the acceleration through the start bleed (SB) system.

This closed loop type system regulates the airflow tapped from the HPC 5th stage
and sent it inside the HPC Rotor cavity for rotor clearance control.
The airflow tapped from the HPC 9th stage is sent to the LPT first stage nozzles
for transient and starting operations.
According to a schedule coming from the ECU, an electrical order proportional to
a valve position demand is sent first to a servo valve within the HMU.
The sevo valve transforms the electrical information in fuel pressure and sends it
to the RACSB valve.
The valve status determines the amount of air sent to the HPC rotor cavity and
LPT 1st stage nozzles.
The valve actual position is sent to the ECU as a feedback information to permit a
comparison between the position demand and the actual position.
As long as the valve position does not match with the demand, the ECU sends an
order through the HMU to change the valve status until both terms are equal.
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Figure 9: Rotor Active Clearance Control and Start Bleed (RACSB) System
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RACSB Operation
The RAC control system dcts 5th stage compressor bleed air to the HPC bore cavity. The 5th stage (HPC) air causes the rotor to expand and reduces HPC clearances. The increased efficiency of the HPC results in lower fuel consumption.
The SB function is using during starting and acceleration from low speed. During
transients, the 9th stage bleed increases engine stall margin. On engine start, the
Air
75-20 Cooling
RACSB valve moves to a 9th stage bleed position which unloads the HPC to improve engine acceleration.
At steady speeds above idle, at low altitudes, the RACSB valve is in the no air position. At high altitudes, the RACSB valve bleeds 5th stage air to heat the HPC
bore which tightens compressor clearances and improves compressor efficiency.
When the engine is shut down, the valve extends to a failsafe no air position.
The main valve modes are defined in the table that follows:
Figure 10: RACSB Operation
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Figure 11: Air System Components - Nacelle Temperature Sensor
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Air
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Air
Variable Bleed Valve System

Description
There are 12 Variable Bleed Valves operated by ballscrew actuators. One ballscrew actuator is the master and is driven by the Fuel Gear Motor.
The other 11 are driven by the master through flexible shafts.
Operation
The gear motor is driven in one direction or the other by fuel from the HMU servo
valve.
This servo valve is positioned by the ECU according to a schedule. Note that there
is a dual feedback from the fuel motor Rotary Variable Differential Transducers
(RVDTs) to the ECU channels.
Controls
The VBV closes as N2 increases. The schedule is modified as N1 changes and
there is also a trim from Variable Stator Vane control.
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Air
Figure 1: Variable Bleed Valve System
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Variable Stator Vane System
Air
Figure 2: Variable Stator Vane System
Description
The Inlet Guide Vane and first three stator vanes rows of the HP compressor are
variable to optimize performance and to increase stall margin.
All the vanes for each stage are connected to unisson rings and the four unisson
rings are driven by fuel operated actuators through a belicrank assembly.
Operation
The two actuators receive muscle pressure from a servo valve in the HMU.
Controls
The servo valve torque motors are controlled by the ECU according to a schedule,
and the feedback signals are provided by the Linear Variable Differential Transducers (LVDTs), one per actuator.
Each LVDT provides a feedback signal to one channel of the ECU:
LHS - channel B
RHS - channel A
The VSV open as N2 increases; the schedule is modified as altitude (PD) changes.
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Study Questions
Engine Air System CFM56-5B
75-Study Questions
75-00 General
4. Which parameters are used by the ECU to control the Rotor Active Clearance
and Start Bleed (RAC/SB) Valve?
1. 1. Which different systems belong to the engine air system?
75-20 Cooling
2. Which way are the Engine Clearance Control Valves (RAC/SB,HPTACC and
LPTACC) controlled and actuated?
5. Which Systems belong to the Compressor Control System?
6. What type of actuating system is used to move the compressor Bleed Valves?
3. Whats the purpose of the Rotor Active Clearance and Start Bleed (RAC/SB)
control system?
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Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Engine Air System CFM56-5B
7. Which Vanes of the High Pressure Compressor are variable?
8. According which parameters are the Variable Vanes controlled by the ECU?
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Engine Controls - CFM56-5B

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76 Engine Controls - CFM56-5B
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76-00 General
Engine Panel
On the center pedestal an engine panel is provided to control the engine start sequences.
Overview
The throttle control system is fully electrical. The throttle control lever drives the
position detectors. The position detectors are located under the cockpit center
pedestal. Two of the resolvers are dedicated to the FADEC system. Each channel
of the Electronic Control Unit receives the position signal from one resolver in the
analog form.
Figure 1: Signal Path
Engine Controls Presentation

Engine FADEC Ground Power Panel
On the Maintenance Panel, an ENG FADEC GND PWR panel is provided to supply the FADEC system of engine 1 or 2, when the aircraft is on the ground with
engines shut down.
The ENG FADEC GND PWR panel is located on the 50VU. It has two guarded
pushbuttons to restore the power ON to the FADEC (Full Authority Digital Engine
Control) systems.
Engine Manual Start Panel

On the overhead panel, an ENGine MANual START panel is provided to open the
start valve of engine 1 or 2 during an Engine Manual start sequence.
The ENGine MANual START panel is located on the 22 VU. It has two guarded
pushbuttons to operate the corresponding start valves in the manual start mode
or during an engine cranking.
Throttle Levers
The throttle levers are installed on the center pedestal. They are used as conventional throttles and as thrust rating limit selectors.
The throttle lever positions are transmitted by electrical signals to the FADEC systems.
Each throttle lever is fitted with a reverse thrust latching lever and an autothrust
instinctive disconnect pushbutton.
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76-00 General
Figure 2: Engine Controls Presentation
A
FADEC GND PWR
B
C
D
B
Thrust Levers
The thrust levers can only be moved manually.
Reverser Latching Levers
Enable to override the stop which is fitted at forward idle
position to select reverse thrust.
This stop is reset when the lever is selected back to forward
thrust area.
ENG MAN START P/B
ON
- The start valve will open provided the

ENG MODE selector is set to CRANK or
IGN/START and N2 < 20%.
Both pack valves close during the start
sequence.
The ON light illuminates blue.
NOTE: The start valve will close automati
cally with N2 . 50%.
Off
- The start valve closes.
Autothrust disconnect P/B

Refer to AOM 22.
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Figure 3: Engine Controls Presentation Continued
AUTO START/UP HP FUEL VALVE FAULT Light
ENG MASTER Switch
FAULT
ON
The LP fuel valve will open (provided the

ENG FIRE P/B is not released out).
- During an automatic start, the HP fuel valve
opens provided:
The ENG MODE selector is at
IGN/START.
The N2 is above the following threshold:
- On ground: 22%.
- In flight: 15%.
- During a manual start, the HP fuel valve will
open provided:
ENG MODE selector is at IGN/START.
MAN START P/B is ON.
OFF
- A closure signal is sent directly to the HP

fuel valve and the LP fuel valve.
Controls the reset of both FADEC channels.
NOTE: Releasing the ENG FIRE P/B out
permits engine shutdown by clos
ing the LP fuel valve. There is a time
delay of about 60 sec at ground idle
(The time delay is due to fuel re
mains between LP valve and
nozzles).
Illuminates amber associated with ECAM

caution in case of:
- An automatic start abort.
- A disagreement between the HP fuel
valve position and its commanded
position.
ENG MODE Selector

CRANK
- The start valve will open provided the MAN

START P/B is ON.
IGN is inhibited.
NORM
- Continuous ignition A+ B is selected when

the engine is running and one of the
following conditions is met:
ENG ANTI ICE P/B ON.
Flame out detected.
EIU failure.
IGN START
- If the ENG MASTER SW is ON and

N2 . idle, continuous ignition (A+ B) is
selected.
- During an automatic start:
On ground, when N2 > 16%, ignition
(A or B) is selected.
Moreover in case of light up delay during
the start sequence, continuous ignition
(A+ B) is selected.
In flight at start sequence initiation,
continuous ignition (A+ B) is selected.
- During a manual start, the ignition is
selected when the ENG MASTER SW is
selected ON.
- During an automatic start or manual start, in

addition to LP and HP fuel valves closure,
the ignition stops and the starter valve
closes.
Both pack valves will automatically close during the start

sequence.
NOTE: On ground, the ignition is automatically cut off at the
end of the starting sequence (N2 > 50%).
Jun04/THTA

Level 3 B1 B2
76-00-4
Training Manual
A320 Family
Engine Throttle Lever Control

76-00 General
Figure 4: Thrust Limit Positions
The throttle lever is used as a thrust limit selector and as a classical thrust setting
lever.
The thrust limit positions are:
1
take off / go around
max continuous / flexible take off
climb
idle
reverse idle
full reverse thrust

Note that thrust levers do not move when auto thrust function is selected.
Jun04/THTA

Level 3 B1 B2
76-00-5
Training Manual
A320 Family

76-00 General
Figure 5: Thrust Limit Position (continued)
UPPER ECAM
IGNITION
SEAT BELTS
NO SMOKING
40
35
30
25
81.4
FLAP
92.7
3
5070
ADV
APU AVAIL
CL
A
/
T
H
R
0
15
R
IDL
E
665
20
IDLE
IDLE
FOB : 39600 LBS
MCL
5 10
R
10
REVERSE
RE
V
5070
N2
%
FF
LBS/H
FLX 84.6 % 45C
RE
V
92.5
10
T
MC
TO
FLX
5 10 EGT
C
670
FLX
MCT
A
/
T
H
R
GA
81.5
N1
%
FLX
MCT
CL
/
TO
10
T0
GA
45
DRT 86% D04
T0
GA
5
0
STS
MCDU
TAKE OFF
FADEC
V1
FLP RETR
RWY
VR
SLT RETR
TO SHIFT
V2
CLEAR
FLAPS/THS
DRT TO - FLX TO
COMPUTATION
45
Jun04/THTA

Level 3 B1 B2
76-00-6
Training Manual
A320 Family
Reverse Thrust Latching Lever

76-00 General
Figure 6: Mechanical Parts
To obtain reverse thrust settings, the reverse thrust latching lever must be lifted.
A mechanical cam design is provided to allow reverse thrust selection when thrust
lever is at forward idle position.
Mechanical Box
The mechanical box contains the thrust lever friction system and hard points corresponding to the thrust limit positions.
Throttle Control Unit

The Throttle control unit contains two resolvers, each of which sends the throttle
lever position to the Engine Control Unit.
The excitation current for the resolvers is provided by the ECU.
Autothrust Disconnect Pushbutton

The autothrust instinctive disconnect pushbutton can be used to disengage the
autothrust function.
Jun04/THTA

Level 3 B1 B2
76-00-7
Training Manual
A320 Family
Throttle Control

76-00 General
Figure 7: Throttle Control Unit
Each resolver is dedicated to one channel of the ECU and receives its electrical
excitation from the ECU.
The ECU considers a throttle resolver angle value:
less than -47.5 deg. TRA or greater than 98.8 deg. TRA as resolver position signal
failure.
The ECU incorporates a resolver fault accomodation logic. This logic allows engine operation after a failure or a complete loss of the throttle resolver position signal.
Throttle Control Unit

A mechanical rod transmits the throttle control lever movement.
It connects the throttle control artificial feel unit to the input lever of the throttle control unit.
The throttle control unit comprises:
an input lever
mechanical stops which limit the angular range
2 resolvers whose signals are dedicated to the ECU (one resolver per channel
of the ECU)
6 potentiometers fitted three by three. Their signals are used by the flight control system
a device which drives the resolver and the potentiometer
a pin device for rigging the resolvers and potentiometers
a safety device which leads the resolvers outside the normal operating range
in case of failure of the driving device
two output electrical connectors.
The input lever drives two gear sectors assembled face to face. Each sector drives
itself a set of one resolver and three potentiometers.
The relationship between the throttle lever angle and throttle resolver angle (TRA)
is linear and : 1 deg. TLA = 1.9 TRA.
Each resolver is dedicated to one channel of the ECU and receives its electrical
excitation from the ECU.
Jun04/THTA

Level 3 B1 B2
76-00-8
Training Manual
A320 Family
Engine HP Shut off Valve Control

76-00 General
Figure 8: Engine HP Shut off Valve Control
General
The opening and closure of the HP fuel shut off valve are performed from the engine start panel.
Engine Master Lever Opening Command

During the start sequence the FADEC controls the opening of the HP fuel shut off
valve, through the metering valve, when the rotary selector Is at IGN START and
the master lever at ON.
When the fuel metering valve is opened, by the ECU, it provides a command pressure to open the HP fuel Shut Off Valve.
Opening of the HP fuel Shut Off Valve is also possible when the selector is set to
CRANK to permit a wet motoring.
Engine Master Lever Closure Command

The closure of the HP fuel shut-off valve is controlled directly from the MASTER
lever at OFF position.
During the start sequence, if a start abort is Initiated, the ECU will close the HP
fuel SOV through the fuel metering valve. If a start abort is initiated.
Jun04/THTA

Level 3 B1 B2
76-00-9
Training Manual
A320 Family

76-00 General
Figure 9: Engine HP and LP Shut-Off Valve Control
Jun04/THTA

Level 3 B1 B2
76-00-10
Training Manual
A320 Family

76-00 General
Engine LP Shut off Valve Control
Mechanical Components
General
Mechanical linkage adjustment
The LP fuel shut off valve operation is controlled from the engine fire panel or from
the engine start panel.
To perform this task the thrust levers must be set to idle position.
Engine Master Lever Command
Do not apply force to push in or pull out the rigging pins in the rigging holes.
The LP fuel shut off valve closes when the MASTER lever Is set to OFF position.
If the rigging pins are difficult to push in, you must adjust the rods until they go in
easily.
Recommendation:
Engine Fire PB Command

The LP fuel shut off valve closes when the ENG FIRE pushbutton is pressed.
Figure 10: Engine LP Shut-off Location
Jun04/THTA

Level 3 B1 B2
76-00-11
Training Manual
A320 Family

76-00 General
Figure 11: Mechanical Linkage Adjustment
Jun04/THTA

Level 3 B1 B2
76-00-12
Training Manual
A320 Family

76-00 General
Mechanical Box
An adjustment screw is provided at the lower part of each mechanical box to adjust the artificial feel.
Figure 12: Mechanical Box(es)
Jun04/THTA

Level 3 B1 B2
76-00-13
Training Manual
A320 Family
Jun04/THTA


76-00 General
Level 3 B1 B2
76-00-14
Training Manual
A320 Family
Engine Controls
76-10 Power Control
76-10 Power Control

Engine Thrust Control Architecture
Fadec
The FADEC system adjusts the fuel flow and monitors the actual N1 according to
the thrust demand signal provided by the thrust lever position or the Auto Flight
System.
The FADEC manages the thrust according to the thrust lever position in manual
control mode, plus the Auto Flight System decision in automatic control mode.

In automatic mode, the Flight Management and Guidance Computer (FMGC)
computes the thrust according to the data inserted in the MCDU (Multipurpose
Control and Display Unit) and the FCU (Flight Control Unit).
The Flight Management and Guidance Computer (FMGC) receives, from the
FADEC the engine parameters needed for auto thrust computation.
In automatic control mode the FMGC computes the required N1 thrust and transmits it to the FADEC via the Flight Control Unit (FCU).
Thrust Lever
The thrust levers act as:
An N1 upper limit in auto thrust function.
A direct N1 control in manual mode.
Jun04/THTA

Level 3 B1 B2
76-10-1
Training Manual
A320 Family
Engine Controls
76-10 Power Control
Figure 1: Engine Thrust Control Architecture
FMGC 2
FMGC 1
MCDU
FADEC 2
Lever 2
FCU
Lever 1
FADEC 1
Fuel Flow
N1
Engine 2
Engine 1
Jun04/THTA

Level 3 B1 B2
76-10-2
Training Manual
A320 Family
Engine Controls
76-10 Power Control
Figure 2: Engine Thrust Management Simplified
TLA
N1
THRUST
LEVER
COMPUTATION
N1
TLA
N1
COMMAND
A / THR
N1
LIMITATION
OFF
AIR
DATA
N1
LIMIT
ON
ADR
N1
LIMIT
COMPUTATION
80. 0
EGT
C
N1 TARGET
EIU
FADEC
(ECU)
FUEL
FLOW
DEMAND
ACTUAL
N1
FMGS
HMU
Jun04/THTA

Level 3 B1 B2
76-10-3
Training Manual
A320 Family
Engine Controls
76-10 Power Control
Engine Thrust Management

Automatic Mode
The conditions of the autothrust mode are:
Autothrust function engaged and active
Thrust levers between IDLE and MCT, except if FLEX take off is selected.
The Flight Management and Guidance Computer (FMGC) computes the required
thrust and determines the N1 target which is sent to the Engine Control
Unit (ECU).
The thrust lever position defines the N1 rating limit corresponding to the selected
mode CLimb in this case.
The Thrust Lever Angle (TLA) is used to limit the N1 command computed by the
Engine Control Unit.
The N1 command is computed according to the N1 target, N1 rating limit, N1 throttle or Thrust Lever Angle and the air data parameters coming from the ADR (Air
Data Reference system).
The ECU controls the fuel flow in order to get the actual N1.
Notice that in case of an alpha floor detection the autothrust function engages and
becomes active automatically.
The N1 command applied will be the one corresponding to the Take-Off / Go
Around mode.
Jun04/THTA

Level 3 B1 B2
76-10-4
Training Manual
A320 Family
Engine Controls
76-10 Power Control
Figure 3: Engine Thrust Management

Flex Not
Selected
ATHR Engaged
A/THR
ATS Active
Signal
MCT>TLA>IDLE
for both Engine
FMGC
N1 Target
N1 Throttle
Thrust
80. 0
N1 Rating Limit CL
N1 Rating
Limit
Actual N1
N1 Throttle
N1 Target
TLA
N1 Rating Limit
Computation
Thrust Lever Angle
T0
T0
GA
GA
FLX
FLX
MCT
Limitation
MCT
45
CL
30
25
20
CL
N1 Command
Computation
A
/
T
H
R
0
15
R
10
REVERSE
+
-
5
F
RE
IDLE
35
RE
V ID
LE
CL
IDLE
A
/G
TO
T
MC
TO
FLX
A
/
T
H
R
40
ADR
Fuel
Flow
CTL
ENG1
Limitation
ECU1 (A/THR Logic Module)
Jun04/THTA

Level 3 B1 B2
76-10-5
Training Manual
A320 Family
Engine Controls
76-10 Power Control
Manual Mode
The conditions of the manual mode are:
Autothrust not engaged or engaged but not active.
The thrust levers operate in direct thrust control.
The N1 command is computed by the ECU according to the Thrust Lever Angie
and the air data parameters from the Air Data Reference system (ADR).
When the thrust lever is set between two detent points the N1 rating limit displayed
is the one corresponding to the upper detent point. Climb in this case.
The ECU controls the fuel flow in order to get the actual N1.
Jun04/THTA

Level 3 B1 B2
76-10-6
Training Manual
A320 Family
Engine Controls
76-10 Power Control
Figure 4: Manual Thrust Management
A/THR Not Engaged

A/THR Engaged
A/THR Not Active
N1 Throttle
Thrust
80. 0
N1 Rating Limit CL
N1 Rating
Limit
Actual N1
N1 Throttle
TLA
N1 Rating Limit
Computation
Thrust Lever Angle
T0
T0
GA
GA
FLX
FLX
MCT
Limitation
MCT
45
CL
35
30
25
20
CL
N1 Command
Computation
Function of the
Thrust Lever
Position
A
/
T
H
R
0
15
R
10
REVERSE
5
F
RE
IDLE
40
RE
V ID
LE
CL
IDLE
A
/G
TO
T
MC
TO
FLX
A
/
T
H
R
ADR
+
-
Fuel
Flow
CTL
ENG1
ECU1 (Manual Logic Module)
Jun04/THTA

Level 3 B1 B2
76-10-7
Training Manual
A320 Family
Engine Controls
76-10 Power Control
Figure 5: Thrust Management
Jun04/THTA

Level 3 B1 B2
76-10-8
Training Manual
A320 Family
Engine Controls
76-10 Power Control
Figure 6: Thrust Management Continued
Jun04/THTA

Level 3 B1 B2
76-10-9
Training Manual
A320 Family
Jun04/THTA

Engine Controls
76-10 Power Control
Level 3 B1 B2
76-10-10
Training Manual
A320 Family
Engine Controls

Figure 1: Thrust Lever Angle Harness
Jun04/THTA

Level 3 B1 B2
76-EE-1
Training Manual
A320 Family
Engine Controls
Figure 2: Thrust Control Power Supplies
Jun04/THTA

Level 3 B1 B2
76-EE-2
Training Manual
A320 Family
Study Questions
76-Study Questions
76-00 General
At engine shutoff sequence:
1. Do the thrust levers move, when autothrust function is selected?
5. Is it allowed to change a deffective HP Shutoff Valve Solenoid on the HMU?

2. Which thrust lever limit positions do you know?
6. From where is the Low Pressure Valve operation controlled?

3. Which devise transmits the thrust lever position to the engine ECU?
4. Which way is the high pressure shutoff valve controlled?

During the start sequence:
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
76-10 Power Control

7. To control the engine Thrust, which Engine Parameter is controlled and monitored by the FADEC system?
8. We are in Autothrust Mode. Which Computer, computes the rquired thrust and
determines the N1 target which is sent to the Engine Control Unit (ECU)?
9. We are in Manual Thrust Mode. According which Signals is the N1 Command

computed by the Engine Control Unit (ECU)?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Engine Indicating - CFM56-5B

77-00
77 Engine Indicating - CFM56-5B
Jun04/THTA

Level 3 B1 B2
77-00-1
Training Manual
A320 Family

77-00 General
77-00 General
General
The engine primary parameters are permanently displayed on the upper ECAM
E/WD.
The secondary parameters are displayed on the lower ECAM DU when selected
automatically or manually.
Jun04/THTA

Level 3 B1 B2
77-00-2
Training Manual
A320 Family

77-00 General
Figure 1: Primary Parameter/EGT-/N1-Indicating

Thrust Limit Mode
TOGA, FLX, CL, MCT, MREV limit mode selected by the thrust
lever is displayed in blue. If FLX mode is selected, the flexible
take-off temperature selected through the MCDUs and the
corresponding N1 are displayed in blue.
The displayed thrust limit mode corresponds to the actual
detent of the thrust lever position or if not in detent to the next
forward detent.
N1 Rating Limit
Computed by the FADEC according to the thrust lever angle,
displayed in green.
ENGINE / WARNING DISPLAY
NOTE: On the ground with the engines running the dis

played N1 rate limit corresponds to the TO/GA thrust
limit whatever the thrust lever position is.
On ground with engines running and if FLEX mode is
selected, FLEX N1 is displayed whenever the thrust lever
position is between IDLE and FLX/MCT.
IDLE
Displayed when both engines are at idle, flashing for 10 sec.
then steady.
Actual N1
- The N1 needle and N1 digital indication are normally green.
- The needle pulses amber when the actual N1 is above
N1 MAX.
- Both needle and digital indication pulse red when the
actual N1 is above the N1 red line.
- When N1 is degraded(in case both N1 sensors fail), the
last digit of the digital display is amber dashed.
N1 Display
EGT Display
N2 Display
Digital indication normally green. (During start sequence, the
indication is green on a grey background).
When N2 is above the limit,the indication becomes red and
a red cross appears next to the digital indication.
When N2 value is degraded (in case of dual N2 sensors
failure), the last digits are amber dashed.
Transient N1 (blue arc)

Symbolizes the difference between the N1 command and the
actual N1.
Not displayed if A/THR OFF.
N1 Command
Fuel Flow Indication
N1 corresponding to the A/THR demand limited by the thrust

lever position.
Not displayed if A/THR OFF.
Green indication in kg per hour .

NOTE: In case of detected discrepancy between N1, N2,
EGT, FF values on ECU-DMC bus, and correspond
ing displayed informations, a amber CHECK mes
sage is displayed below the affected parameter in
dication.
N1 TLA (white circle)

N1 limit corresponding to the thrust lever position.
Actual EGT
Max N1
- Normally green.
- The index pulses amber above the amber EGT limit (the
limit is lower during start sequence).
- The index and the numerical value pulse red above max.
permissible EGT.
EGT limit (amber)
Max Permissible N1
N1 redline is represented by a red arc at the end of the scale.
N1 Exceedance
Limit is lower during engine start.

Max Permissible EGT (red)
If the N1 limit is exceeded, a red mark appears and remains at

the max. value achieved. It will disappear after a new engine
start on ground or after maintenance action through the MCDU.
Max EGT is marked by a red line. A red arc is displayed at the

end of the scale.
REV Indication
EGT Exceedance
If EGT limit is exceeded, a red mark appears at the max value
achieved. It will disappear after a new engine start on ground
or after a maintenance action through the MCDU.
Jun04/THTA
Amber index at the value corresponding to the full forward

position of the thrust lever. (TOGA detent)

The REV indication appears in amber when one reverser

door is unstowed or unlocked.
It changes to green when the doors are fully deployed.
If unlocked in flight, the indication first flashes for 9 sec. and
then remains steady.
Level 3 B1 B2
77-00-3
Training Manual
A320 Family

77-00 General
Figure 2: Start- and After Start Configuration Page

Fuel Used Indication
SYSTEM DISPLAY (start configuration)
VIB Indication
The indication is green
N1 VIB and N2 VIB pulses if limit exceed.
Also displayed on ECAM CRUISE page.
The fuel used value computed by the F ADEC is displayed in

green.
The indication is frozen at its last value at engine shut down
until next engine start.
It is reset at engine starting (engine master switch ON) on
ground.
The two last digits are dashed if the fuel used indication is
inaccurate due to the loss of fuel flow for more than one minute.
Fuel used is also displayed on the ECAM CRUISE page.
NOTE: The advisory threshold may be decreased by a

MCDU procedure at the level of vibration reached
during the last flight.
OIL FILTER CLOG Indication
CLOG message appears in amber in case of excessive
pressure loss across the oil main supply filter.
Oil Quantity Indication
FUEL FILTER CLOG Indication
The needle and the digital indication are normally green.

The indication pulses below lower limit.
CLOG message appears in amber in case of excessive

pressure loss across the fuel filter.
Oil Pressure Indication
Start Valve Position Indication

The digital indication pulses if oil pressure exceeds upper or
lower limit.
The indication will be red associated with ECAM warning if oil
pressure drops below 13psi.
Green
Valve fully open.
Green
Valve fully closed.
Oil Temperature Indication

Normally green.
The indication pulses if oil temperature exceeds the limit.
The indication becomes amber associated with ECAM
warning if oil temperatures exceeds:
- Limit (140C) for more than 15 minutes, or
- 155C without delay .
Engine Bleed Pressure Indication

Bleed pressure upstream of the precooler is normally
displayed in green.
Indication becomes amber below 21 psi with N2 >
10% or in
Ignition Indication
IGN is displayed in white during the start sequence.
The selected ignitors "A" or "B" or "AB" are displayed when
supplied.
SYSTEM DISPLAY (after start configuration)
Nacelle temperature Indication

Both nacelle temperature indications are displayed if at least
one nacelle temperature is above 240C.
Nacelle temperature above 240C pulses green.
During start sequence, it is replaced by ignition indication.
250
Jun04/THTA

Level 3 B1 B2
77-00-4
Training Manual
A320 Family

77-00 General
Figure 3: Cruise Page

Fuel Used Indication
VIB Indication
CRUISE PAGE
The indication is green

N1 VIB and N2 VIB pulses if limit exceed.
The fuel used value computed by the F ADEC is displayed in

green.
The indication is frozen at its last value at engine shut down
until next engine start.
It is reset at engine starting (engine master switch ON) on
ground.
The two last digits are dashed if the fuel used indication is
inaccurate due to the loss of fuel flow for more than one minute.
Fuel used is also displayed on the ECAM ENGINE page.
NOTE: The advisory threshold may be decreased by a

MCDU procedure at the level of vibration reached
during the last flight.
Oil Quantity Indication

The indication pulses below lower limit.
Jun04/THTA

Level 3 B1 B2
77-00-5
Training Manual
A320 Family
Jun04/THTA


77-00 General
Level 3 B1 B2
77-00-6
Training Manual
A320 Family

77-10 Power
77-10 Power
Jun04/THTA

Level 3 B1 B2
77-10-1
Training Manual
A320 Family
N1 Speed Sensor

77-10 Power
Figure 1: N1 / N2 Sensor Electrical Diagram
This sensor is an induction type tachometer. It consists of 3 independent sensing

elements which are magnetically and electrically insulated from each other. Each
sensing element includes a magnet, a winding, and a pole piece.
The passage of each tooth modifies the flux field of the magnets and causes a flux
variation in the coils. This generates an alternating electromotive force proportional to the rotational speed of the low pressure rotor assembly.
The sensor ring has one tooth thicker than the 29 others. This tooth generates a signal of greater amplitude used as phase reference for trim balance
(processed in the EVMU).
N2 Speed Sensor
This sensor is an induction tachometer type. It comprises 3 sensitive elements.
Each element is magnetically and electrically isolated from the other.
A magnetic wheel, part of the AGB drive system, is provided with 71 teeth on its
web. The passage of each tooth in front of the magnetic head modifies the lines
of magnetic force of the magnets. This creates a flux variation in the coils.
The flux variation generates an alternating electromotive force proportional to the
rotational speed of the HP rotor assembly.
Jun04/THTA

Level 3 B1 B2
77-10-2
Training Manual
A320 Family
Engine Indicating
77-20 Temperature
77-20 Temperature
Jun04/THTA

Level 3 B1 B2
77-20-1
Training Manual
A320 Family
Engine Indicating
77-20 Temperature
EGT Temperature
The engine Exhaust Gas Temperature (EGT) is sensed and averaged by 9 thermocouple probes (chromel/alumel) located in the T49.5 plane of Low Pressure
Turbine (LPT) stage 2 nozzle assembly.
A junction box at the other end of the rigid metal tubes with a receptable for the
connection to the main junction box assembly (for two of the three lead assemblies) and to the lower lead assembly (for the third one). The junction box has a
flange for attachment to the LPT mounting flange A8.
Jun04/THTA

Level 3 B1 B2
77-20-2
Training Manual
A320 Family
Figure 1: T49.5 Thermocouple Wiring Harness
Jun04/THTA
Engine Indicating
77-20 Temperature
Figure 2: Wiring Diagram of the Harness of the T49.5

Level 3 B1 B2
77-20-3
Training Manual
A320 Family
Jun04/THTA

Engine Indicating
77-20 Temperature
Level 3 B1 B2
77-20-4
Training Manual
A320 Family

77-30 Analyzers
77-30 Analyzers
Jun04/THTA

Level 3 B1 B2
77-30-1
Training Manual
A320 Family

77-30 Analyzers
Accelerometers
Two accelerometers installed on each engine permit N1 and N2 vibrations to be
measured.
The first is fitted on the number 1 bearing, the second on the Turbine Rear Frame.
Number 1 Bearing accelerometer, normal pick-up, provides N1 and N2 vibration frequencies.
The Turbine Rear Frame (TRF) accelerometer is in standby and is also used
with the first to analyse results for engine balancing.
Only one accelerometer is used at any particular time. The second accelerometer
is selected manually via MCDU ACC. RECONFIGURATION menu or automatically at the next power up due to a failure of the N1 BEARING ACCEL.
Engine Vibration Monitoring Unit (EVMU)

An Engine Vibration MonitorIng Unit monitors the N1 and N2 levels of both engines.
The Engine Vibration Monitoring Unit (EVMU) processes for each engine, the N1
and N2 vibration spectrums in terms of:
N1 and N2 speeds.
Number 1 Bearing or TRF accel. frequency signals.
Vibration Indication
The N1 and N2 vibrations of the left and right engines are displayed on the Engine
and Cruise pages.
Displayed values are to 10 units range:
10 units for N1 rotor corresponds to 10 MILS (MILS = 1/1000 of an inch)
10 units for N2 rotor corresponds to 4 IPS (IPS = inch per second)
Interfaces
The Engine Vibration Monitoring Unit interfaces with the ECAM and the Centralized Fault Display System (CFDS).
CFDS interfaces: Maintenance fault messages.
Jun04/THTA

Level 3 B1 B2
77-30-2
Training Manual
A320 Family
Figure 1: Engine Vibration Monitoring
Jun04/THTA

77-30 Analyzers
Figure 2: Engine Vibration Monitoring Unit

Level 3 B1 B2
77-30-3
Training Manual
A320 Family
Figure 3: Engine Vibration Monitoring Unit
Jun04/THTA

77-30 Analyzers
Figure 4: No 1 Bearing Vibration Sensor

Level 3 B1 B2
77-30-4
Training Manual
A320 Family

77-30 Analyzers
Figure 5: Turbine Rear Frame Vibration Sensor
Jun04/THTA

Level 3 B1 B2
77-30-5
Training Manual
A320 Family

77-30 Analyzers
EVMU Bite and Test
Power Up Test
General
the ground and the engines are stopped.
The Engine Vibration Monitoring Unit performs several tests to Isolate any failure
or failed component.
The EVMU and Engine accelerometers are tested.
The tests performed by the EVMU are:

Power up test
MCDU test
In Operation test.
The EVMU monitors the vibration parts of Engine 1and Engine 2
The power up test will be initiated if the computer power supply has been cut off.
Figure 6:
Jun04/THTA

Level 3 B1 B2
77-30-6
Training Manual
A320 Family
The power up test is not OK. You have to dialog with the EVMU through the CFDS
Jun04/THTA
77-30 Analyzers
The reading of the BITE contents of the EVMU GROUND FAILURES gives the
faulty component.
No master warning lights or chime for this fault.
Figure 8:
Figure 9:

Level 3 B1 B2
77-30-7
Training Manual
A320 Family

77-30 Analyzers
MCDU Test
power up test.
The test was not OK, here is the message given by the EVMU BITE during the
test.

This test must be performed each time a maintenance action has been done on
the computer, the accelerometers or the system electrical circuit.
Figure 11:
Jun04/THTA

Level 3 B1 B2
77-30-8
Training Manual
A320 Family
In Operation Test
During the In Operation test only the EVMU and speed sensors are tested.

77-30 Analyzers
The aircraft arrives at the gate, the pilot reports: During cruise ENG VIB SYS
FAULT ECAM warning message came on, vibration indications on ECAM engine
page are normal. Here is the message given by the EVMU BITE in the LAST LEG
REPORT.

Figure 13:
Jun04/THTA

Level 3 B1 B2
77-30-9
Training Manual
A320 Family

77-30 Analyzers
Jun04/THTA

Level 3 B1 B2
77-30-10
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
77-35 CFDS
Jun04/THTA

Level 3 B1 B2
77-35-1
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Figure 1:
EVMU
The Engine Vibration Monitoring Unit (EVMU) menu consists of two pages.
The EVMU is a type 1 system.
Ground Failures
This page gives the fault messages of the failures occurred during the power-up
test or an MCDU test.
Only EVMU and Accelerometer faults are displayed.
The accelerometers are only tested on the ground.
Jun04/THTA

Level 3 B1 B2
77-35-2
Training Manual
A320 Family
EVMU Specific Page Presentation
Engine Indicating
77-35 CFDS
Cancel
This function is used to cancel the acquisition demand of the initial values.
EVMU
An action on the CANCEL line key replots this screen to indicate that the cancel
function is taken into account.
The second page of the EVMU menu presents specific functions only.
if the ACQUIRE function was selected by accident, you must cancel it to

avoid any new initial values acquisition.
Initial Values
This menu foIIows the initial values to be acquired, read or loaded.
This menu deals with the initial values which are the actual vibration values of N1
and N2 when the engine is installed.
Figure 2:
When stored, the Initial values are taken into account for advisory calculation
In limit 2.
The computation of the advIsory level is made according to the:
Maximum value of advisory In limit 1 calculatIon, when Initial value not
stored.
Initial value in limit 2 calculation, when stored.
The advisory level is permanently compared with the actual level. If the advisory level is reached, digital information is sent to the ECAM (Refer to AMM
77-30-00).
Acquire
This function is used when an acquisition of initial values is required.
Acquisition is recommended (Refer to AMM 71-00-00) when a new engine is installed.
Here the acquisition is ordered and will be performed automatically during next
flight. The ACQUISITION SHALL TAKE PLACE message is displayed only if the
EVMU is configured with the bearing 1 accelerometer.
If Bearing 1 accelerometer is fauity, the message:
ENG L(R) BEARING 1 ACCLRM
DEFECT
ACQUISITION OF INITIAL VALUES IMPOSSIBLE is displayed.
If the EVMU is configured on the second accelerometer, the message:
ENG L(R) SECOND ACCLRM USED
RECONFIGURE ACCELEROMETERS THEN
REPEAT ACQUISITION REQUEST is displayed.
Jun04/THTA

Level 3 B1 B2
77-35-3
Training Manual
A320 Family
EVMU Specific Page Presentation
Engine Indicating
77-35 CFDS
For the following initial value, the NEXT PAGE key is selected.
A QUIT line key cancels any modification of the related screen.
READ N1 page 1
This function allows the operator to read the initial values recorded during the last
acquisition.
The LOAD function for N2 values is the same.
This is the first page reporting the INITIAL VALUES for N1, they are listed from
20% RPM to 65% RPM.
READ N1 page 2
This is the second page reportIng the INITIAL VALUES for N1, they are listed from
70% RPM to 125% RPM. When a value is not acquired N/A, is displayed.
The READ function for N2 values Is the same.
Load
This function is used to load:
Engine Serial Number
N1 initial values
N2 initial values
This menu offers the possibility to load the initial values when the EVMU is replaced (Refer to AMM 77-32-34).
After printing the initial values of the old EVMU, they are reloaded in the new
EVMU if they need to be conserved for the in-service engine.
From this menu the engine serial number can be entered by using the MCDU keyboard and then validated by selecting the S/N line key.
The engine S/N is used for the EVMU only. If the engine Serial Number
known by the EVMU, through the CFDS, is not the same number as the one
loaded in this page, an acquisition of the initial values is not possible.
LOAD N1
This function is used to load the N1 initial values, step by step, RPM by RPM.
There are as many pages as different RPM percentages, which are also listed in
the READ function.
For each % RPM, one initial value can be entered at a time by using the MCDU
keyboard and then validated by selecting the line key adjacent to the < X.X UNITS.
Jun04/THTA

Level 3 B1 B2
77-35-4
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Figure 3:
Jun04/THTA

Level 3 B1 B2
77-35-5
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
ACC. Reconfiguration
BEAR 1
This menu page indicates which vibration accelerometer is used for both engines
at the present time.
This menu enables the operator to select the accelerometer BEAR 1 or TRF used
for the next flights.
TRF should be selected if BEAR 1 accelerometer is faulty (Refer to the TSM
77).
TRF
The next selection after BEAR 1 is TRF for second accelerometer.
If the second accelerometer is declared faulty, the message TRF DEFECT is displayed and previous configuration is conserved.
When an acquisition of the initial values is ordered with TRF configured, the
message IMPOSSIBLE INITIAL VALUES REQUESTED is displayed and
BEAR 1 selection cannot be switched to TRF.
Jun04/THTA

Level 3 B1 B2
77-35-6
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Figure 4:
Jun04/THTA

Level 3 B1 B2
77-35-7
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Engine Unbalance
RECONFIGURE ACCELEROMETERS
This menu page is used to acquire engine unbalance data and enables fan balancing to be performed.
THEN REPEAT STORAGE REQUEST is displayed.
This menu offers the possibility to get results for Fan trim balancing:
in flight, through the LOAD function
on ground, through the BALANCING function.
Balancing
This functiow enables fan trim balancing data to be obtained on the ground during
engine run-up.
One of these two procedures has to be performed when the engine needs to be
rebalanced.
Read
This procedure is required if the acquisition of unbalance data is not available in

flight.
To get the results, both accelerometers (BEAR 1 and ACC.2) are used (Refer to
AMM 77-32-34 procedure).
According to the five predetermined speeds, already loaded for acquisition, this
page shows the fan unbalance data stored during the last flight acquisition.
Data, on the fan unbalance READ page, is indicated for five N1 speeds. For each
N1 speed, the displacement and the phase are indicated. For verification of the
results, refer to the fan trim balancing procedure (AMM 71-00-00).
To allow the system to store the balancing data, the N1 speeds must be stabilized by the pilot during the cruise phase.
Load
The LOAD function is used for the acquisition of fan unbalance data automatically
during the next flight.
This function permits the operator to load five speeds which are: 62 % N1, 84 %
N1 and 3 speeds between 93 and 96 % N1 (refer to AMM fan trim balancing 71 00-00). There are as many pages as different speeds, which are also listed in the
READ item. Each speed can be entered through the MCDU keyboard and then
validated by selecting the corresponding line key.
REQuire NumbeR is displayed to indicate the requested speed. The QUIT line key
cancels any modification (Refer to AMM 77-32-34).
The acquisition of unbalance data Is only possible if the BEAR 1 accelerometer is available.
If the BEAR 1 accelerometer is faulty, the message:
BEAR 1 LEFT (RIGHT) DEFECT
NO UNBALANCE DATA AVAILABLE is displayed.
If the EVMU is configured on the second accelerometer, the message:
ACC 2 LEFT (RIGHT) USED
Jun04/THTA

Level 3 B1 B2
77-35-8
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Figure 5:
Jun04/THTA

Level 3 B1 B2
77-35-9
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Frequency Analysis
This page allows the operator to program a frequency analysis acquisition for the
next flight, through the LOAD function.
A print-out will be automatically performed during the next flight when all conditions are met. This print-out shows a spectrum analysis according to the N1 and
N2 speeds.
The frequency analysis is not for line maintenance use. For more specific information refer to AMM 77-32-34.
Jun04/THTA

Level 3 B1 B2
77-35-10
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Figure 6:
Jun04/THTA

Level 3 B1 B2
77-35-11
Training Manual
A320 Family
Engine Indicating
77-35 CFDS

AURAL
WARNING
MASTER
LIGHT
CRC
MASTER
WARNING
Conditions
ENG DUAL FAILURE
ENG 1 (2) OIL LO PR
Oil low pressure triggered at 13 psi.
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
GEN FAULT
PACK FAULT
NIL
1, 10
NIL
ENG 1 (2) STALL

ENG 1 (2) HP FUEL VALVE
HP fuel valve failed closed.
ENG 1 (2) START FAULT
Start fault due to:
- No light up, or
- Eng stall or overtemperature, or
- Starter time exceeded, or
- Low start air pressure.
ENG
SINGLE
CHIME
ENG 1 (2) START VALVE FAULT

Position disagree.
Associated
A
i t d
FAULT on
ENG panel
(exception
case of
starter time
exceeded)
3, 4, 5, 7, 8
MASTER
CAUTION
ENG 1 (2) THR LEVER DISAGREE

Disagree between both resolvers of a thrust lever.
4, 5
ENG 1 (2) OIL HI TEMP

Oil temperature between 140C and 155C more than
15 min. or oil temperature above 155C.
4, 5, 7, 8
ENG 1 (2) FADEC FAULT

Both channels failed.
ENG 1 (2) LOW N1
No N1 rotation during start.
Jun04/THTA
4,5,6,7,8,10

Level 3 B1 B2
77-35-12
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Figure 8:
ENG THRUST LOCKED
Thrust levers are not moved within 5 sec. following an
involuntary disconnection of the A/THR
(or disconnection through the FCU P/B).
SINGLE
CHIME
every 5 sec
MASTER
CAUTION
every 5 sec
1, 2, 3,
4,8,9,10
ENG FLEX TEMP NOT SET

Flex temperature has not been set on FMS MCDU.
NIL
1,4,5,6,7,8,
10
3, 4, 5, 7, 8
ENG 1 (2) FADEC HI TEMP

ENG 1 (2) THR LEVER FAULT
Both resolvers on one thrust lever failed.
4,8
NIL
ENG 1 (2) FAIL

N2 below idle with master switch ON and fire P/B not
pushed.
SINGLE
CHIME
MASTER
CAUTION
1 10
1,
ENG 1 (2) SHUT DOWN

Eng master switch at off in phase 3 to 8 or eng fire P/B
pushed in phase 1, 2, 9 and 10.
Jun04/THTA

5MIN AFTER
2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
1500 ft
1,2,4,5,8,9,
10
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
ENG 1 (2) REVERSE UNLOCKED

One or more reverser door unlocked in stowed position
in flight or on ground with no deploy order .
10
Level 3 B1 B2
77-35-13
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Figure 9:
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUTION
Conditions
ENG 1 (2) REV PRESSURIZED
Reverser system is pressurized while reverser doors are
stowed and locked with no deploy order .
SD
PAGE
CALLED
LOCAL
WARNING
LIGHT
FLT
PHASE
INHIB
NIL
NIL
4, 5, 8
ENG 1 (2) COMPRESSOR VANE

Variable bleed valve system or variable stator vane
system failure.
4, 5, 7, 8
ENG 1 (2) N1 or N2 or EGT OVER LIMIT

N1 above 102.1 %.
N2 above 105.1 %.
EGT above 891C.
4, 8
ENG 1 (2) IGN A +B FAULT

Both ignition circuits failed.
3, 4, 5, 7, 8
ENG 1 (2) CTL VALVE FAULT

Burn select valve or HPTC or RAC system failure.
SINGLE
CHIME
ENG 1 (2) FUEL CTL FAULT

Fuel metering valve position disagree.
MASTER
CAUTION
ENG 1 (2) SENSOR FAULT

PS 3, T25, T3, N1 or N2 data not available on both
channels.
NIL
NIL
4, 5, 7, 8
ENG 1 (2) PROBES FAULT

T 12 or PO PT 2 data not available on both channels.
ENG 1 (2) N1 (N2, EGT, FF) DISCREPANCY
Discrepancy between ECU and DMC output.
Jun04/THTA
3, 4, 5, 8

Level 3 B1 B2
77-35-14
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Figure 10:
ENG 1 (2) BLEED STATUS FAULT
Bleed, X-bleed pack anti-ice valves position status not
received by FADEC active channel.
3, 4, 5, 7. 8
ENG 1 (2) FUEL FILTER CLOG
ENG
4 5
4,
5, 7
7, 8
ENG 1 (2) OIL FILTER CLOG

3, 4, 5, 6, 7,
8, 9
ENG VIB SYS FAULT

Failure of the vibration detection system.
ENG 1 (2) OVSPD PROT FAULT
Loss of overspeed protection.
NIL
NIL
4, 5, 7, 8
NIL
ENG 1 (2) IGN A (B) FAULT

Ignition circuit A or B failed.
NIL
ENG 1 (2) FADEC ALTERNATOR

Loss of electrical auto supply of either FADEC channel.
3, 4, 5, 7, 8
ENG COMPRESSOR VANE

Eng 1 and 2 VBV or VSV fault.
ENG 1 (2) FADEC A (B)
One FADEC channel failed.
4, 5, 7, 8
Jun04/THTA

1, 3, 4, 5, 7,
8,10
5MIN AFTER
TOUCH
DOWN
7
NIL
2ND ENG
SHUT DN
NIL
800 ft
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
1
NIL
80 kt
NIL
ENG 1 (2) EIU FAULT

Data bus between EIU and ECU failed.
10
Level 3 B1 B2
77-35-15
Training Manual
A320 Family
Engine Indicating
77-35 CFDS
Figure 11:
ENG 1 (2) REVERSER FAULT
Loss of thrust reverser on one engine.
NIL
NIL
NIL
NIL
3, 4, 5
ENG 1 (2) REV ISOL FAULT
SC
CAUT
NIL
NIL
3, 4, 5, 6, 7
ENG 1 (2) REV SWITCH FAULT

Failure of reverser permission switch.
NIL
NIL
NIL
NIL
3, 4, 5, 6, 7,
8
ENG 1 (2) FUEL RETURN VALVE

Fuel return valve is failed in not open or not closed
position.
3, 4, 5, 7, 8
NIL
NIL
NIL
NIL
2ND ENG
SHUT DN
80 kt
TOUCH
DOWN
800 ft
1500 ft
LIFT OFF
80 kt
1ST ENG
TO PWR
1ST ENG
STARTED
ELEC PWR
1
5MIN AFTER
3, 4, 5, 6, 7,
8
ENG 1 (2) ONE TLA FAULT
10
MEMO DISPLAY
IGNITION is displayed in green when the continuous ignition is activated on either engine.
Jun04/THTA

Level 3 B1 B2
77-35-16
Training Manual
A320 Family
Engine Indicating
77-35 CFDS

BUS BAR
AC
A/C SYS
CHANNEL A
FADEC
DC
AC
ESS
DC
ESS
HOT
ENG 1 and 2
ENG 1
BAT
ENG 2
DC2
ENG 1
BAT
CHANNEL B
EIU
ENG 2
HP VALVES
DC2
LP VALVES
ENG 1
DC1
ENG 2
DC2
OIL PRESS/QTY
ENG 1 and 2
AC ESS
ENG 1
AC1
ENG 2
AC 2
ENG 1 and 2
AC1
IGNITION
B
EVMU
AC ESS
or
AC STAT
INV
during
RAT
extension
Jun04/THTA

Level 3 B1 B2
77-35-17
Training Manual
A320 Family
Jun04/THTA

Engine Indicating
77-35 CFDS
Level 3 B1 B2
77-35-18
Training Manual
A320 Family
Study Questions
Engine Indication - CFM56-5B
77-Study Questions
77-00 General
5. When does the FUEL FILTER CLOG warning appear?
1. Which indications are displayed on the upper ECAM display?
77-30 Analyzers
2. Which engine primary parameter is used as the thrust setting parameter?
6. Which unit processes the N1- and N2 vibration spectrums?
3. Whats the difference on the lower ECAM display between start configuration
and after start configuration?
7. Which parameters are used by the EVMU to process the vibration levels?
4. Which engine secondary parameters are displayed on the cruise page?
8. When is the power up test of the EVMU iniciated and what will be tested?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Engine Indication - CFM56-5B
9. What will be testet at an In operation test of the EVMU?
77-35 CFDS
10.On the MCDU, you are on the ENG SYSTEM REPORT/TEST Menue screen.
With the Line Select Key you chose EVMU. Which selections are possible on
the second Menue Page of the EVMU?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Exhaust - CFM56-5B
78-00
78 Exhaust - CFM56-5B
Jun04/THTA

Level 3 B1 B2
78-00-1
Training Manual
A320 Family
78-00 General
Exhaust - CFM56-5B
78-00 General
Figure 1: Exhaust General
Exhaust General - Description and Operation

General
Part of the air absorbed by the fan is directly evacuated to the outside; the remaining part is sent to the engine combustion chamber and burnt gases are ejected
through an exhaust nozzle.
The engine exhaust section directs fan discharge air for either normal or reverse
thrust operation.
In forward thrust mode, fan air flow and burnt gases are evacuated directly at the
back.
Each engine is equipped with a reverser system which reverses cold fan air by
means of pivoting doors, integrated in the short nacelle body, which turn the engine airflow forward and provide a braking effect for the aircraft on the ground.
Thrust reverser can be operated only on the ground.
Description
The exhaust system consists of a primary nozzle for hot exhaust and a fan nozzle
which incorporates the thrust reverser system.
Hot Exhaust
The primary exhaust forms the rear part of the engine.
It consists of a center body and a rear conical nozzle.
Fan Nozzle
The fan nozzle forms a part of the nacelle and provides an annulus for exit of the
fan flow.
It consists of fixed cowls, with pivoting doors which form:
a continuation of the nacelle aerodynamic line
the outer wall of the exhaust nozzle.
This outer wall contains an inner cowl forming the inner wall of the exhaust nozzle.
The fan nozzle/thrust reverser assembly is hinged to the pylon and clamped to the
engine fan frame.
Jun04/THTA

Level 3 B1 B2
78-00-2
Training Manual
A320 Family
Thrust Reverser System
Exhaust - CFM56-5B
78-00 General
Figure 2: Thrust Reverser
The thrust reverser system uses part of engine exhaust power to provide additional aerodynamic braking during aircraft landing.
The thrust reverser system is hydraulically actuated by the hydraulic pump mounted on the engine.
It is controlled through the FADEC. (Full Authority Digital Engine Control) from the
cockpit by a lever hinged to the corresponding throttle control lever.
Jun04/THTA

Level 3 B1 B2
78-00-3
Training Manual
A320 Family
Thrust Reverser General

General
The fan thrust reverser is located immediatly downstream of the fan frame.
An adaptor ring attached to the rear engine fan frame interfaces between the engine and the reverser itself.
In direct thrust configuration, the cowling masks the blocker doors, thus providing
fan flow ducting with minimized thrust loss.
In reverse thrust configuration, the blocker doors are deployed in order to obstruct
the fan duct; the fan flow is ejected laterally through the reverser with a forward
velocity component which provides the reverse thrust. To give access to the engine, the reverser consists of two half-fan ducts (C-ducts) hinged at pylon and
latched at the bottom.
Exhaust - CFM56-5B
78-00 General
a directionnal valve
a pressure switch
a flow limiter
a filter
four actuators with inner Latch
four door latches
four door position switches for the stow position, two double switches for the
deploy position hoses
one electrical junction box.
The left and right thrust reverser systems are interchangeable except means to
control efflux pattern.
The thrust reverser includes acoustic linings, a pressure relief system, LP turbine
case and core compartment cooling systems and fire walls.
The doors are hydraulically actuated. Supply is directly made from the engine driving pump and the return is made to a servo control return circuit.
The thrust reverser hydraulic control unit (HCU) controls through the ECU signals,
the sequence and functions of unlocking, deploying, stowing and locking of the
blocker door latches and actuators. Movement of each blocker door is independent of the other doors. Actuation time for the total system is less than two seconds,
therefore, the pivoting doors are not synchronized. Appropriate interlocks and position microswitches are incorporated in the system; upper ECAM display indication in the cockpit provides thrust reverser position and status.
The fan reverser system on one engine is completely independent of the other engine system.
The FADEC incorporates two identical channels (A and B) which receive signals.
Only the channel in control transmits control signals.
Description
The thrust reverser system includes:
a hydraulic control unit (HCU) including:
a pressurizing valve
Jun04/THTA

Level 3 B1 B2
78-00-4
Training Manual
A320 Family
Exhaust - CFM56-5B
78-00 General
Thrust Reverser Control and Indication

General
The thrust reverser is controlled from the cockpit by means of the throttle control
lever.
A thrust reverser control lever, when actuated, allows the throttle control lever to
be moved rearward in the reverse thrust selection area and the thrust reverser to
be controlled by the Electronic Control Unit (ECU).
The ECU incorporates a thrust reverser command logic based on throttle control
lever selection, thrust reverser feedback position and ground/flight configuration,
which generates a command signal to the pressurizing valve and the directional
valve.
The signal from the ECU to the directional valve is fed to the avionics compartment, where it passes through an inhibition relay controlled by the Engine Interlace Unit (EIU) according to throttle control lever position.
Each channel of the ECU can control and monitor the thrust reverser.
The hydraulic energy required for the actuator is supplied from the normal hydraulic system.
The thrust reverser operating sequences are displayed in the cockpit on the lower
ECAM display unit.
In deployment, an amber REV indication will come in view at the middle of the N1
dial when at least one reverser door is unstowed or unlocked (stroke > 1%). If this
occurs in flight, REV will flash first for 9 sec, then it will remain steady. This indication will change to green colour when the fan reverser doors are fully deployed
and the reverse thrust can be applied. In stowage, the indication changes to amber when one door at least is less than 95% and disappears when all the doors
are stowed.
Jun04/THTA

Level 3 B1 B2
78-00-5
Training Manual
A320 Family
Exhaust - CFM56-5B
78-00 General
Figure 3: Thrust Reverser Control and Indication
Jun04/THTA

Level 3 B1 B2
78-00-6
Training Manual
A320 Family
Exhaust - CFM56-5B
78-00 General
Figure 4: Thrust Reverser System Hydraulic
Jun04/THTA

Level 3 B1 B2
78-00-7
Training Manual
A320 Family
Exhaust - CFM56-5B
78-00 General
Figure 5: Thrust Reverser System Layout
Jun04/THTA

Level 3 B1 B2
78-00-8
Training Manual
A320 Family
Exhaust - CFM56-5B
Jun04/THTA

Level 3 B1 B2
78-30-1
Training Manual
A320 Family
Exhaust - CFM56-5B
Thrust Reverse Management
CFDS Interface
General
The CFDS Interfaces with the Engine Interface Unit (EIU) to provide Thrust Reverser fault diagnostics.
The thrust reverser system is controlled independently for each engine by the associated FADEC system.
Thrust Reverse Control
For maintenance purposes, a thrust reverse test can be performed through the
MCDU menus. In this case the CFDIU simulates an engine running (N2 condition)
to permit the thrust reverser deployment.
When the reverse thrust is selected in the cockpit, the Engine Control Unit is allowed to control the thrust reverser operation, if the aircraft is on the ground and
the engine running.
The ECU controls the thrust reverser operation according to the Thrust Lever Angle (TLA), the ground signal and the pivoting door positions detected through stow
and deploy switches.
The Engine Interface Unit (EIU) generates a logic to authorize the doors deployment through the inhibition relay when the Spoiler and Elevator Computers (SEC) confirm the TLA position.
Thrust Reverse Actuaction

The hydraulic power required for the actuators is supplied by the normal aircraft
hydraulic system.
Each channel of the ECU controls and monitors solenoid valves included in a Hydraulic Control Unit which provides the actuation of four pivoting doors.
The Hydraulic Control Unit (HCU) provides the sequence and functions of unlocking, deploying, stowing and locking of the pivoting door latches and actuators.
The HCU includes a pressurizing valve and a directional valve which is controlled
through the inhibition relay.
Thrust Reverse Indication

The thrust reverser operating sequences are displayed In the cockpit on the ENGINE / WARNING DISPLAY.
Amber indication appears when the doors are in transit and then becomes on
green when the doors are deployed.
Jun04/THTA

Level 3 B1 B2
78-30-2
Training Manual
A320 Family
Exhaust - CFM56-5B
Figure 1:
Jun04/THTA

Level 3 B1 B2
78-30-3
Training Manual
A320 Family
Operation
Selection of either stow or deploy from the cockpit sends a signal to the engine
ECU which, in turn, supplies two independent signals to the thrust reverser HCU
pressurizing and directional control valves.
These signals to the HCU are only provided if the ECU has received correct signals e.g. reverser position engine power setting.
Solenoid conditions are as follows:
Conditions
Pressurizing
solenoid
valve
Directional valve solenoid
Forward thrust
Deploying
Reverse thrust
Stowing
Exhaust - CFM56-5B
4. As soon as one blocker door is at more than one percent of angular travel, its
stow switch changes over and sends a 1 or 2 or 3 unstowed doors signal to
the ECU. In the cockpit an amber REV indication is displayed in the middle of
the N1 dial.
The unstowed doors signal will not be send to the ECU until all blockers doors
are at more than one percent of their angular travel.
5. Each blocker door arriving at 95 percent of its travel is slowed down until completely deployed through hydraulic actuator inner restriction: at this moment the
switch is also activated. When the four blocker doors are deployed the ECU receives the deployed doors information and stops pressurizing valve solenoid
supply.
REV indication changes to green.
Latches remain in door stowed position.
1 = solenoid energized
0 = solenoid de-energized
Deploy Sequence
1. When reverse thrust is selected in the cockpit, the ECU controls that deploying
conditions are achieved.
In that case, the electrical power (28VDC) is sent to the pressurizing valve solenoid and to the directional valve solenoid. The SEC and the static relay open
the SDV.
2. When the pressurizing valve is opened and the directional solenoid energized,
high pressure (HP about 3000 psi) is routed to the hydraulic actuator rod side.
Actuators overstow, relieving loads on hydraulic door latches. Pressure signal
is sent to the EIU. Pressure from directional valve causes door primary latches
to unlock in sequence.
3. When the last latch is opened, the pressure drives the directional valve which
enables to supply hydraulic actuator heads with pressure.
Actuator secondary locks release.
Jun04/THTA

Level 3 B1 B2
78-30-4
Training Manual
A320 Family
Exhaust - CFM56-5B
Figure 2: Deploy Sequence
Jun04/THTA

Level 3 B1 B2
78-30-5
Training Manual
A320 Family
Exhaust - CFM56-5B
Stow Sequence
1. When blocker doors stowage is selected, the ECU controls that stowing conditions are achieved. In this case, the ECU reverses the electrical power supplies
of the end of deploy sequence. Pressurizing valve solenoid is energized, directional valve solenoid de-energized.
When one door is at less than 95% of his travel, REV indication changes to amber color.
2. Pressurizing valve opens and hydraulic actuators rod are supplied.
Hydraulic actuator heads are connected to return.
A flow limiter controls hydraulic actuator retraction speed.
3. When all blocker doors are at one percent from their stowed position they activate the switches which send the stowed door information to the ECU. The
REV indication disappears.
4. The ECU maintains pressurizing valve solenoid in energized conditions for one
second after receipt of doors stowed signal from stow switches. This permits
hydraulic pressure supply to actuators to ensure full retraction of doors and reengagement of the latches.
5. HCU in de-energized condition connects all circuits to return. The pressure
switch transmits a without pressure signal to the ECU.
Jun04/THTA

Level 3 B1 B2
78-30-6
Training Manual
A320 Family
Exhaust - CFM56-5B
Figure 3: Stow Sequence
Jun04/THTA

Level 3 B1 B2
78-30-7
Training Manual
A320 Family
Exhaust - CFM56-5B
Shut - Off Valve

General
An independent locking system is designed to isolate the thrust reverser from the
aircraft hydraulic system. This system consists of thrust reverser Shut-Off Valve
(SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated
plumbing, mounting and electrical supply.
The SOV is electrically actuated from an independent signal from the SEC, bypassing the FADEC command circuit.
Shut-Off Valve
The hydraulic power for the thrust reverser operation is obtained from the engine
driven pump of the hydraulic system, which supplies the HCU through the filter
and the thrust reverser SOV. The thrust reverser SOV is designed to isolate the
thrust reverser from the aircraft hydraulic system. When the solenoid is de-energized the pilot and spool valves are pressure and spring driven to close the supply
port. When the supply port is closed the thrust reverser is isolated from the aircraft
hydraulic system. When the solenoid is energized the pilot valve releases the
pressure from on the spool and opens a path to the return port. The sub-piston,
which always has system pressure acting on it, will move the spool against the
spring to open the control port. When the control port opens it allows the aircraft
hydraulic fluid from the supply port to pass through the valve, exit the valve from
the control port and enter the HCU.
Jun04/THTA

Level 3 B1 B2
78-30-8
Training Manual
A320 Family
Exhaust - CFM56-5B
Shut-Off Valve and Filter
Jun04/THTA

Level 3 B1 B2
78-30-9
Training Manual
A320 Family
Jun04/THTA

Exhaust - CFM56-5B
Level 3 B1 B2
78-30-10
Training Manual
A320 Family
Exhaust - CFM56-5B
Jun04/THTA

Level 3 B1 B2
78-31-1
Training Manual
A320 Family
Exhaust - CFM56-5B
Engine Thrust Reverser LRUs

Precautions
Equipment Location
Thrust Reverser Elecrtrical Junction Box
Hydraulic Control Unit (HCU)
Pressure Switch
Hydraulic Latch(es)
Pivoting Door Latch Fitting(s)
Hydraulic Actuator(s)
Pivoting Door(s)
Stow Switch(es)
Deploy Switch(es)
Precautions
Before working on the thrust reverser, the system should be deactivated through
the Hydraulic Control Unit operating lever.
If not, the thrust reverser can operate accidentally and cause serious injury to personneI and/or damage to the reverser.
In the cockpit make sure that the thrust levers are at idle position and put a warning
notice stating not to select reverse.
Use an inhibition pin with a streamer to make the system inoperative in order to
protect mechanics during maintenance operations.
Use the pin stored on the HCU when the system must be de-activated for flight.
Jun04/THTA

Level 3 B1 B2
78-31-2
Training Manual
A320 Family
Exhaust - CFM56-5B
Figure 1:
Jun04/THTA

Level 3 B1 B2
78-31-3
Training Manual
A320 Family
Exhaust - CFM56-5B
Figure 2:
Jun04/THTA

Level 3 B1 B2
78-31-4
Training Manual
A320 Family
Exhaust - CFM56-5B
Figure 3: Door Actuator System
Jun04/THTA

Level 3 B1 B2
78-31-5
Training Manual
A320 Family
Exhaust - CFM56-5B
Figure 4:
Jun04/THTA

Level 3 B1 B2
78-31-6
Training Manual
A320 Family
Exhaust - CFM56-5B
Figure 5: Stow Switch
Jun04/THTA

Level 3 B1 B2
78-31-7
Training Manual
A320 Family
Exhaust - CFM56-5B
Figure 6: Blocker Door Closed
Jun04/THTA

Level 3 B1 B2
78-31-8
Training Manual
A320 Family
Exhaust - CFM56-5B
78-35 CFDS
78-35 CFDS
Jun04/THTA

Level 3 B1 B2
78-35-1
Training Manual
A320 Family
Exhaust - CFM56-5B
78-35 CFDS
Thrust Reverser Test with the MCDU

Warning: This test activates the thrust reverser system. Before you do this
test consult the maintenance manual!
Jun04/THTA

Level 3 B1 B2
78-35-2
Training Manual
A320 Family
Exhaust - CFM56-5B
78-35 CFDS
Figure 1: Thrust Reverser Test with the MCDU
Jun04/THTA

Level 3 B1 B2
78-35-3
Training Manual
A320 Family
Exhaust - CFM56-5B
78-35 CFDS
Figure 2: Thrust Reverser Test with the MCDU
Jun04/THTA

Level 3 B1 B2
78-35-4
Training Manual
A320 Family
Exhaust
Jun04/THTA

Level 3 B1 B2
78-EE-1
Training Manual
A320 Family
Exhaust
Figure 1: Thrust Reverse Control
Jun04/THTA

Level 3 B1 B2
78-EE-2
Training Manual
A320 Family
Study Questions
Exhaust - CFM56-5B
78-Study Questions
78-00 General
4. Which unit provides the sequence and functions of unlocking, deploying, stowing and locking of the pivoting door latches and actuators?
1. With which lever in the cockpit is the thrust reverse system controlled?
2. From where is the hydraulic pressure supplied, used for the actuation of the
thrust reverse system?
5. Which indications do we have for the operation sequences and were are they
displayed?
6. How can we test and operate a thrust reverser unit without running the engine
and which unit simulates a N2 signal?
3. Which Conditions must we have, that reverser operation is possible?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Study Questions
Exhaust - CFM56-5B
78-32 Thrust Reverser Structure
7. Which items are contained in the reverser hydraulic control unit (HCU)?
11.How can we manually open a Pivoting Door?
8. What happens with the thrust reverser, when during the deploy sequence and
a latch remains in the locked position?
9. At which pivoting door position do we get the green REV indication in the
cockpit?
10.Do we have hydraulic pressure on the pivoting door actuators when we are in
the deployed position?
Oct03/THTA

Level 3 B1 B2
Training Manual
A320 Family
Oil System - CFM56-5B

79-00
79 Oil - CFM56-5B
Jun04/THTA

Level 3 B1 B2
79-00-1
Training Manual
A320 Family
79-00 General

79-00 General
Oil Scavenge
The oil scavenge from the forward and aft sumps, and the transfer and accessory
gearboxes is sucked by four scavenge pumps.
General
Each pump is protected by a strainer and a chip detector.
The engine oil system includes:

a supply circuit
a scavenge circuit
a vent circuit
The scavenge oil then flows through a master chip detector and a scavenge filter,
then it is cooled through the servo fuel heater and the fuel/oil heat exchanger before returning to the oil tank.
Oil Vent
It lubricates and cools the bearings of the forward and aft sumps.
It also lubricates bearings and gears in the transfer and accessory gear boxes.
The major components of the oil system are: the oil lank, the lubrication unit, the
servo fuel heater and the fuel/oil heat exchangers.
Indicating and monitoring is provided by the detectors and sensors shown on the
schematic.
The air mixed with the scavenge oil is separated in the tank by a deaerator and is
vented to the forward sump through the transfer gearbox and radial drive shaft.
The sumps are connected together by the center vent tube, which vents them to
the outside air by the engine exhaust plug, through a flame arrestor.
Oil Supply
The oil from the tank flows through the supply pump and the main filter, or through
the backup filter in case of main filter clogging.
It then flows to the forward and aft sumps, and to the accessory and transfer gearboxes.
The pump delivery pressure is not controlled, but the oil output flow is, by design,
always in excess of the lubrication requirements.
A pressure relief valve bypasses part of the output flow to protect the supply pump
against abnormal output pressure build-up.
If the main filter becomes clogged, a bypass valve opens and the oil flows through
the backup filter.
A clogging switch send a signal to ECAM and a clogging indicaor pops out on the
filter housing.
The anti-siphon device prevents oil from draining by gravity from the tank through
the pump into the gearbox after engine shutdown. It uses air from the forward
sump.
Jun04/THTA

Level 3 B1 B2
79-00-2
Training Manual
A320 Family

79-00 General
Figure 1: Engine Oil System
Jun04/THTA

Level 3 B1 B2
79-00-3
Training Manual
A320 Family
Jun04/THTA


79-00 General
Level 3 B1 B2
79-00-4
Training Manual
A320 Family

79-20 Distribution
79-20 Distribution
Jun04/THTA

Level 3 B1 B2
79-20-1
Training Manual
A320 Family

79-20 Distribution
Engine Oil System LRUs

Precautions
Hot oil can cause deep burns.
Avoid any contact with oil splashes when performing maintenance.
Wait a minimun of 5 minutes after engine shutdown before removing the oil
tank filler cap.
The oil is pressurized during engine operation and it takes time for the pressure to drop.
If the oil tank cap is removed before the pressure decreases, hot oil may
gush out of the oil tank and could cause severe burns.
Oil Tank
Characteristics
Maximum filling capacity: 5.17 US gallons (19.6 liters).

Total oil tank volume: 6 US gallons (22.7 liters).
Oil Servicing:
2 filling ports (pressure and gravity).
1 Magnetic drain plug.
Oil Tank Gravity Filler Cap
Wait 5 mn after engine shutdown before removing the filler cap.

Push down and turn clockwise to remove the cap.
Add oil by pouring into the tank, up to the full mark of the sight gauge.
If a dipstick is installed check the capacity to be added in quarts.
Oil Tank Drain Plug

For oil tank removal or if the oil is contaminated, a drain plug is provided.
When the drain plug is removed an internal safety valve prevents the oil from
pouring out.
To drain the tank, connect a drain tube to the drain port and place a container
under the tank of a minimum capacity of 6 US gallons or 23 litres.
Jun04/THTA

Level 3 B1 B2
79-20-2
Training Manual
A320 Family

79-20 Distribution
Figure 1: Oil Tank
Jun04/THTA

Level 3 B1 B2
79-20-3
Training Manual
A320 Family

79-20 Distribution
Figure 2: Anti Siphon Device
Jun04/THTA

Level 3 B1 B2
79-20-4
Training Manual
A320 Family

79-20 Distribution
Figure 3: Lubrication Unit
Jun04/THTA

Level 3 B1 B2
79-20-5
Training Manual
A320 Family

79-20 Distribution
Figure 4: Oil Filters
Jun04/THTA

Level 3 B1 B2
79-20-6
Training Manual
A320 Family

79-20 Distribution
Figure 5: Oil Contamination Pop-Out Indicator
Jun04/THTA

Level 3 B1 B2
79-20-7
Training Manual
A320 Family

79-20 Distribution
Figure 6: Main Oil/Fuel Heat Exchanger
Jun04/THTA

Level 3 B1 B2
79-20-8
Training Manual
A320 Family

79-20 Distribution
Figure 7: Oil Temperature Sensor and Oil Filter Differential Pressure Switch
Jun04/THTA

Level 3 B1 B2
79-20-9
Training Manual
A320 Family

79-20 Distribution
Figure 8: Oil Pressure Transmitter and Oil Low Pressure Switch
Jun04/THTA

Level 3 B1 B2
79-20-10
Training Manual
A320 Family

79-20 Distribution
Figure 9: Oil Quantity Transmitter
Jun04/THTA

Level 3 B1 B2
79-20-11
Training Manual
A320 Family

79-20 Distribution
The engine oil temp sensor is used by the ECU in the fuel return valve logic.
90C - 95.C
Figure 10: Engine Oil Temperature (TEO)
Jun04/THTA

Level 3 B1 B2
79-20-12
Training Manual
A320 Family
Oil System
Jun04/THTA

Level 3 B1 B2
79-EE-1
Training Manual
A320 Family
Oil System
Figure 1: Oil Indicating for Eng 1
Jun04/THTA

Level 3 B1 B2
79-EE-2
Training Manual
A320 Family
Oil System
Figure 2: Oil Indicating for Eng 2
Jun04/THTA

Level 3 B1 B2
79-EE-3
Training Manual
A320 Family
Oil System
Figure 3: Oil Quantity
Jun04/THTA

Level 3 B1 B2
79-EE-4
Training Manual
A320 Family
Oil System
Figure 4: IDG Cooling Oil Temperature Sensor
Jun04/THTA

Level 3 B1 B2
79-EE-5
Training Manual
A320 Family
Oil System
Figure 5: Oil Temperature Indication
Jun04/THTA

Level 3 B1 B2
79-EE-6
Training Manual
A320 Family
Oil System
Figure 6: Oil Pressure Indication
Jun04/THTA

Level 3 B1 B2
79-EE-7
Training Manual
A320 Family
Oil System
Figure 7: Low Oil Pressure Switch Warning
Jun04/THTA

Level 3 B1 B2
79-EE-8
Training Manual
A320 Family
Oil System
Figure 8: Oil Differential Pressure Warning
Jun04/THTA

Level 3 B1 B2
79-EE-9
Training Manual
A320 Family
Oil System
Figure 9: Sump Pressurization Principle
Jun04/THTA

Level 3 B1 B2
79-EE-10
Training Manual
A320 Family
Study Questions
Engine Oil System - CFM56-5B
79-Study Questions
79-00 General
4. The oil temperature sensor which is mounted to the main oil filter housing is
used for temperatur indication in the cockpit. Whats the purpose for the second oil temperature sensor in the oil system?
1. Do we have a pressure regulating valve in the engine oil system?
2. We have an Oil Filter Clogging condition and the filter bypass valve is open.
Is the oil flowing to the oil nozzles still filtered or unfiltered?
79-EE Electrical Circuit

5. Which Oil System Indications do we have on the Engine System Display (lower
ECAM Display)?
79-20 Distribution
3. How long have we to wait after engine shutdown, before we should check the
engine oil level?
Oct03/THTA
6. On the upper ECAM display we get an ENG OIL FILTER CLOG warning.
Whats the Procedure the Pilots have to do?

Level 3 B1 B2
Training Manual
A320 Family
Oct03/THTA

Study Questions
Engine Oil System - CFM56-5B
Level 3 B1 B2
Training Manual
A320 Family
Power Plant - CFM56-5A

71-00
71 Power Plant - CFM56-5A
Jun04/THTA

Level 3 B1 B2
71-00-1
Training Manual
A320 Family

71-00 Introduction
71-00 Introduction
CFM 56 Concept
The CFM 56 turbofan engine family is a product of CFMI (Comercial Fan Motor
International). CFM International is a company jointly owned by General Electric
of the USA and Societe Nationale dEtude et de Construction de Moteurs dAviation (SNECMA) of France.
Jun04/THTA

Level 3 B1 B2
71-00-2
Training Manual
A320 Family

71-00 Introduction
Figure 1:
Jun04/THTA

Level 3 B1 B2
71-00-3
Training Manual
A320 Family

71-00 Introduction
Figure 2: CFM 56-5 Family Models
Family Models
AIRCRAFT TYPE
THRUST
FLAT RATED TEMPERATURE ( DEG C / DEG F )
BYPASS RATIO
MASS FLOW
OVERALL PRESS. RATIO
CFM
56-5A1
CFM
56-5A3
CFM
56-5A4
CFM
56-5A5
CFM
56-5B1
CFM
56-5B2
CFM
56-5B4
CFM
56-5B5
CFM
56-5B6
A320
A320
A319
A319
A321
A321
A320
A319
A319
25000 lb
26500 lb
22000 lb
23500 lb
30000 lb
31000 lb
27000 lb
22000 lb
23500 lb
30/86
30/86
30/86
30/86
30/86
30/86
45/113
45/113
45/113
6:1
6:1
6.2 : 1
6.2 : 1
5.5 : 1
5.5 : 1
5.7 : 1
6:1
5.9 : 1
852lb/sec 876lb/sec 816lb/sec 842lb/sec 943lb/sec 956lb/sec 897lb/sec 818lb/sec 844lb/sec

31.3
31.3
35.5
35.5
32.6
32.6
32.6
890/915
915
950
950
950
950
950
N1 ( RPM )
5100
5100
5100
5100
5200
5200
5200
5200
5200
N2 ( RPM )
15183
15183
15183
15183
15183
15183
15183
15183
15183
CFM
56-5A1
CFM
56-5A3
CFM
56-5A4
CFM
56-5A5
CFM
56-5B1
CFM
56-5B2
CFM
56-5B4
CFM
56-5B5
CFM
56-5B6
LENGTH ( INCH )
95,4
95,4
95,4
95,4
102,4
102,4
102,4
102,4
102,4
FAN DIAMETER ( INCH )
68,3
68,3
68,3
68,3
68,3
68,3
68,3
68,3
68,3
BASIC DRY WEIGHT ( lb )
4995
4995
4995
4995
5250
5250
5250
5250
5250
1+3+9
1+3+9
1+3+9
1+3+9
1+4+9
1+4+9
1+4+9
1+4+9
1+4+9
1+4
1+4
1+4
1+4
1+4
1+4
1+4
1+4
1+4
EGT ( DEG C )
31.3
31.3
890/915 890/915
ENGINE CHARACTERISTICS
Family Models
FAN / LP / HP STAGE
NUMBERS
HP / LP TURBINE STAGE
NUMBERS
Jun04/THTA

Level 3 B1 B2
71-00-4
Training Manual
A320 Family

71-00 Introduction
Figure 3: CFM56-5
Jun04/THTA

Level 3 B1 B2
71-00-5
Training Manual
A320 Family
Differences CFM 56-5A1 /5A5

71-00 Introduction
Figure 4:
The Engine CFM 56-5A5 is prepared for dual thrust-rating.

Basic rating is 23500 lbs with FLEX rating to max. climb thrust.
Alternate rating is 22000 lbs, no FLEX rating.
FLAT RATED THRUST RATING
The selection of the thrust rating can be done via MCDU.

The letter D near to the N1 indication on the EWD indicates, that the alternate
rating is selected (as soon as the ECU is powered).
THRUST
Engine Commonality
(lb)
After the embodiment of some CFMI service bulletins, a upgrading of the CFM565A1 (A320 standard) to the CFM56-5A5 (A319 standard) is possible. See also
ECU intermix.
MAX. TAKE OFF 25000 lbs

25000
ATA 73 Engine Fuel and Control

ECU intermix A320 / A319.
MAX. CONTINOUS 23700 lbs
20000
THRUST
When the ECU software P25 (P26) is installed the ECUs are interchangeable.
ATA 75 AIR
15000
N1
Rotor Active Clearence Control System (RACC)

ECU Cooling System
Both systems are not installed on the A319.
EGT
10000
5000
30
AMBIENT TEMP. ( C )
SEA LEVEL STATIC ( 1013 hPa )

-10
Jun04/THTA

10
20
30
Level 3 B1 B2
40
AMBIENT TEMP. ( C )
71-00-6
Training Manual
A320 Family

71-00 Introduction
Figure 5: CFM 56-5A1 Engine Data (Lufthansa Config)
Take OFF Thrust (Sea Level Static) Time Limit 5 min:

Flat Rated Ambient Temperature
Max Continous (Sea Level Static)
Flat Rated Ambient Temperaturen
25000 lbs
86
23700 lbs
77 F
Airflow ( Take off )
=
=
=
=
11120 daN
30 C
10500 daN
25 C
852 lbs/sec = 426 kg/sec
By - Pass Ratio
6 : 1
Compressor Pressure Ratio (overall,Take Off, SLS )
26,5 : 1
Fan Pressure Ratio ( Take Off, SLS )
1,55 : 1
Fan Thrust / Core Thrust (At Take Off )
80% / 20%
Turbine Inlet Temperature (T41) (Take Off -Hot Day )

EGT (T49,5)
2311 F = 1265 C
RED LINE
MAX CONTINOUS
ENG. START
890 C
855 C
725 C
N1 & N2 Direction of Rotation
Clockwise (aft looking forward)
N1 Design Speed
N1 MAX.
100%
102%
5000 min -1
5100 min -1
N2 Design Speed
N2 MAX.
100%
105%
14460 min -1
15183 min -1
TSFC (Standart, Static )

Take Off
MAX. Contious
75%
0,343 lbs/lbs x h
0,339 lbs/lbs x h
0,326 lbs/lbs x h
TSFC ( MACH 0,8 )

Altitude 35000 ft, Std. Day
0,596 lbs/lbs x h
Engine Weight
Jun04/THTA
4734 lbs = 2150 Kg

Level 3 B1 B2
71-00-7
Training Manual
A320 Family
Jun04/THTA


71-00 Introduction
Level 3 B1 B2
71-00-8
Training Manual
A320 Family
Engine Fuel and Control - CFM56-5A

71-70 Drains
71-70 Drains
Jun04/THTA

Level 3 B1 B2
71-70-1
Training Manual
A320 Family
Pylon and Engine Drains

71-70 Drains
Use of Drain System to Monitor Accessory Seals Leakage Rate.
Engine Drains
Drain lines are provided on the engine to collect and carry overboard waste fluids
and vapors from engine systems and accessories.
This drain system consists of a drain collector with 4 manual drain valves for trouble shooting, a drain module and a drain mast.
Drain Module
System Operation
The collector retains drain fluids until expelled in flight. The module assembly discharges fluids directly overboard through the drain mast. The drain mast which
protrudes through the fan cowl door into the airstream is the channel through
which the fluids are discharged overboard except for the fuel shroud drain which
discharges fluid directly overboard through an independent drain tube.
Each drain collector has been sized to collect the maximum acceptable leakage
from the accessory seal for a flight of 240 minutes duration, based on the following
leak rates:
Starter (20cc/hour)
Hydraulic pump (20cc/hour)
IDG (20cc/hour)
Fuel pump (30cc/hour)
The procedure for determining the leakage rate, without a specific engine ground
run is:
Prior to flight departure, drain fluid from all four (4) accessory seal drain collectors.
After one flight, of about one hour, drain fluid from drain collectors into a measured container.
For fuel or oil leakage limits (Ref. 71-00-00 P. Block 500)
Each accessory seal (starter, IDG, hydraulic pump, fuel pump) has a separate
drain to the collector in which leakage is contained. Manual drain valves in the bottom of each collector enables the determination of excess leakage. Each collector
is labeled with the accessory seal drain to which it is connected. These individual
collectors overflow into the fuel/oil holding tank or a hydraulic fluid/oil holding tank.
Leakage is contained in the holding tank until the aircraft reaches an airspeed of
200 Knots. When the airspeed reaches 200 Knots a pressure valve in the module
assembly admits ram air. The ram air pressurizes the holding tanks and any accumulated fluid is discharged overboard through the drain mast. discharged directly overboard, except for the fuel shroud pipe which has its own drain tube.
the oil tank scupper
the forward sump
the fan case
the oil/fuel heat exchanger
the VBV
the VSV
the TCC
HMU
the aft sump
the fuel shroud pipe (individual drain tube)
Jun04/THTA

Level 3 B1 B2
71-70-2
Training Manual
A320 Family

71-70 Drains
Figure 1: Engine Drains
WING
PYLON
PYLON
DRAINS
DRAIN COLLECTOR
DRAIN MAST
DRAIN MODULE
MANUAL
DRAIN VALVE
4 PLACES
FAN
AREA
OIL
SCUPPER
CORE
AREA
DRAIN COLLECTOR
IDG
HYD
PUMP
STARTER
FWD
SUMP
SHROUD
TCC
VSV
PIPE
OIL/FUEL
HEAT
EXCHANGER
G
E
A
R
B
O
X
FAN
CASE
FUEL
PUMP
FUEL
OIL
DRAIN
COLLECTOR
ASSEMBLY
6 O CLOCK
FIRE
BULKHEAD
HMU
LUB
PUMP
OIL
HYD
FIREPROOF
HOLDING
TANKS
COWL LINE
DRAIN
MODULE
Jun04/THTA
VBV
AND
VSV
AFT
SUMP
DRAIN MAST

FRANGIBLE
Level 3 B1 B2
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Training Manual
A320 Family

71-70 Drains
Figure 2:
Use of Drain System to Monitor Accessory Seals Leakage Rate.

Each drain collector has been sized to collect the maximum acceptable leakage
from the accessory seal for a flight of 240 minutes duration, based on the following
leak rates:
Starter (20cc/hour)
Hydraulic pump (20cc/hour)
IDG (20cc/hour)
Fuel pump (30cc/hour)
The procedure for determining the leakage rate, without a specific engine ground
run is:
Prior to flight departure, drain fluid from all four (4) accessory seal drain collectors.
After one flight, of about one hour, drain fluid from drain collectors into a measured container.
Use of Drain System to Isolate an Abnormal High Leakage Rate.
If an abnormally high leakage rate from one seal pad is experienced, it can cause
a backflow and fill other drain collectors and holding tanks. When this happens the
following procedure is recommended to isolate which accessory-seal has the abnormally high leakage.
Drain fluid from all four (4) accessory seal drain collectors.
Perform a short duration engine idle run, five (5) minutes or less, and shut
down the engine.
Check each of the four accessory seal drain collectors by draining the fluid into
a measured container. The pad seal with an abnormally high leakage rate will
be evident.
If more than one collector is full after step 3, restart the procedure with a two
minute or less engine idle run.
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71-70 Drains
Figure 3: Drain Module
Vacbi File: ENGINE DRAIN LRUS
6:00 POSITION
PRESSURIZING
AIR FROM
DRAIN MODULE
TO DRAIN
MAST
4 manual
drain valves.
CYLINDERS
Starter
Collector
Fuel Pump
Collector
Jun04/THTA
Hydraulic Pump
Collector
MANUAL DRAIN VALVES

IDG Collector
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A320 Family

71-70 Drains
Figure 4: Leakage Limits
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71-70 Drains
Figure 5: Leakage Limits
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A320 Family
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71-70 Drains
Level 3 B1 B2
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A320 Family

73-00
73 Engine Fuel and Control - CFM56-5A
Jun04/THTA

Level 3 B1 B2
73-00-1
Training Manual
A320 Family
Engine Fuel System Description

General
The engine fuel system is designed to provide fuel flow into the combustion chamber and servo fuel for compressor and engine clearence system actuation.
Fuel Feed
The fuel coming from the aircraft tanks supplies the main fuel pump and is heated
by the engine oil scavenge line before entering into the hydromechanical unit
(HMU).
A fuel differential pressure switch provides indication to the cockpit if the filter is
clogged.
Metered Fuel
The fuel from the main pump passes through a fuel metering valve and HP fuel
shut-off valve included into the hydromechanical unit which provides the fuel flow
to the nozzles.
A burner staging valve controlled by ECU supplies either 10 or 20 nozzles at lower
or higher power.
The fuel metering valve is controlled by the ECU and provides the adequate fuel
flow.

Rotor Active Clearance Control (RACC) (not installed on new engines)

HP Turbine Clearance Control (HPTACC)
LP Turbine Clearance Control (LPTACC)
Burner Staging Valve
Fuel Metering Valve
Fuel Return
A part of the fuel is recovered to provide IDG oil cooling before returning to the fuel
circuit at the LP pump stage. When the thermal exchange is not sufficient, the fuel
return valve will be opened by the ECU, according to a given temperature.
Wen the engine oil temperature exceeds 93 degrees C the ECU sends a signal to
open the fuel return valve. The signal is inhibited at Take-Off, Climb and when the
A/C tank temperatures are high or there is fuel in the vent tank. A hydraulic signal
from the HP fuel SOV closes the valve at engine shutdown.
ECU Control
The ECU sends electrical signals to the torque motor servovalves of both the HMU
and the fuel return valve. Thus, it provides the commanded position for the slave
systems.
For each valve of VBV, VSV, RACC, HPTACC, LPTACC, and fuel systems the
ECU has a control schedule. If a schedule is no longer operational, the corresponding valve goes to a fail safe position. For example: VBV open, VSV close,
burner staging valve opens, fuel metetring valve closes (engine shutdown).
The fuel flow is measured by a flow meter for the cockpit indication.
The LP and HP Fuel shut off valves closes when the ENG MASTER lever is set to
OFF.
Servo Fuel
Filtered fuel from the wash filter passes through a servo-fuel heater and to the servo valves of the hydromechanical unit and the fuel return valve.
In the hydromechanical unit the servo valves are hydraulically driven through
torque motors by the ECU to provide the operations of:
Variable Stator Vanes (VSV)
Variable Bleed Valves (VBV)
Jun04/THTA

Level 3 B1 B2
73-00-2
Training Manual
A320 Family

Figure 1: Fuel System Schematic
FLSCU
SV
(not installed on new engines)
SV
SV
SV
SV
SV
FUEL FLOW
TRANSMITTER
MAIN STREAM
HMU BYPASS
HOT RETURN
COLD RETURN
SV SERVO VALVE
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73-20 FADEC General
73-20 FADEC General
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A320 Family

73-20 FADEC General
FADEC Presentation
FADEC: Full Authority Digital Engine Control
General
The Full Authority Digital Electronic Control (FADEC) system provides full range
control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems.
The engine control is built around a Full Authority Digital Engine Control system,
which serves as an interface between the aircraft and the engine control and monitoring components.
The FADEC system of each engine consists of a dual channel Electronic Control
Unit (ECU), with its associated peripherals.
ECU: Electronic Control Unit.
There are no adjustments possible on the FADEC system (e.g.Idle, Part
Power etc.)
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73-20 FADEC General
Figure 1: FADEC Presentation CFM 56-5A
P 0 T4.9 T25
FMV
FEED
BACK
T12 PS12 PS3 T3
(EGT)
T-CASE
N1
N2
TEO
IGN B
IGN A
THRUST
LEVER
ANALOG &
DISCRETE
SIGNALS
28 V DC
115 V
400 HZ
Ignition
Boxes
Thrust Reverser
ECU ALTERNATOR
TRUST CONTROL
UNIT
RESOLVER
IGNITORS
HYDRAULIC
PRESS
FUEL PRESS
FUEL FLOW
HMU
ECU
( CH: A & B )
TO
BURNERS
FEEDBACK
FEEDBACK
HCU
Return Fuel to AC Tank
FUEL RETURN
VALVE
FOR ENGINE TREND MONITORING
T/R REVERSER Stow / Deploy Feedback
FUEL
FLOW
Jun04/THTA
P25
Ps13
T5
T/R REVERSER Stow / Deploy Command

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73-20 FADEC General
FADEC Functions
Full Authority Digital Engine Control (FADEC)
The FADEC also provides two idle mode selections:

Approach Idle: it is obtained when slats are extended in FLT.
Minimum Idle: it can be modulated up to approach idle depending on: Air conditioning demand Engine anti ice demand Wing anti ice demand Temperature
Engine Oil (TEO for IDG cooling).
The FADEC consists of the Engine Control Unit (ECU), Hydromechanical Unit
(HMU) and its peripheral components and sensors used for control and monitoring.
FADEC Definition
Each engine is equipped with a duplicated FADEC system. The FADEC acts as a
propulsion system data multiplexer making engine data available for condition
monitoring.
Autothrust mode depending on autothrust function generated by the auto flight

system (AFS).
Engine Limit Protection

The FADEC provides overspeed protection for N1 and N2, in order to prevent engine exceeding certified limits, and also monitors the EGT.
FADEC Controls
Engine Systems Control
The FADEC provides the engine system regulation and scheduling to control the
thrust and optimize the engine operation.
The FADEC provides optimal engine operation by controlling the:

Fuel Flow
Compressor air flow and turbine clearence.
The FADEC provides:

Fuel control regulation
power management
gas generator control
Turbine active clearance control
flight deck indication data
Engine maintenance data
Contitioning monitoring data
engine limit protection
thrust reverse control
feedback
automatic engine starting
Fuel return control for IDG cooling
Thrust Reverse
The FADEC supervises entirely the thrust reverse operation. In case of a malfunction, the thrust reverser is stowed.
Start and Ignition Control

The FADEC controls the engine start sequence. It monitors N1, N2 and EGT parameters and can abort or recycle an engine start.
Power Supply
The FADEC system is self-powered by a dedicated permanent magnet alternator
when N2 is above 15%, and is powered by the aircraft for starting, as a backup
and for testing with engine not running.
Power Management
The FADEC provides automatic engine thrust control and thrust parameters limits
computation.
The FADEC manages power according to two thrust modes:
manual mode depending on thrust lever angle (TLA)
Jun04/THTA

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A320 Family

73-20 FADEC General
Figure 2: FADEC Presentation CFM 56-5A
P 0 T4.9 T25
FMV
FEED
BACK
T12 PS12 PS3 T3
(EGT)
T-CASE
N1
N2
TEO
IGN B
IGN A
THRUST
LEVER
ANALOG &
DISCRETE
SIGNALS
28 V DC
115 V
400 HZ
Ignition
Boxes
Thrust Reverser
ECU ALTERNATOR
TRUST CONTROL
UNIT
CFM 56-5A
RESOLVER
IGNITORS
HYDRAULIC
PRESS
FUEL PRESS
FUEL FLOW
HMU
ECU
( CH: A & B )
TO
BURNERS
FEEDBACK
FEEDBACK
HCU
Return Fuel to AC Tank
FUEL RETURN
VALVE
FOR ENGINE TREND MONITORING
T/R REVERSER Stow / Deploy Feedback
FUEL
FLOW
Jun04/THTA
P25
Ps13
T5
T/R REVERSER Stow / Deploy Command

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73-20 FADEC General
Engine Control P/Bs and Switches

Engine Mode Selector
Position CRANK:
selects FADEC power.
allows dry and wet motoring (ignition is not available).
Position IGNITION / START:
selects FADEC power
allows engine starting (manual and auto).
Position NORM:
FADEC power selected OFF (Engine not running)
Engine Master Lever

Position OFF:
closes the HP fuel valve in the HMU and the LP fuel valve.
resets the ECU
Position ON:
starts the engine in automatic mode (when the mode selector is in IGNITION /
START).
selects fuel and ignition on during manual start procedure.
opens the LP-fuel valve and deenergizes the HP-fuel shut-off valve in the
HMU.
Manual Start P/B
controls the start valve (when the mode selector is in IGNITION / START or
CRANK position).
FADEC GND PWR P/B

Position ON:
selects FADEC power
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73-20 FADEC General
Figure 3: Engine Control P/Bs and Switches
CENTRAL PEDESTAL 115VU
NORM
Jun04/THTA
MAINTENANCE PANEL 50VU
OVERHEAD PANEL 22VU

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73-20 FADEC General
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A320 Family

Jun04/THTA

Level 3 B1 B2
73-10-1
Training Manual
A320 Family

Fuel Pump
The fuel pump and HMU are mounted as a unit.
The fuel pump drive system consists of the following:
Fuel Pump LP Stage

The LP stage of the fuel pump is of the centrifugal type. It delivers a boost pressure
to the HP stage to avoid pump cavitation.
The LP stage general characteristics at takeoff power are as follows:
Discharge pressure: 174 psi (1200 kPa).
Speed rating: 6250 RPM.
Fuel Pump HP Stage

The HP stage hydraulic power is supplied by a positive displacement (gear-type)
pump. For a given number of revolutions, the pump delivers a constant fuel flow
regardless of the discharge pressure.
A pressure relief valve connected in parallel with the HP pump protects the pump.
The HP stage general characteristics at takeoff power are as follows:
Discharge pressure: 870 psi (6000 kPa)
Speed rating: 6250 RPM
Fuel flow: 57 US gal/min. (13000 l/h).
Location
The fuel pump is located on the accessory gearbox (AGB) (aft face on the left side
of the horizontal drive shaft housing, aft looking forward).
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Level 3 B1 B2
73-10-2
Training Manual
A320 Family

Figure 1: Fuel Pump & Fuel Filter
FUEL PUMP
HMU
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A320 Family

Fuel Filter
General
The fuel filter protects the HMU from particles in suspension in the fuel. The fuel
filter consists of a disposable filter cartridge and a pressure relief valve. The filter
cartridge is installed in a cavity on the pump body. The fuel circulates from the outside to the inside of the filter cartridge. In case of a clogged filter, a pressure relief
valve bypasses the fuel to the HP stage.
Location
The fuel filter is located between the main oil/fuel heat exchanger and fuel pump
HP stage.
Fuel Filter Diff Pressure Sw.

The fuel filter differential pressure switch is located on the fan case. The switch
sends a signal to the SDAC when the differential pressure increases to a certain
level when the fuel filter clogs. The fuel filter clog indication is provided on the lower ECAM display unit.
Jun04/THTA

Level 3 B1 B2
73-10-4
Training Manual
A320 Family

Figure 2: Fuel Filter
FUEL FILTER DIFF. PRESS. SW

.
FUEL FILTER
HCU
FUEL FILTER
DRAIN PLUG
FUEL FILTER DIFF. PRESS. SW.
Jun04/THTA

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Training Manual
A320 Family

Hydromechanical Control Unit

General
The hydromechanical unit (HMU) is installed on the aft side of the accessory gearbox at the extreme left hand pad.
It receives electrical signals from the electronic control unit (ECU) and converts
these electrical input signals through torque motors/servo valves into engine-fuel
flow and hydraulic signals to various external systems. Engine fuel is used as hydraulic media.
No maintenance adjustments (eg. idle, part power etc.) can be performed at
the HMU!
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Training Manual
A320 Family

Figure 3: HMU
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A320 Family

Fuel Metering Operation
Overspeed Governor
The HMU is divided in the following systems:

Servo Pressure Regulator System
Fuel Metering System
Overspeed Governor System
Pressurizing Valve (HP Fuel SOV)
Pump Unloading and Shutdown System
Servo Flow Regulation System
The overspeed governor is of the fly ball type. It is designed to prevent the engine
from exceeding a steady state speed in excess of 106.3% N2.
A pressure switch sends a signal to the ECU if the overspeed governor fails when
the engine is started (OVSPD Protection fail).
Motive Flow Modulation
Fuel Metering Valve

The fuel metering valve is hydraulically driven through a torque motor/servo valve
by the ECU. The torque motor contains two electrically isolated, independent
coils, one dedicated to Channel A, the other to Channel B of the ECU. Two fuel
metering valve position resolvers, one dedicated to each channel in the ECU, produce an electrical feedback signal in proportion to fuel metering valve position.
The ECU uses this signal to compute the current required at the fuel metering
valve torque motor for achieving closed loop electrical control. At engine shutdown
the Metering valve is completly closed.
Delta P Valve
A differential pressure regulating valve maintains a constant pressure drop across
the metering valve. As a result, fuel flow varies proportionally with metering valve
position.
Each torque motor contains two electrically isolated, independent coils. One is
dedicated to channel A, the other to channel B, of the ECU.
They provide flow and pressure at an HMU pressure port in response to electrical
commands from the ECU.
HP & LP Fuel SOV Control

The HP fuel shut off valve control is fully electrical. It is performed from the engine
panel in the cockpit as follows:
Opening of the HP fuel SOV:
High Pressure Fuel Shut-Off Valve

The valve is driven by a solenoid. The Valve closed/not closed position is indicated
to the ECU by two electrical limit switches.
The fuel shut off valve shuts off fuel flow to the engine commanded by the master
switch (solenoid energized by aircraft 28VDC from busbar 3PP).
The HP fuel shut off valve is open when all three following conditions are met:
command to open from A/C (soleinoid de-energized)
engine rotation speed above 15% N2
fuel pressure.
It has to be noted that the HP fuel shut off valve shut off signal by the Master
switch also closes the LP fuel valve.
Jun04/THTA
The HMU contains 5 additional torque motors/ servo pilot valves that modulate hydraulic signals to the following:
1. Low Pressure Turbine Clearance Control Valve
2. High Pressure Turbine Clearance Control Valve
3. Rotor Active Clearance Control System (not installed on new engines)
4. Variable Stator Vane Actuators
5. Variable Bleed Valve Actuators.
It is controlled by the ECU: the ECU receives the commands from the MASTER
control switch and mode selector switch.
Closure of the HP fuel SOV:
It is controlled directly from the MASTER control switch in OFF position
HP Fuel Shut Off Valve Control

The FADEC control system contains two fuel shut-off means, which act through
pilot valves to close the high pressure fuel shut off valve. A fuel shut-off which is
direct-hardwired to the MASTER control switch. This solenoid operated pilot valve
is powered by the 28VDC.It is closed when energized.
When the metering valve is positioned below a minimum fuel flow position a mechanically operated pilot valve in the HMU closes the pressurizing valve. This

Level 3 B1 B2
73-10-8
Training Manual
A320 Family

function is software logic inhibited to prevent operation at and above idle operation.
The fuel shut off valve meets the following concepts.
The pressurizing valve does not actuate open with boost pressure (even if both
pilot valves call for ON) until the HP fuel pump provides sufficient pressure to
open it.
Loss of power supply does not lead to change the selected HP fuel shutoff
valve position.
When HP fuel shutoff valve is selected closed (open) a spurious transient voltage to open (close) does not lead to a permanent opening (closure) of the fuel
valve.
The cockpit commanded OFF coil has priority over the ECU command.
The cockpit control interfaces directly with the HP fuel shut-off solenoid. The valve
contains a coil which operates the HP shut-off closed when energized. The solenoid is of a latching type. It latches either open or closed until a reversing signal is
applied. The open function is an hydraulic trip with a magnetic latch. A closed signal has priority.
LP Fuel Shut Off Valve Control

The function of the LP fuel shut-off valve is to control the fuel supply at engine-topylon interface.
The valve is located on the engine supply system in the wing leading edge.
Valve Operation
The LP fuel shut off valve is controlled:
From the flight compartment overhead panel by means of the ENG FIRE pushbutton switch.
From the flight compartment center pedestal by means of the MASTER control
switch on engine control panel.
It is commanded open via the relay 11QG when the C/B of the HP Fuel SOV
is pulled.
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Level 3 B1 B2
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Training Manual
A320 Family
The engine fuel supply system has two fuel shut off valves.
One PRSOV in the HMU
One LP - fuel shut off valve on the front wing spar.

One of the two motors can open or close the valve if the other motor does not operate.
The actuator drive shaft has a see/feel indicator where it goes through the actuator
body. The see/feel indicator gives an indication of the valve position without removal of the fuel LP fuel valve.
Low Pressure Fuel Shut Off Valve

The LP fuel - valve 12QM (13QM) is in the fuel supply line to its related engine.
The LP fuel - valve is usually open and in this configuration lets fuel through to its
related engine. When one of the LP fuel - valves is closed, the fuel is isolated from
that LP fuel valves related engine.
The LP fuel - valve is installed between the engine pylon and the front face of the
wing front spar (between RIB 8 and RIB 9).
Each LP valve has an actuator 9QG (10QG). The interface between the actuator
and the LP valve is a valve spindle. When the actuator is energized, it moves the
LP valve to the open or closed position. A V - band clamp 80QM(81QM) attaches
the actuator to the LP valve.
the 28VDC BATT BUS supplies the motor 1
different routing. The routing for motor 1 is along the front spar. The routing for motor 2 is along the rear spar and then forward through the flap track fairing at RIB 6.
The actuators send position data to the System Data - Aquisition Concentrators
(SDAC1 and SDAC2). The SDACs process the data and send it to the ECAM
which shows the information on the FUEL page.
The LP fuel - valve has:
a valve body
a ball valve
a valve spindle
a mounting flange.
The LP fuel - valve actuator has two electrical motors which drive the same differential - gear to turn the ball valve through 90 deg. The limit switches in the actuator
control this 90 deg. movement and set the electrical circuit for the next operation.
Jun04/THTA

Level 3 B1 B2
73-10-10
Training Manual
A320 Family

Figure 4: LP Fuel Shut-Off Valve
V-Clamp
ELECTRICAL CONNECTORS
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Training Manual
A320 Family
Fuel Return System Components

Figure 5:
General Description
N2
Oil/Fuel Temperature Control

The IDG oil shall be cooled by engine fuel through an oil/fuel heat exchanger
which is installed in the fuel bypass line.
For some aircraft operation, extra heat rejected in fuel shall be carried out of the
engine fuel system through the valve fuel return valve (FRV) in order not to exceed
defined temperature limits (either engine fuel/oil temperature or IDG oil temperature).
APPROACH
IDLE
In Flight only!
FADEC performs this temperature control using the engine oil temperature and
engine fuel measurement.
FADEC has two actions depending upon the temperature values and the aircraft
flight conditions:
command the FRV in order to permit a fuel return to the aircraft tank
increase the engine speed when oil temp is 106 deg. C. (which leads to decrease the temperature of the cooling fuel flow). This function is inhibited when
the aircraft is on ground.
min. IDLE
Fuel Return Valve

The purpose of the fuel return valve is to return fuel flow to the tank. The return
fuel flow is controlled at the IDG oil cooler outlet by: the engine oil temperature
(signal from TEO) the fuel temperature
Shut Off Function

The fuel return valve has a shutoff function when the engine is shutdown. (solenoid de-energized) from the ENG/MASTER control switch. The signal transits
through the Arinc bus and ECU and overrides the engine oil in temperature command.
106
128
ENG. OIL TEMP. ( C)
The Fuel Level Sensing Control Unit (FLCSU) sends also FRV-Inhibition
signal to the ECU, if:
Fuel Tank Temp. high
Low Fuel Level in the Tanks
Fuel in Surge Tank
Gravity Feed.
In case of high fuel flow conditions the electrical open signal is overrided by a hydraulic signal from the HMU and the shutoff valve is closed.
A close command from the HMU interrupts both fuel flows to the aircraft.
Jun04/THTA

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Training Manual
A320 Family

Figure 6: Fuel Return System
FUEL RETURN VALVE
A
B
ECU CONN.
ECU OIL TEMP SENSOR

(TEO)
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A320 Family

Fuel Return Valve

Operation
The fuel return valve controls 2 flow levels:
The first level (300 kg/h) is controlled by the engine oil in temperature when the
temperature is higher than 93 deg C.
The V1 solenoid valve is energized by the electronic control unit (ECU).
The second level (which adds approximately 300 kg/h to the first flow level) is controlled by the IDG oil cooler fuel out temperature when higher than130 deg C
(269 deg F).
The V2 thermostatic valve is controlled by the fuel out temperature.
Return fuel temperature limitation.

The fuel return valve mixes:
a cold fuel flow (from the engine LP fuel pump) with
the hot fuel flow (calibrated to maintain a temperature of 214 deg F (100 deg
C) in the return line.
The mix is as follows:
Fuel out temp. below 130 deg C 200 kg/h cold flow with 300 kg/h hot flow.
Fuel out temp. above 130 deg C 400 kg/h cold flow with 600 kg/h hot flow.
A signal from the ENG/MASTER control switch to FADEC permits to override the
V1 opening signal if:
Engine oil temperature is higher than 93 deg C during take off or climb or specific operating conditions.
A hydraulic signal from the HP fuel shutoff valve closes the V1 valve at engine
shutdown.
A functional check (refer. to AMM 73-11-50) of the fuel return valve can only
be done with a engine idle run.
A test set is used to simulate a temperature >93 deg. C. Also a flow gage
must be fitted in the fuel return line.
When the valve opens the gage indicates a positive reading (fuel returns to
tank).
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A320 Family

Figure 7: Fuel Return Valve
OIL TEMP.
T < 93 C
Jun04/THTA
IDG COOLER FUEL

TEMP.
-
HOT FUEL FLOW

RETURN
COLD FUEL FLOW

RETURN
TOTAL FUEL RETURN

TO TANK
0
T > 93 C
T < 130 C
300 Kg/h
200 Kg/h
500 Kg/h
T > 93 C
T > 130 C
600 Kg/h
400 Kg/h
1000 Kg/h

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IDG Fuel Cooled Oil Cooler

Purpose
The purpose of the cooler assembly is to cool oil coming from the Integrated Drive
Generator (IDG). The heat generated is transfered to the fuel coming from the
HMU and returning to the oil/fuel heat exchanger.
Description
The oil cooler is of tubular type. It consists of a removable core, housing and cover.
A fuel pressure relief valve is connected in parallel with the fuel inlet and outlet
ports.
Oil System
The oil circulates through the stainless steel tube bundle brazed at both ends. This
extracts the calories and transfers them to the engine fuel. The oil outlet temperature varies between (-54 deg C and 160deg C).
Fuel System
The fuel circulates inside the tubes that evacuate the calories released by the oil.If
the pressure drop inside the heat exchanger core increases:
the pressure relief valve opens and bypasses the heat exchanger core.
Location
The IDG oil cooler is located on the front face of the AGB at 5:30 oclock position,
aft looking forward.
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A320 Family

Figure 8: IDG Oil Cooler
FAN INLET CASE
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A320 Family

Burner Staging Valve

Purpose
The purpose of the Burner Staging Valve (BSV) is to shutoff 10 of the 20 fuel nozzles as commanded by the ECU.
The burner staging valve stages on 10 nozzles when a lower Fuel Air Ratio (FAR)
is required by the ECU. This ensures that there is adequate deceleration capability
in the deceleration schedule.
The 10 nozzles are also switched off to maintain a adequate flame out margin.
10 fuel nozzles are always on when the engine is in operation.

The BSV is a poppet type shutoff valve that is opened or closed by fuel pressure
(PC or PCR) from the HMU based on ECU logic.
The main poppet valve allows metered fuel delivery to the staged manifold and under most conditions is set to the open (unstaged) position to assure that all 20 fuel
nozzles are used at the following power operations:
N2K > 80% - Approach Idle
BSV Feedback Signal Failure
ECU or HMU Command signal failed it is opening by hydraulic pressure at 200300 psi.
Dual switches in the BSV monitor the position of the valve and transmit a feedback
indication to the ECU. The switches are open when the valve is open (unstaged).
After the ECU logic has determined that a lower FAR is required, the BSV is
staged to 10 nozzles through the HMU BSV solenoid. If the ECU receives a valid
signal from the BSV feedback switches that the BSV did stage, the ECU then lowers the FAR in the deceleration schedule to ensure a constant rate of engine deceleration. In operating conditions where a low FAR is required, the design of the
fuel nozzles provides the necessary spray pattern to ensure that the engine will
decelerate properly and that adequate flame out margin is maintained.
Jun04/THTA

Level 3 B1 B2
73-10-18
Training Manual
A320 Family

Figure 9: Burner Staging Valve
ECU CONN.
CHAN. A/B
FEEDBACK
SIGNAL
Jun04/THTA

BURNER STAGING VALVE
Level 3 B1 B2
73-10-19
Training Manual
A320 Family

Fuel Nozzles
Fuel Manifold
Purpose
Purpose
The fuel nozzles are installed into the combustion case assembly. They are connected to the fuel manifold assembly. The 20 fuel nozzles deliver fuel into the combustor in a spray pattern. This provides good light-off and efficient burning at high
power.
The fuel manifold supplies metered fuel to the twenty fuel nozzles and drains any
fuel that may leak from the fuel supply connection lines.
Operation
The fuel nozzles contain both primary and secondary fuel flow passages. As the
engine is started:
the fuel passes through the inlet, and
accumulates in the portion of nozzle that houses the valves.
The low pressure primary flow:
is directed through the check valve
passes through the primary passage of the nozzle tube and tip,
enters the combustion chamber as an uniform density spray.
The high pressure secondary flow activates the flow divider valve.
This fuel passes through the secondary passage of the nozzle tube and tip.
Then it enters the combustion chamber as an uniform density, cone shaped spray.
The cone of the secondary spray is wider than that of the primary, therefore, surrounding the primary spray pattern.
Jun04/THTA

The fuel manifold consists of a manifold supplying fuel to ten fuel nozzles that is
unstaged or staged (depending on BSV position), a staged manifold that always
supplies fuel to the remaining ten fuel nozzles when the engine is in operation, and
a drain manifold. Fuel nozzles on the two fuel manifolds are located in an alternating pattern. Each manifold is divided into two segments joined by connecting nuts
at the 6 and 12 oclock positions.
The fuel supply manifold halves are connected to supply lines from the BSV at the
5 and 6 oclock positions. Each of the connections has individual drain lines. This
fuel supply splitting limits fuel pressure drop across lines and facilitates removal/
installation operations.
A drain function is performed at each fuel nozzle connection by a shroud sealed
by two o-rings. The shrouds are connected to the main drain manifold by fifteen
integral and five removable drain lines. The five removable drain tubes are to facilitate access to borescope ports. A drain line connected to the aircraft drain mast
is attached to the drain manifold at the 7 oclock position.

Level 3 B1 B2
73-10-20
Training Manual
A320 Family

Figure 10: Fuel Nozzles
Fuel Nozzle Arrangement
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Level 3 B1 B2
73-10-21
Training Manual
A320 Family
Jun04/THTA


Level 3 B1 B2
73-10-22
Training Manual
A320 Family

Jun04/THTA

Level 3 B1 B2
73-30-1
Training Manual
A320 Family

Fuel Flow Transmitter

General
The fuel flow transmitter is installed in the fuel line between the HMU and the burner staging valve. It is mounted on the lower left-hand side of the fan case, rearward of the LP/HP fuel pump.
The fuel flow transmitter is made of these primary assemblies:
the transmitter body,
the inlet fitting and clamps
the turbine assembly,
the measurement assembly.
Fuel Flow Indication, Fuel Used

The Fuel Flow Transmitter is installed at the HMU. The signals are routed to the
ECU and via the DMCs to the ECAM.
The Fuel Used-is calculated in the DMCs.
Jun04/THTA

Level 3 B1 B2
73-30-2
Training Manual
A320 Family

Figure 1: Fuel Flow/Fuel Used Indication
UPPER
ECAM
DISPLAY
LOWER
ECAM
DISPLAY
Jun04/THTA

Level 3 B1 B2
73-30-3
Training Manual
A320 Family
Fuel Filter Clogging Indication

Figure 2: Fuel Filter Clogging Switch Location
The fuel filter clogging switch is installed at 10 oclock position at the L/H fan
frame.
FAN FRAME 10 OCLOCK POSITION

FUEL FILTER CLOGGING SWITCH
FUEL FILTER
Jun04/THTA

Level 3 B1 B2
73-30-4
Training Manual
A320 Family

Figure 3: Fuel Filter Clogging Indication
WARNING MESSAGE
UPPER ECAM
DISPLAY
LOWER ECAM
DISPLAY

ENGINE 2

ENGINE 1
WARNING
Jun04/THTA

Level 3 B1 B2
73-30-5
Training Manual
A320 Family
Jun04/THTA


Level 3 B1 B2
73-30-6
Training Manual
A320 Family

75-00
75 Engine Air - CFM56-5A
Jun04/THTA

Level 3 B1 B2
75-00-1
Training Manual
A320 Family


General
The CFM56-5A has 3 Clearance Control-Systems.These are:
the Rotor Active Clearance Control System (RACC)
the HPT Active Clearance Control System (HPTACC)
the LPT Active Clearance Control System (LPTACC)
Every system has a valve which controls the airflow. The valves are positioned by
fuel servo pressure controled by a servo valve installed on the HMU. Every servo
valve is equipped with a position feedback. The servo valves are controlled by the
ECU according a schedule.
Jun04/THTA

Level 3 B1 B2
75-00-2
Training Manual
A320 Family

Figure 1: Active Clearance Control Systems
Jun04/THTA

Level 3 B1 B2
75-00-3
Training Manual
A320 Family
Rotor Active Clearance Control System

Rotor Active Clearance Control Valve
Not installed on new CFM 56 engines!
The rotor active clearance control (RACC) valve is a butterfly valve with one inlet
port and one outlet port.
Purpose
The rotor active clearance control system (RACC) is controlled by the FADEC system which maintains HPC rotor blade clearance relative to HPC stator compressor
case.
The RACC system modulates the fifth stage high pressure (HP) compressor bleed
air into the compressor rotor bore to vary and control the clearances. The air flow
to the rotor is mixed with the booster discharge air. By heating the compressor rotor with fifth stage bleed air, the compressor clearances are reduced and improve
the efficiency of the compressor and improving the overall Specific Fuel Consumption (SFC) of the engine.
The valve has a RACC port and a PCR (case pressure from HMU) port and consists of an outer housing, a rotating plate, and an integral fuel powered actuator
with dual independent transducers for position feedback.
The inlet port receives 5th stage compressor bleed air which is modulated by rotating the plate.
The RACC valve outlet port supplies modulated bleed air. The RAC valve is located on the HPC compressor case at 12:00 oclock.
Figure 2:
When the RACC valve is closed, the total air flow through the rotor is from the
booster discharge air and the clearances are maximized.
As the RACC valve opens, the amount and temperature of the air through the rotor
is increased due to the introduction of fifth stage bleed air, and the clearances are
closed to optimize performance.
RACC Control Valve
The ECU needs the following control signals to position the RACC valve:
N2
P0 (Altitude)
T3
M0
The valve stays in the closed position:
M0<0,3 and
T3>530 C
Jun04/THTA

Level 3 B1 B2
75-00-4
Training Manual
A320 Family

HP Turbine Clearance Control System

Purpose
The CFM56 engine high pressure turbine (HPT) clearance control system uses
high pressure compressor (HPC) bleed air from stages 5 and 9 to obtain maximum
steady-state HPT performance and to minimize exhaust gas temperature (EGT)
transient overshoot during throttle bursts. Air selection is determined by fuel pressure signals from the hydromechanical unit (HMU).The bleed air is ducted from
the valve to a manifold surrounding the HPT shroud. The temperature of the air
controls the HPT shrouds clearance relative to the HPT blade tips.
Description
The clearance control system supplies HPC bleed air from the 5th and 9th stage
air to the HPT shroud support to control the thermal expansion of the shroud support structure. The bleed air is modulated by the electronic control unit (ECU) in
response to the shroud temperature sensed by the turbine clearance control
(TCC) sensor.
On engine start the HPTCC valve ports 9th stage air to unload the compressor and
enhance engine acceleration. At ground idle power setting, the air flow to the HPT
shroud is essentially from the HPC stage 9 bleed. When the throttle is advanced
or retarded to change the core engine speed, the air flow is regulated to maintain
the optimum HPT shroud to blade tip clearance.
When the engine is shut down, the hydraulic actuator valve rod is retracted to the
start position.
The HPT Clearance Control Systems uses the following control signals:
N2
T3
T-case
The valve has 3 control schedules and is also used as a start bleed valve. The 3
schedules are:
1. Steady State Schedule
2. Acceleration Schedule
3. Deceleration Schedule
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family

Figure 3: HPTACC System Schematic
T CASE
SENSOR
RHS
T CASE
SENSOR
LHS
5 TH
9 TH
STAGE STAGE
LPT
HPTACC
VALVE
START BLEED:
OPEN
DURING
ENGINE
START
F/B
SIGNAL
HMU
SERVO
VALVE
TM
F/B
SIGNAL
ECU
CHA
HPTACC DEMAND
SCHEDULE
TM
T3
N2
T CASE
HPTACC DEMAND
SCHEDULE
CHB
Jun04/THTA
T CASE

T3
N2
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Training Manual
A320 Family

HPT Clearance Valve

The high pressure turbine clearance control valve is a three-way valve with two
inlet ports, 5th and 9th stage, and two outlet ports. One outlet port provides a start
bleed function and the other outlet port flows a mixture of 5th and 9th stage air to
the turbine case. The valve consists of an outer housing, two metering plates, an
axial moving contoured piston, and an integral fuel powered actuator with dual independent transducers for position feedback. The piston and the metering plates
constitute variable orifices that achieve the proper mix of 5th and 9th stage air.
T-Case Sensor
The 2 T-case sensors measure the temperatures in the HP Case and send this
signal to the ECU.The ECU then decides which air supply (5th or 9th stage) must
be used (cooling or heating).
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family

Figure 4: HPTCC Valve, Location and Bottom View
T CASE SENSORS (TCC)

D
START BLEED
C
D
ECU
CHAN A+B
CLEARANCE
AIR
FLOW
752110 UAMO/AAMO
HPTACC VALVE
Jun04/THTA

Level 3 B1 B2
75-00-8
Training Manual
A320 Family
LPTCC System

air required for cooling the turbine as a function of the engine operating configuration (engine rating).
Purpose
The low pressure turbine casing is cooled by fan discharge air sprayed through an
array of piping and small air jets that impinge on the outside surface of the casing.
The LPT active clearance control system controlled by a valve through FADEC
system maintains LPT case shroud clearances relative to LPT rotor blade tips.
Operation
The ECU modulates the pressure of one of the piston chambers through the HMU.
The HMU supplies a reference pressure to the second chamber.
The ECU controls the travel of the piston and valve butterfly according to the engine parameters.
The butterfly of the valve opens when the engine rating increases and closes
when it decreases.
When the engine is shut down, the valve butterfly is fully open.
LPT cooling air flow, controlled by LPTACC valve depends on the operating conditions and engine characteristics. Flow functions defined are validated for ventilation calculation purpose.
The fan bleed air flow is modulated by ECU according to the following engine operating conditions.
N1
P0
TAT
PT2
T12
LPT Clearance Control Valve

LPT clearance control valve is a butterfly valve, the valve consists of an outer
housing, a control plate, a linear actuator, 2 RVDT sensors for feedback signals
and a butterfly valve actuation.
Under control of the PCR pressure applied at its head end and a PC/PB modulated pressure applied at its rod end, the linear actuator moves a rack controlling
both the opening and closing of the butterfly valve which regulates the amount of
Jun04/THTA

Level 3 B1 B2
75-00-9
Training Manual
A320 Family

Figure 5: LPTCC Valve
CONNECTORS FOR
FEEDBACK CABLES
TO ECU
ACTUATOR
FAN AIR
Jun04/THTA

Level 3 B1 B2
SUPPLY MANIFOLD
MOUNTING PLATE
75-00-10
Training Manual
A320 Family
Compressor Control

Figure 6:
Variable Bleed Valve System

The variable bleed valve (VBV) position is related to the high pressure compressor
(HPC) operation. It is directly controlled by the angular setting of the variable compressor stator vanes at steady-state operation and during acceleration. The bleed
valves open during low and transient operations to increase the booster mass flow
and to improve booster and HPC matching. The bleed valves are fully open during
fast decelerations. The bleed valve control system includes the following:
The Electronic Control Unit (ECU) which controls the VBV position and sends
electrical signals to the Hydromechanical Unit (HMU).
An hydromechanical servo, integrated within the HMU, which supplies high
pressure fuel signals to a gear motor.
A power unit, which is a fuel-powered hydraulic gear motor. It operates under
high pressure fuel from the HMU.
A mechanical transmission system which includes:
A stop mechanism
A bleed valve main flexible shaft assembly located between the master
ballscrew actuator and fuel gear motor.
A master bleed valve with a master ballscrew actuator.
11 compressor bleed valves with ballscrew actuators
11 flexible shafts between the ballscrew actuatores.
A position sensor (RVDT) connected to the master bleed valve.
The following control signals are used to position the VBV:
N1
N2
VSV-Position
Jun04/THTA
VBV SCHEDULE
VBV
POSITION
N1
OPEN
CLOSED
61%

85%
Level 3 B1 B2
N2
75-00-11
Training Manual
A320 Family

Figure 7: VBV System, VBV Schedule
VBV FEEDBACK ROD
VBV POSITION SENSOR

CONTROL LEVER
VBV POSITION SENSOR
SERVO
VALVE
MASTER BLEED ACTUATOR
FUEL
RETURN
MASTER BALLSCREW
ACTUATOR
FUEL GEAR
MOTOR
BALLSCREW ACTUATOR
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Level 3 B1 B2
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Training Manual
A320 Family

VBV System
The VBV actuation system provides an angular output through fuel gear motor assembly, master ballscrew actuator assembly and 11 ballscrew actuator assemblies. The system is interconnected by 11 flexible shaft assemblies. Eleven
ferrules are installed in the engine struts to provide support for the flexible shaft
assemblies.The system is designed to open, close, or modulate the 12 VBV doors
to an intermediate position in response to an input command signal. The VBVs
remain fully synchronized throughout their complete stroke by the continuous mechanical flexible shaft arrangement. High pressure fuel hydraulically activates the
VBV actuation system. The VBV position sensor provides VBV position bias to the
ECU. The master ballscrew actuator assembly is connected by a push-pull feedback rod to the VBV position sensor.
Jun04/THTA

Level 3 B1 B2
75-00-13
Training Manual
A320 Family

Figure 8: VBV System
VARIABLE
BLEED
VALVES 12
MASTER
B.V.
RVDT
RVDT
A
F/B
SIGNAL
**
FUEL GEAR
MOTOR
FUEL GEAR MOTOR
N1K
N2K
FROM VSV
CONTROL
VBV DEMAND
SCHEDULE
CHA
N1K
N2K
FROM VSV
CONTROL
VBV DEMAND
SCHEDULE
CHB
Jun04/THTA
F/B
SIGNAL
ECU
TM
TM
SERVO
VALVE
HMU
753100 AAMO
753100 AGMO

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A320 Family
VBV System Operation
Modulating Operation
The motor, actuated by the HMU, drives the system to the commanded position
with the required power. The pressure across the motor is reduced as the system
approaches the commanded position. The electrical position feedback to the ECU
directs the fuel control valve to its null position or minimum opening needed to
neutralize the bleed valve loads.

The bleed valve stop mechanism consists of a housing for a hollow screw which
is driven by the bleed valve fuel gear motor. This hollow screw shaft holds the
main VBV flexible shaft which connects the bleed valve fuel gear motor to the
master ballscrew actuator. A follower nut runs along the screw and stops the rotation of the bleed valve fuel gear motor when it reaches the ends of the screw
threads.
A location is provided on the aft end of the bleed valve stop mechanism for installation of a Rotary Variable Differential Transformer (RVDT).
Bleed Valves Closing

The feedback electrical mechanism relays the bleed valve position to the ECU as
the system approaches the commanded closed ECU position.The fuel control
valve is moved towards the null position as the bleed valve approaches the end of
its stroke. This reduces motor speed and allows the motor to engage the end-of
stroke stops at a low impact force.
The closed bleed valve position is within 0.3 percent of the stroke of the ballscrew
actuator assembly utilizing the mechanical stops.
Bleed Valves Opening

The feedback electrical mechanism relays the bleed valve position to the ECU as
the system approaches the commanded open position. The fuel control valve is
positioned to decelerate the motor.
The same type of mechanical stops are used at the opening end of the stroke. The
open bleed valve position is within one percent of the stroke of the ballscrew actuator assembly utilizing the mechanical stops. All the 12 bleed valves are mechanically synchronized.
Stop Mechanism
The bleed valve stop mechanism assembly is a component of the Variable Bleed
Valve (VBV) actuation system. It is located between the bleed valve fuel gear motor and master ballscrew actuator, on the aft face of the fan frame at the 9 oclock
position, aft looking forward.
Description
The function of the bleed valve stop mechanism assembly is to limit the number
of revolutions of the bleed valve fuel gear motor to the exact number required for
a complete cycle (opening-closing) of the VBV doors. This limiting function supplies the reference position for installing and adjusting the VBV actuators.
Jun04/THTA

Level 3 B1 B2
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Training Manual
A320 Family

Figure 9: VBV System Components
STOP MECHANISM
Ballscrew
Actuator
(11ea)
Flex Shafts (11)
Bleed Valves (12)
Feedback Rod
Position Sensor
Fuel Gear Motor
Main Flex Shaft
Jun04/THTA
Stop Mechanism

Level 3 B1 B2
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Training Manual
A320 Family

VBV Doors & Flex Shafts

VBV Doors
To improve the flowpath and hail ingestion capacity 12 VBV cast doors are installed (except the VBV door in front of the T25 sensor, at the 4:30 oclock position).Eleven scoops and 9 slides are attached to the fan frame.
The VBVs remain fully synchronized throughout their complete stroke by the continuous mechanical flexible shaft arrangement.
Flexible Shafts (11)

The flexible shaft assembly is an unshielded power core which has a hexagon fitting on one end and an 8-point fitting on the other. A spring is attached to the hexagon end. The spring holds the shaft assembly in position during operation and
also permits easy removal of the shaft assembly.
Main Flexible Shaft (1)

The main flexible shaft assembly is an unshielded power core which is installed
between the stop mechanism and the main ball screw actuator. It has a hexagon
fitting on one end and a splined end fitting on the other. A spring is attached to the
spring end. The spring holds the shaft assembly in position during operation and
also permits easy removal of the shaft assembly.
Bleed Valve and Master Ballscrew Actuator Assembly

The master ballscrew actuator is located on the fan frame under fan duct panel at
the 9:00 oclock position, aft looking forward.
The master ballscrew actuator is the unit which transfers the driving input from the
bleed valve fuel gear motor to the ballscrew actuator system. It consists of a
speed- reduction gearbox and a ballscrew actuator linked to a hinged door. Speed
reduction is consecutively carried out through one pair of spur gears and then by
2 pairs of bevel gears. The last set of bevel gears drives the ballscrew.A lever, integral with the door, is connected to the position sensor. The output motion of the
first pair of bevel gears is transferred to the 10 other ballscrew actuators through
flexible shafts driven by 2 ends of the output gear of this pair of bevel gears.
VBV System Rigging

The rigging has to be done in the bleed valve closed position, which is established
by using a setting yoke.
Refer to AMM Task 75-31-00-720 Adjustment/Test of the VBV System.
Jun04/THTA

Level 3 B1 B2
75-00-17
Training Manual
A320 Family

Figure 10: VBV Door Rigging & Flex Shaft
Jun04/THTA

Level 3 B1 B2
75-00-18
Training Manual
A320 Family

VBV Position Sensor

General
The VBV position sensor is of the Rotary Variable Differential Transducer (RVDT)
type. It is installed on the VBV stop mechanism. It is electrically supplied provided
by the Electronic Control Unit (ECU). The Rotary Variable Differential Transformer
(RVDT) senses the angular position of the entire VBV system and sends a corresponding signal to the ECU.
Jun04/THTA

Level 3 B1 B2
75-00-19
Training Manual
A320 Family

Figure 11: VBV Position Sensor/Rigging
ELECTRICAL CONNECTORS
CONTROL LEVER
RIG MARK
VBV POSITION SENSOR

(DUAL RVDT)
Jun04/THTA

Level 3 B1 B2
75-00-20
Training Manual
A320 Family
Variable Stator Vanes

Figure 12:
The variable stator vane (VSV) actuation system consists of 2 VSV hydraulic actuators with dual independent transducers (LVDT) for position feedback, and 2 actuation mechanisms and linkages. Fuel pressure from the hydromechanical unit is
the hydraulic medium used to operate the VSV actuators.
VSV
POSITION
Description
The VSV system positions the compressor variable stator vanes (IGV through
stage 3) to the angles necessary to provide optimum compressor efficiency at
steady state and provide adequate stall margin for transient engine operation. Stator vane angle is a function of core engine speed (N2) and compressor inlet temperature (T25).
CLOSED
TRANSIENT SCHEDULES
The electronic control unit (ECU) schedules the VSVs by controlling the VSV actuation valve torque motor in the hydromechanical unit (HMU). The HMU ports
high pressure fuel to the rod end or head end of the VSV actuators and vents the
other end to bypass pressure. The actuators position transducer (LVDT) transmits a feedback signal of actual vane position to the ECU for comparison to scheduled position.
Each VSV actuator is connected through a clevis link and the stage 3 bellcrank to
a master rod. Linkages connect the variable vane actuation rings to bellcranks that
are connected to the master rod.
OPEN
Connections between the actuator, clevis links, and master rod are made with
bolts and bushings for stability. All other linkages are connected with bolts and uniballs to eliminate misalignment or binding.
The actuation rings, which are connected at the horizontal splitline of the compressor casing, rotate circumferentially about the horizontal axis of the compressor.
Movement of the rings is transmitted to the individual vanes through vane actuating levers.
STEADY
STATE
SCHEDULE
appr. 30%
appr. 87%
N2K
Nacelle Cooling
The nacelle installation is designed to provide cooling and ventilation air for engine
accessories mounted along the fan and core casing.
The nacelle is divided in three major areas:
the engine air inlet
fan compartment
core compartment.
The function of the nacelle components are:
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Level 3 B1 B2
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Training Manual
A320 Family

Sufficient airflow to offset the effects of engine case heat rejection and engine
flange air leackage, there by maintaining an acceptacle compartment temperature level.
Cooling of temperature critical components.
Cowling pressure load limiting in the event of pneumatic duct failures.
Ventilation of compartment during engine shutdown.
Ventilation of combustible fluid vapors to prelude fires.
Jun04/THTA

Level 3 B1 B2
75-00-22
Training Manual
A320 Family

Figure 13: Nacelle Cooling
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A320 Family

Nacelle Temperature
Nacelle Temperature General
Purpose
A nacelle temperature probe measures core compartment temperature. It will indicate overtemperature resulting from loose or broken air ducts or from loose
flanges, worn VSV bushings etc.
Description
The nacelle temperature indicating system is composed of a probe and an indicator on the ECAM. The nacelle temperature probe has a measurement range of 55 deg. C to 300 deg. C (-67 deg. F to 572 deg. F).
The signal is fed to the EIU which transforms the analog information into digital
form. Then the EIU transmit the data to the ECAM system.
When the value reaches 240 deg. C the indication flashes (green advisory). During engine starting, this parameter is replaced by the starter shutoff valve position,
the bleed air pressure indication and the selected ignitor.
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Level 3 B1 B2
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Training Manual
A320 Family

Figure 14: Nacelle Temp. Sensor/Indication
0.8 0.8
1.2 1.2
LOWER ECAM
DMC1
DMC2
DMC3
FWC1
EIU
FWC2
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A320 Family
Jun04/THTA


Level 3 B1 B2
75-00-26
Training Manual
A320 Family
Oil - CFM56-5A
79-00
79 Oil - CFM56-5A
Jun04/THTA

Level 3 B1 B2
79-00-1
Training Manual
A320 Family
79-00 General
Oil - CFM56-5A
79-00 General
Oil Vent Circuit
System Presentation
Some Air entrained in the Scavenge Oil is separated in the Tank by a Dearator
and is vented to the Forward Sump through the Transfer Gearbox and Radial
Drive Shaft.
General Description
The Sumps are vented Overboard through the Low Pressure Turbine Shaft to prevet Overpressure in the Sump.
a Supply Circuit
a Scavenge Circuit
a Vent Circuit
Air entrapped in the Scavenge Oil Pressurizes the Tank and provides adequate
Oil Pressure to the Supply Pump.
It Lubricates and cools the Bearings of the Forward and Aft Sumps. It also lubricates Bearings and Gears in the Transfer and Accessory Gear Boxes.
The Major Components of the Oil System are: The Oil Tank The Lubrication Unit
The Servo Fuel Heater The Main Fuel Oil Heat Exchangers.
Indicating and Monitoring is provided by the Detectors and Sensors shown on the
Schematic.
Oil Supply Circuit

The Oil from the Tank passes through the Supply Pump and Supply Filter to lubricate the forward and aft Sumps, and also the Accessorys and Gearboxes. On the
Oil Supply Line a Visual Filter Clogging Indicator, an Oil Temperatur Sensor, an
Oil Low Pressure Switch and an Oil Pressure Transmitter are provided for Indication and Monitoring.
Also an Oil Quantity Transmitter is provided on the Oil Tank.
Note the Installation of the ECU Oil Temperatur Sensor for the Fuel Return Valve.
System Monitoring and Limitations

The operation of the engine oil system may be monitored by the following flight
deck indications.
engine oil pressure
engine oil temperature
MIN. PRIOR EXCEEDING IDLE: -10C
MAX CONTINIOUS: 140C
MAX TRANSIENT: 155C
oil tank contents 24 US quarts
In addition warnings may be given for the following non normal conditions:
low oil pressure
RED LINE LIMIT: 13 PSI
high oil pressure
ADVISORY: 90 PSI
scavenge filter clogged.
Oil Scavenge Circuit

The Oil from Bearings, Transfer Gearbox and Accessory Gearbox returns to the
Tank by means of four Scavenge Pumps protected upstream by Strainers and
Chip Detectors.
To keep Oil Temperatur within Limits, the Oil is cooled through the Servo Fuel
Heater and the Fuel/Oil Heat Exchanger.
In Case of Scavenge Filter Clogging, an Oil Differential Pressure (Delta P) Switch
signals it to the Cockpit and its Clogging Indicator shows it on the Engine system
page with a message on E/WD accompanied by a single chime.
Jun04/THTA

Level 3 B1 B2
79-00-2
Training Manual
A320 Family
Oil - CFM56-5A
79-00 General
Figure 1: Oil System Schematic

LOW OIL PRESSURE
SWITCH
ANTI SIPHON
DEVICE
OIL PRESSURE
TRANSMITTER
MAIN
RDS HOUSING
CLOGGING
SWITCH
SUPPLY FILTER
ECU OIL TEMP.

SENSOR
SCAVENGE
FILTER
BY PASS VALVE
& CLOGGING IND.
COLD START
PRESSURE RELIEF VLV
OIL TEMP.
SENSOR
SUPPLY
PUMP
PUMP SUPPLY
Jun04/THTA
PRESSURE OIL
SCAVENGE OIL

VENT PRESSURE
Level 3 B1 B2
79-00-3
Training Manual
A320 Family
Oil - CFM56-5A
79-00 General
Oil System Components
oil-in tube port discharges tangentially into a cavity connected with the tank vent
and directing the air/oil mixture to a static air/oil separator.
Oil Tank
During engine shut down, the pressurizing air is vented overboard, thus enabling
the oil level to be checked five to thirteen minutes after engine shut down by opening the gravity filler cap or by looking at the cockpit indication.
The tank is located on the left side of the fan case at the 8 oclock position, and
above the main oil/fuel heat exchanger. The oil tank is attached to the fan frame
at 3 points. It is a fabricated light alloy weldment. The tank is treated externally with
a flame-resistant coating to meet fireproof requirements Features:
oil qty. transmitter
pressure and gravity fill ports
sight glass for level indication
static air and oil separator
magnetic drain plug
oil scupper to drain oil spills during filling
Table 1: Oil Tank Characteristics
US Quarts
Liters
Max Unuseable Quant.
2.5
2.35
Max gulping effects
7.56
Min useable oil volume
10
9.46
Max oil total capacity
21.9
20.7
Total tank volume
24
22.7
The tank is vented to the forward sump through the transfer gearbox and radial
drive shaft housing. Thus, oil tank pressure is adequate to provide pressurization
of the supply pump inlet.
When engine N2 RPM increases from idle to take-off the quantity of oil in the tank
may decrease to between 6 US Quarts (5.7 liters) and 8 US Quarts (7.6 liters) due
to gulping effect.
Engine Oil Servicing

Wait and let the pressure in the tank decrease for at least 5 minutes after engine
shut down, before opening the filler cap.
In case of using the pressure fill port, open also the overflow port to make sure that
the oil system will not be overfilled. The correct level can be checked on the sight
glass.
The oil system can be refilled any time.
Minimum Oil QTY on ground (ECAM Indication)

Before engine start:
11 quarts + estimated consumption (0,3qts/h)
Engine at ground idle:
5 quarts + estimated consumption (0,3qts/h)
Oil Tank Pressurization and Venting

In normal operation, the tank is pressurized by the air included in the scavenge oil.
The pressurizing air in the tank is up to 0.8 bar above the external pressure. The
Jun04/THTA

Level 3 B1 B2
79-00-4
Training Manual
A320 Family
Oil - CFM56-5A
79-00 General
Figure 2: Oil Tank
SERVICING PORTS
Filler Cap
Full Mark
Remote
Filling
Port
Sight Gage
Jun04/THTA

Overflow
Filling
Port
Level 3 B1 B2
79-00-5
Training Manual
A320 Family
Lubrication Unit
General
The lubrication unit provides oil under the required pressure for lubrication and for
scavenge of the oil after lubrication and circulation to the oil/fuel heat exchanger
and oil tank. The lubrication unit its mounted on the AGB front face.
Description
Oil - CFM56-5A
79-00 General
One 25 micron filter

One clogging indicator, similar to the one on the supply filter (2 bars to 2.3 bars)
(29 PSID to 33 PSID).
An upstream and a downstream provision for measurement of filter pressure
loss as a function of clogging. Filter clogging is indicated on the ECAM system.
One bypass valve which opens if the filter clogs. (2.5 bars to 2.7 bars) (36 PSID
to 39PSID)
The lubrication unit has a single housing containing the following items:
Five positive displacement pumps (Gear Type, one oil supply and 4 scavenge
pumps).
Six filters (one oil supply filter, 4 chip detectors and scavenge pump filters).
One relief valve (305 psi, on oil supply pump discharge side).
Two clogging indicators (one for the oil supply filter and one for the main scavenge filter).
Two bypass valves (one for the oil supply filter and one for the main scavenge
filter).
Anti Siphon System

The supply lines from the oil tank to supply the pump has an antisiphon device to
prevent the drainage of the lube tank into the gearboxes and sumps when the engine is shut down for extended periods.
Lube Pump Supply Filter

Downstream of the supply pump, the oil flows through the supply filter assembly.
The filter has the following components:
One filter (15 microns)
One clogging indicator subjected to the upstream and downstream pressures
of the supply filter. The indicator has a red warning indicator and is rearmed
manually (2 bars to 2.3 bars) (29 PSID to 33 PSID).
One bypass valve which opens if the supply filter clogs (2.50 bars to 2.70 bars)
(36 PSID to 39 PSID).
Two capped provisions for a pressure gage upstream of the filter, and a temperature sensor.
Scavenge Filter
The flows from the 4 scavenge pumps are mixed together at the scavenge common filter inlet. This filter assembly consists of the following:
Jun04/THTA

Level 3 B1 B2
79-00-6
Training Manual
A320 Family
Oil - CFM56-5A
79-00 General
Figure 3: Lubrication Unit
TEMPERATUR SENSOR
POSITION
LUBRICATION UNIT
Jun04/THTA

Level 3 B1 B2
79-00-7
Training Manual
A320 Family
Oil - CFM56-5A
79-00 General
Chip Detectors
The oil which has lubricated the engine bearings, accessory gearbox and TGB is
scavenged by 4 pumps protected by a strainer equipped with a magnetic chip detector.
The air/oil mixtures are passed through the chip detectors and the scavenge filters, and then to the specific scavenge pump. 4 Chip Detectors installed on the
Lube unit:
TGB Scavenge Chip Detector
AGB Scavenge Chip Detector
AFT Sump Scavenge Chip Detector
FWD Sump Scavenge Chip Detector
Chip Detector Removal

Chip detector assembly can be removed by depressing it and rotating it one quarter of a turn counter-clockwise (CCW).
Chip Detector Installation

Align plug keys of magnetic plug with sleeve keyways and rotate a quarter of a turn
clockwise to complete engagement of keys in keyways.
Ensure chip detector and magnetic plug assembly has snapped down into its lock
position by pulling detector down, while lightly rotating from side to side. Flats of
handle must be perpendicular to the centerline of lube unit. Magnetic plugs are
provided with a red point on plug handle. The red point must face the filters.
Jun04/THTA

Level 3 B1 B2
79-00-8
Training Manual
A320 Family
Oil - CFM56-5A
79-00 General
Figure 4: Chip Detectors
FWD
AFT
AGB
TGB
SCAVENGE
FILTER
NON REMOVABLE
SEAL
LOCKING PIN
MAGNETIC ROD
O-RING
Chip Detector
STRAINER
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Level 3 B1 B2
79-00-9
Training Manual
A320 Family
Oil - CFM56-5A
79-00 General
Main Fuel Oil Heat Exchanger

Purpose
The oil/fuel heat exchanger cools the oil by using fuel as a cooling medium. The
oil to fuel heat transfer is achieved through conduction and convection within the
exchanger where both fluids are circulated. Fuel from the fuel pump and from
HMU enters the inlet.
Oil from the scavenge system enters the oil inlet.
Location
The oil/fuel heat exchanger is installed on the fuel pump, between the AGB aft
face and the servo fuel heater at the 9 oclock position, aft looking forward.
Description
The oil/fuel heat exchanger is of tubular type. It consists of a removable core,
housing and cover.
The housing contains the core of the oil/fuel heat exchanger. The following items
are located on the outside of the oil/fuel heat exchanger housing:
One oil pressure relief valve and one fuel pressure relief valve.
One drain port which collects possible fuel leaks from core and inner seal cavities and prevents fuel from leaking into the oil cavity and contaminating the oil
system.
One attaching flange for the servo fuel heater.
One flange for attachment to the fuel pump.
One port on fuel-in for fuel returned from HMU after circulating through the IDG
oil cooler.
Jun04/THTA

Level 3 B1 B2
79-00-10
Training Manual
A320 Family
Oil - CFM56-5A
79-00 General
Servo Fuel Heater

Purpose
The servo fuel heater raises the temperature of the fuel. This prevents ice from
entering the control servos inside the hydromechanical fuel unit (HMU).
Location
The servo fuel heater is mounted on the aft section of the main oil/fuel heat exchanger located on the accessory gearbox (AGB) aft face, between the oil tank
and the fuel pump/HMU package.
Description
The servo fuel heater is a heat exchanger using oil as its heat source. Heat exchange between oil and fuel occurs by conduction and convection inside the unit.
The 2 fluids circulate in the servo fuel heater through separate flowpaths.
Jun04/THTA

Level 3 B1 B2
79-00-11
Training Manual
A320 Family
Oil - CFM56-5A
79-00 General
Figure 5: Main Fuel Oil Heater Exchanger
FUEL to HMU
Jun04/THTA

Level 3 B1 B2
79-00-12
Training Manual
A320 Family
Oil - CFM56-5A
Is amber when 155C or 15min >140C

2. Oil Pressure Indication
Color turns red (Warning) when Pressure <13 PSI
3. Oil Quantity Indication
Flashes Green (Advisory) when QTY < 4 Quarts
4. Oil Filter Clog
(White and Amber) Warning appears on the Screen when the Engine Scavenge Filter is Clogged
Description
ECAM System Page
1. Oil Temperature Indication
Flashes Green (Advisory) when Temp 140C
Figure 1: ECAM System Page
ENGINE
F.USED
Kg
1300
1250
OIL
20
11
20
qt
.5
11
.4
VIB
N1
0.8
0.9
VIB
N2
1.2
1.3
100
42
0
20
100
psi
OIL FILTER
CLOG
44
F. FILTER
20
CLOG
IGN
A B
PSI
Jun04/THTA
35
CLOG
34

CLOG
PSI
Level 3 B1 B2
79-30-1
Training Manual
A320 Family
Oil - CFM56-5A
Temperatur Engine Oil (TEO)
Low Oil Pressure Switching
This sensor is used for the IDG cooling system control (fuel return). The oil temperature is sensed by a dual resistor unit. The unit consists of a sealed, wirewound
resistance element (chromel/alumel). This element causes a linear change in the
DC resistance when exposed to a temperature change.
When the oil pressure drops down 13 PSID plus or minus 1 PSID (decreasing) the
pressure switch closes; in result:
The master warning (red) located on the glare shield comes on.
The audio warning is activated
The ENG page appears on lower display unit of the ECAM system:
Temperature measurement range: - 70 deg.C to 300 deg.C

Both signals (channel A and B) are routed to the ECU.
Oil pressure indication flashes red.

Warning messages appear on the upper display unit:
Oil Pressure Indication

The analog signal from the oil pressure transmitter is sent to the SDAC1, SDAC2
and the EIU which transforms the analog signal into a digital signal. The digital signal is then transmitted to the ECAM through the FWCs and the DMC.
THROTTLE 1 (2) IDLE

The low oil pressure information is send to different aircraft systems.
Two different switchings are possible:
Oil Filter Differential Pressure Switch

When the differential pressure through the oil scavenge filter is higher than 25.5
plus or minus 1 PSID increasing pressure, the switch closes. The signal is send to
the SDACs to the FWCs and the DMCs. In result:
the MASTER CAUTION (amber) comes on
ENG page on the lower display unit of the ECAM appears:
OIL FILTER CLOG indication (White and Amber)
Oil Temperature Sensor

The oil temperature is sensed by a dual resistor unit. This element causes a linear
change in the DC resistance when exposed to a temperature change. Temperature measurement range: - 70 deg.C to 300 deg.C
Both signals (channel A and B) are routed to the EIU which transforms this analog
signal to a digital signal. The signal is send to the FWCs and DMCs and then displayed on ECAM.
Oil Quantity Transmitter

The oil quantity transmitter probe (tube portion) is a capacitor. The signal from this
capacitor is rectified and sent to the electronics assembly on top of the transmitter.
The analog signal is sent to the SDACs and EIU which transforms it into a digital
signal. The signal is sent to the FWCs.
The system is power supplied with 28VDC from busbar 101PP (202PP), through
circuit breaker 2EN1 (2EN2).
Jun04/THTA
ENG1 (2) OIL LOW PRESS
Low Oil Pressure Switching (via relay)
To Steering (32-51)
Door Warning (52-73)
To FWC (31-52)
FAC (22-)
TO FMGC (22-65)
To IDG SYSTEM CONTROL (24- 21)
Low Oil Pressure Switching via EIU
To CIDS (23-73)
To DFDRS INTCON Monitoring (31-33)
To CVR power Supply (23-71)
To Avionics Equipment Ventilation (21-26)
To WHC (30-42)
To PHC (30-31)
To FCDC (27-95)
To Blue Main Hydraulic PWR (29-12)
To Green Main HYD PWR RSVR Indicating (29-11)
To Yellow Main HYD PWR RSVR Indicating (29-13)
To Blue Main HYD PWR RSVR Warning / Indicating (29-12)

Level 3 B1 B2
79-30-2
Training Manual
A320 Family
Oil Indicating Components
Oil - CFM56-5A
Figure 2:
Oil Pressure Transmitter

The oil pressure transmitter is located on the lubrication unit outlet line.
Power supply: 28VDC from busbar 202PP.
Pressure range: 0 to 100PSID.
Output voltage: 1VDC to 9VDC varying linear with pressure from 0 to 100PSID.
Operation
The pressure transmitter operates on the principle of measuring a pressure by
sensing the strain induced in a mechanical element, (in this case a dual cantilever
beam). Deflection of the beam causes a change in resistance in the four strain
gages connected as a wheatstone bridge.
These resistance changes result in a DC output voltage which is proportional to
the applied pressure.
Low Oil Pressure Switch

The low oil pressure switch is located on the lubrication unit outlet line. Actuation
of the low pressure switch is at:
16 PSID increasing pressure
13 PSID plus or minus 1 decreasing pressure
Jun04/THTA

Level 3 B1 B2
79-30-3
Training Manual
A320 Family
Oil - CFM56-5A
Figure 3: Oil Press. and Low Oil Press.
Jun04/THTA

Level 3 B1 B2
79-30-4
Training Manual
A320 Family
Oil - CFM56-5A
Oil Quantity Transmitter
Temperatur Engine Oil (TEO)
The oil quantity transmitter is located in the oil tank.
This sensor is used for the IDG cooling system control (Fuel return). The oil temperature sensor is installed on the No. 1 and 2 bearing oil supply tube.
The oil quantity transmitter probe (tube portion) is a capacitor formed by two concentric tubes.
Transmitter Specification
Output voltage: 1VDC to 9VDC varying linearly with true oil quantity from 1.4 to 24
quarts
Accuracy: plus or minus 0.5 quarts
Figure 4:
Jun04/THTA

Level 3 B1 B2
79-30-5
Training Manual
A320 Family
Oil - CFM56-5A
Figure 5: TEO and Oil QTY Transmitter
Jun04/THTA

Level 3 B1 B2
79-30-6
Training Manual
A320 Family
Oil - CFM56-5A
Oil Filter Differential Pressure Switch

The oil differential pressure switch is located on a bracket on the engine above the
scavenge filter. Lines are routed to the switch from bosses on the scavenge filter.
Actuation of the differential pressure switch is at:
25.5 plus or minus 1 PSID increasing pressure 22 PSID decreasing pressure.
Oil Temperature Sensor

The oil temperature sensor is located on the oil pressure filter downstream of the
pressure pump.The oil temperature is sensed by a dual resistor unit.
Jun04/THTA

Level 3 B1 B2
79-30-7
Training Manual
A320 Family
Oil - CFM56-5A
Figure 6: Temp. Sensor & Diff. Press. Switch
Jun04/THTA

Level 3 B1 B2
79-30-8

A320 Airframe & Powerplant, Electro, Avionics Level 3 PDF

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A320 Family Training Manual

Airframe & Powerplant / Electro / Avionics

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

05-57 Aircraft Stability

06 Dimensions and Areas

05 Time Limits - Maintenance Checks

06-10 Fuselage Datum Lines

05-20 Scheduled Maintenance Checks

05-50 Unscheduled Maintenance Checks

05-51 Unscheduled Maintenance Checks

07 Lifting & Shoring

08 Leveling and Weighing

Corresponding with JAR

10 Parking & Mooring

08-10 Weighing and Balancing

08-21 QUICK LEVELING

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

09 Towing and Taxiing

Corresponding with JAR

21-21 Air Distribution and Recirculation

21-23 Lavatory and Galley Ventilation

21-24 Individual Air Distribution

21-26 Avionics Equipment Ventilation

21-28 Cargo Compartment Ventilation

21-31 Pressurization Control

Corresponding with JAR

21-51 Flow Control and Indication

21-52 Air Cooling System

21-55 Emergency Ram Air Inlet

21-61 Pack Temperature Control

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

21-63 Cockpit and Cabin Temperature Control

Corresponding with JAR

Corresponding with JAR

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

22-60 Flight Augmentation

Corresponding with JAR

22-70 Flight Management System

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

22-80 AFS Components

Corresponding with JAR

22-90 Fault Isolation and Tests

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

23-12 VHF System

23-13 Radio Management

Corresponding with JAR

23-28 Satellite Communications System

23-32 Announcement - Music Tape Reproducer System

23-34 Passenger Information System (Airshow)

23-60 Static Discharging

23-71 Cockpit Voice Recorder

23-73 Cabin Intercommunication Data System (CIDS)

23-35 Cabin Telecommunications System

23-36 Passenger Information (Video)

23-42 Cockpit to Ground Crew Call System

Corresponding with JAR

24-40 External Power

24-50 Load Distribution

25-50 Cargo Loading System

25-62 Escape Slides

Corresponding with JAR

26-01 CFDS System Report / Test

26-12 Engine Fire and Overheat Detection