Airbus A319/A320/A321. Flightdeck and systems briefingfor pilots (1998)

AIRBUS

A319/A320/A321

Flightdeck and systems

briefingfor pilots

THIS BROCHURE IS PROVIDED

FOR INFORMATION PURPOSES ONLY

AND ITS CONTENTS

WILL NOT BE UPDATED.

IT MUST NOT BE USED AS AN OFFICIAL REFERENCE.

FOR TECHNICAL DATA OR OPERATIONAL PROCEDURES,

PLEASE REFER TO THE

RELEVANT AIRBUS DOCUMENTATION

STL 945.7136/97

Issue September 1998

Contents

1. General

2. Flight deck layout

3. Electrical system

4. Hydraulic system

5. Flight controls

6. Landing gear

7. Fuel system

8. Engine controls

9. Auxiliary power unit

10. Automatic flight system

11. Environmental flight system

12. Electronic instrument system

13. Radio management and communication

14. Maintenance centralized fault display system

STL 945.7136/97

A319/A320/A321 general

A319-100

A320-100

A320-200

A321-100

Span

34.10m

33.91m

34.10m

111ft 10in

111ft 3in

111ft 10in

Length

33.84m

37.57m

44.51m

111ft

123ft 3in

146ft

11.76m

Height

38ft 7in

Fuselage

3.95m

Diameter

12ft 11in

7.59m

Track

24ft 11in

Max. pax

145

180

220

Max. FL

390

STL 945.7136/97

1.3

A319/A320/A3210general

Engine

Maximum weights (kg)

Operation limits

Model

Manuf.

Type

MTOW

MLW

MZFW

Mmo

Vmo

A319-111

CFM

CFM56-5B5

A319-112

CFM

CFM56-5B6

A319-113

CFM

CFM565A4

A319-114

CFM

CFM56-5A5

64 000

000

57 000

A319-115

CFM

CFM56-5B7

(options :

A319-131

IAE

V2522-A5

68 000 or

A319-132

IAE

V2524-A5

70 000)

A319-133

IAE

V2527-M-A5

A319

CFM

CFM56-5-B6/5B7

Corporate Jet

IAE

V2524-A5/V2527-M-A5

75 500

500

58 000

A320-111

CFM

CFM56-5-A1

68 000

000

59 000

0.82

350kt

A320-211

CFM

CFM56-5A1/5A3

A320-212

CFM

CFM56-5A3

73 500

500

60 500

A320-214

CFM

CFM56-5B4

(options : from

(option :

A320-231

IAE

V2500-A1

68 000 up to

61 000)

A320-232

IAE

V2527-A5

77 000)

A320-233

IAE

V2527E-A5

83 000

A321-111

CFM

CFM56-5B1

(options :

500

69 500

A321-112

CFM

CFM56-5B2

78 000 or

(option :

A321-131

IAE

V2530-A5

85 000)

74 500)

70 500

A321-211

CFM

CFM56-5B3

A321-231

IAE

V2533-A5

89 000

75 000

71 500

STL 945.7136/97

1.4

A319/A320/A321 introduction

The A319/A320/A321 are narrow body, twin-engined,

Introduced for airline service in March 1988, the A320

short

/ medium-range aircraft, the A319

being the

represents the largest single advance in civil aircraft

shortened version of the A320, and the A321 being the

technology since the introduction of the jet engine and

stretched version of the A320.

results in a major stride forward in airline profitability.

They both offer an increased fuselage cross-section

A computer-managed system gives complete

leading to an increased revenue potential through :

protection against excursions outside the normal flight

envelope and greatly improves the man / machine

- greater passenger comfort with wider seats and

interface.

aisle

- greater overhead baggage volume

- greater cargo capacity

- wide-body compatible container capability

- quicker turnrounds.

Advanced technology applied to aerodynamics,

structure, systems and powerplant offer reduced costs

through :

- unmatched fuel efficiency

- more accurate flight path control

- reduced maintenance costs

- increased reliability

- reduced trouble-shooting time.

STL 945.7136/97

1.5

A319/A320/A321 flight deck - plan view

Capt. sidestick

F / O sidestick

Capt. nav. bag

F / O nav. bag

4^th occupant

seat (optional)

CAPT

F/O

3rd occupant seat

Coat

stowage

z An observer seat aft of the pedestal offers maximum

visibility over all panels.

zAfourthoccupantseatsisofferedasanoption.

STL 945.7136/97

2.3

A319/A320/A321 flight deck - general arrangement

Foward view

Ceiling light

Reading light

Sun visor

F / O boomset stowage

Assist handle

Rope stowage

F / O boomset jack panel

Air conditioning outlet

Cup holder

Roller sunblind

Window control handle

Miscellaneous stowage

Sidestick

Flash light

Waste stowage

Briefcase

Hand microphone

Air conditioning outlet

lighting

Ashtray

Nosewheel

steering ctl

Operational manual

Briefcase

stowage

Check list stowage

Portable fire extinguisher

F / O quick donning oxygen mask

Flight documents stowage

3rd occupant quick donning oxygen mask

STL 945.7136/97

2.4

A319/A320/A321 flight deck - general arrangement

Rear view

Right corner

Left corner

Secondary

Hat stowage

circuit breakers

Bulbs, fuses stowage

Primary

circuit breakers

Rain repellant bottle

Hand microphone

Hat holder

Coat stowage

Jack panel

Headset stowage

Portable

Seat unlock

oxygen bottle

4^th occupant seat

(optional)

Full face mask

3rd occupant seat

Life vest

Axe

Safety locker

Life vest

STL 945.7136/97

2.5

A319/A320/A321 flight deck - pilot’s field of view

Visibility

z Windows are designed to meet or exceed the

Aerospace standard 580 B.

Geometry :

- windshield panels

flat glass

- lateral windows

curved acrylic.

z Clear surface of each window :

Windshield panel

0.52m² each

Lateral sliding window

0.36m² each

Lateral rear window

0.30m² each

Flight deck total

2.36m²

z This geometry improves external aircraft monitoring,

thereby increasing safety standards :

- downward visibility in the pilot axis is 20°

- wing tips visible from respective pilot stations.

STL 945.7136/97

2.7

A319/A320/A321 flight deck - main features

z The main features :

- sidestick controllers which leave the main

instrument panel unobstructed

- six display units (DU) interchangeable, switchable

and integrated into the same system architecture

(EFIS / ECAM)

z The other features evolve directly from the concepts

introduced with the A300 / A310 family :

- ergonomic layout of panels, synoptically arranged

according to frequency of use (normal, abnormal,

emergency) within easy reach and visibility for

both crewmembers

- philosophy of panels (e.g., “lights out” philosophy

for overhead panel)

- principles of presentation on information (“need to

know” concept)

- monitoring of systems through an Electronic

Centralized Aircraft Monitor (ECAM)

- coherent system of colour coding for EFIS, ECAM

and panel lights.

STL 945.7136/97

2.9

A319/A320/A321 flight deck - sidestick arrangement

Pitch control

z Sidesticks are installed on the CAPT and F

/ O

Height adjustment

forward lateral consoles.

z An adjustable armrest to facilitate free wrist

movement is fitted on each seat.

z The sidestick works against a spring force

proportional to the angular displacement.

Armrest memory position display

z Sidestick includes :

- radio communication trigger

- a take-over button for autopilot disconnection and

priority take-over.

Neutral

Take-over button

Radio

STL 945.7136/97

2.10

A319/A320/A321 flight deck - sidestick operation

z Moving the sidestick results in “setting the aircraft

trajectory” with a certain level of “g” for the requested

manoeuvre depending on the amount of sidestick

movement.

z Movement is very precise since back lash and friction

are negligible.

z Control of the flight path is performed by the

Electronic Flight Control System (EFCS) which links

the trajectory order with aerodynamic

data to

Sidestick released :

stabilize the aircraft and protect it from prohibited

return to neutral

attitudes.

Sidestick released : Sidestick pushed

return to neutral

STL 945.7136/97

2.11

A319/A320/A321 flight deck - CAPT and F/O panels

The CAPT and F / O panels are mirror image of each

z Navigation display offers three modes :

other

; both incorporate two side-by-side Display

Units (DU’s) (7.25in x 7.25in) :

ROSE mode (ILS, VOR or NAV): heading up,

aircraft symbol in screen centre, with radar

- a Primary Flight Display (PFD)

available,

- a Navigation Display (ND).

ARC mode : heading up, horizon limited to a 90°

forward sector, with radar available,

This arrangement facilitates :

PLAN mode : north up, display centered on

selected waypoint.

- a better visibility on all Dus in normal configuration

and in case of reconfiguration (PFD ND or ECAM

Note : In ROSE-NAV, ARC, and PLAN modes, MAP

ND)

data from FMS is presented.

- The possibility to install a sliding table (option) and

a footrest in front of each pilot.

Primary flight display includes the complete Basic

T with :

- attitude

- airspeed / Mach (with all upper ad lower limits)

- altitude / vertical speed

- heading

- AFS status

- ILS deviation / maker

- radio altitude

STL 945.7136/97

2.13

A319/A320/A321 flight deck - centre panel

The centre panel groups :

- two Dus, one above the other, same size and

interchangeable with the CAPT and F / O Dus :

z Engine Display (DU 1), showing :

- the main engine parameters : N1, EGT; N2 (CFM)

or EPR, EGT, N1, N2 (IAE)

- thrust limit and command

- total fuel

- the flaps and slats position

- memo and warning.

z System Display (DU 2) showing :

- presentation of system synoptic diagrams

- status of the aircraft (list of all operationally

significant items)

- standby instruments

- landing gear control and indications (including

brakes)

- clock

STL 945.7136/97

2.15

A319/A320/A321 flight deck - glareshield

z The Flight Control Unit

(FCU) provides short-term

interface between the FMGC and crew for :

- engagement of A / P, FD, ATHR

- selection of required guidance modes

- manual selection of flight parameters SPD, MACH,

ALT, VSPD, HDG or track.

z The EFIS control panels for :

- selection of desired ND modes (ROSE-ILS, -VOR,

ARC, PLAN) and ranges,

- selection of baro setting.

z The master warning, master caution, autoland and

sidestick priority lights.

STL 945.7136/97

2.17

A319/A320/A321 flight deck - pedestal

In addition to the thrust levers and the engine control

functions, the main features on the pedestal are :

z The Multipurpose Control and Display Units (MCDU)

for flight management functions and various other

functions such as data link, maintenance etc…

z The Radio Management Panel (RMP) for tuning of :

all radio communications and the radio navigation as

a back-up to the normal operation through the Flight

Management and Guidance Computers (FMGC).

z The electrical rudder trim.

z A handle at the rear of the pedestal enables the

gravity landing gear function, to be operated easily

and rapidly.

STL 945.7136/97

2.19

A319/A320/A321 flight deck - overhead panel

Maintenance panel

Spare

Circuit

breakers

Spare

Pedestal light

3^rd and 4^th occupant

air outlets

FMS

Spare

load

Spare

3^rd audio control

Fire controls

Eng 1 APU Eng

3^rd RMP (option)

ADIRS

Hydraulics

Spare

Flight control

Fuel

EVAC

Flight control

Standby electrics

Electrics

Cargo

GPWS

heat

Options

RCDR

Air cond.

Cargo smoke

Oxygen

Vent

Calls

Anti-ice

Engine

Wiper

EXT LT

Cabin pressure

CVR microphone

Internal lights and signs

APU control

STL 945.7136/97

2.20

A319/A320/A321 flight deck - overhead panel

z The overhead panel is “single slope” and one inch

higher than on previous Airbus aircraft.

z All controls on the overhead panel can be reached by

either pilot.

z Two main zones are separated by protective padding :

- Forward zone :

- for most frequently used functions at the front of

the panel

- for system controls : arranged in three main

rows :

center row for engine related systems

•

arranged in a logical way

lateral rows for other systems

•

- Aft zone, not used in flight, mainly :

- for circuit breakers corresponding to essential

systems necessitating segregation

- for a small maintenance panel corresponding to

some systems not linked to the Centralized

Fault and Display System (CFDS).

z The push-button philosophy is identical to that

already applied on existing Airbus aircraft.

STL 945.7136/97

2.21

A319/A320/A321 electrical system architecture

The electrical power generation comprises :

z Two batteries, nominal capacity 23Ah each

z Two engine-driven AC generators, nominal power

- on ground : to provide an autonomous source

90kVA

mainly for APU starting

- in emergency configuration to feed some

z One auxiliary power unit

(APU) AC generator

equipment :

nominal power 90kVA

•

during RAT deployment

•

after landing gear extension (only for A320).

z One emergency generator nominal power 5kVA,

hydraulically driven by the Ram Air Turbine (RAT),

automatically deployed in case of main generators

loss

z One ground connector, power 90kVA.

z DC network supplied via three identical Transformer /

Rectifier Units (TRU) :

- two of them are normally used

- the third is used :

in emergency configuration (loss of main AC

•

generators)

•

in case of TR 1 or TR 2 failure

STL 945.7136/97

3.3

A319/A320/A321 normal electrical flight configuration

z In normal configuration, both normal AC systems are

split

z Each engine-driven generator supplies its associated

AC BUS via its Generator Line Contactor (GLC).

z AC ESS BUS is normally supplied from AC BUS via a

contactor.

z DC BAT BUS and the DC ESS BUS are normally

z Two batteries are connected to the DC BAT BUS via

the Battery Charge Limiter (BCL).

z Each battery has its own HOT BUS bar (engine / APU

firesquib, ADIRS, CIDS, ELAC

1, SEC

1, slide

warnings, parking brake etc).

STL 945.7136/97

3.5

A319/A320/A321 normal electrical flight configuration

z In case of failure, the failed generator is automatically

replaced by :

- the APU generator if available

- the other main generator with automatic partial

galley load shedding.

z In case of total loss of all main generators, the RAT is

automatically extended and drives the emergency

generator via a hydraulic motor.

The EMER GEN supplies the AC ESS BUS and the

DC ESS BUS via the ESS TR.

The ECAM WD remains powered, with associated

procedures presented.

Alternate law is operative through ELAC 1 and SEC 1.

STL 945.7136/97

3.7

A319/A320/A321 cockpit circuit - breakers

z Circuit breakers (C / Bs) are constantly monitored and the

tripping of a C / B will be clearly indicated :

Rear right panel

either through

- activation of a system warning

- a failure test

- an abnormal instrument configuration

Secondary circuit breakers

(aircraft systems)

or, for C / Bs monitored by the ECAM system :

- six zones have been defined

- each time a C

/ B trips, the corresponding zone is

identified

Overhead panel

Emergency circuit breaker

Primary circuit breakers

(electrical generation)

STL 945.7136/97

3.9

A319/A320/A321 hydraulic system - general

Three fully independent systems : Green, Yellow,

On ground :

Blue.

Blue and Yellow systems may be pressurized by

Normal operation :

electric pumps.

A handpump (operated from the ground on the

- two engine-driven pumps (one each - Green and

yellow system) facilitates manoeuvring of the cargo

Yellow systems)

doors.

- one electric pump (Blue system)

Green/Yellow system may be pressurized by the

PTU.

Abnormal operation :

- if engine No. 1 inoperative or Green pump failed :

then Green system pressurized by the reversible

Power Transfer Unit (PTU)

- if engine No. 2 inoperative or Yellow pump failed :

then Yellow system pressurized by the reversible

PTU

- if Yellow system pump inoperative and PTU failed :

then an electric pump will pressurize the Yellow

system.

- if case of dual engine failure or total electrical

power loss :

the Ram Air Turbine (RAT) will pressurize the Blue

system.

STL 945.7136/97

4.3

A319/A320/A321 hydraulic - control and display

Control panel

System display :

System label

System pressure

HYD system page

Power Transfer Unit

RAT

Yellow electrical pump

Engine pump

Fire valve position

Reservoir

quantity indication

TAT + 19 °C

G.W. 60300kg

SAT + 18 °C

23 H 56

STL 945.7136/97

4.5

A319/A320/A321 EFCS advantages

The Electrical Flight Control System (EFCS) provides :

z Safety improvements (stall

/ windshear / overstress

overspeed protection)

z Economical aspects

- weight saving =

W > 200kg considering the impact

on AFS

A319/A320/A321 plus same weight

gain on wing structure due to

integration of load alleviation function

function (A320 only).

- maintenance costs decreased

- training costs decreased

- production costs decreased

z Improvements in handling and comfort

- flight handling improvement

- new cockpit concept

STL 945.7136/97

5.3

A319/A320/A321 flight controls surfaces

z Control is achieved through conventional surfaces

z All the surfaces are hydraulically actuated

z Roll and pitch control is electrical :

- elevator

- ailerons

- roll spoilers

- trimmable horizontal stabilizers

- slats and flaps (single flap surfaces for A320 and

A319, double slotted surfaces for A321)

- speedbrakes / ground spoilers.

z Yaw control is mechanical :

- rudder (yaw damping, turn coordination and trim are

electrically ensured)

z Mechanical back up :

- trimmable horizontal stabilizers

STL 945.7136/97

5.5

A319/A320/A321 EFCS command principle

Commands

Digital

Electro / hydraulic

computers

jacks

Autopilot

ELACS (2)

SECs (3)

Sidestick

Electrical

orders

Elevator

FACs (2)

Stabilizer

Ailerons

Hyd.

Spoilers

jacks

Rudder

Slats

SFCCs (2)

Slats/flaps

Flaps

Rudder

pedals

Mechanical

back up

STL 945.7136/97

5.6

A319/A320/A321 EFCS computer

Flight control is achieved by three types of computer :

z Two ELACs (Elevator Aileron Computer) to ensure

commands of :

- normal elevator and stabilizer

- aileron

z Three SECs (Spoiler Elevator Computer)

- three computers achieve spoiler control

- two of them are devoted to standby elevator and

stabilizer control

z Two FACs (Flight Augmentation Computer)

Two computers which achieve electrical rudder control

and characteristics speeds calculation for displays on

PFD

In addition

- two SFCCs (Slats Flaps Control Computer)

- two FCDCs (Flight Control Data Concentrator)

acquire data from ELACs and SECs and send them

to ECAM and CFDS.

STL 945.7136/97

5.7

Classic and Fly-by-Wire (FBW) controls compared

Classic flight controls

Fly-by-wire controls

z Directly proportional relationship between pilot stick

z No directly proportional relationship between pilot stick

input and control surface position.

z Aircraft response depending on aircraft dynamics and

z Computers’ response to stick input modulating

flight envelope area coverage.

servocontrolled jacks to satisfy :

z Airworthiness and aircraft performance requirements

- normal, alternate or direct laws (pitch, roll and yaw

leading to increasingly complex system :

axes),

- optimised flight control characteristics (easy

- variable artificial feel to modulate pilot forces with

handling, good stability),

flight conditions (efforts / g),

- improved safety :overspeed, stall, windshear,

- hydraulically powered servocontrols, servoed

manoeuvre and attitude protections.

autopilots, control wheel steering,

- stall protection devices (stick shaker, stick pusher),

- stability augmentation systems (Mach trim, speed

trim, angle-of-attack trim, roll and yaw damping).

STL 945.7136/97

5.9

A319/A320/A321 normal law - pitch axis

z Manoeuvre demand law as basic flight mode

z Medium-term flight path stability :

- neutral speed stability with full flight envelope

- maintenance of parallel trajectory 1g in pitch even

protection

after atmosphere disturbance.

z Vertical load factor control proportional to stick

z Automatic pitch trim eliminating need to correct for

deflection : C* law

speed or configuration changes :

- independent of speed, weight, center of gravity ;

- electric autotrim function holding elevator position

for constant flight path,

stick displacement :

N_z = n N_z = n + 1g

- control surface autotrim function returning elevators

to the THS trail.

stick neutral :

N_z = O N_z = 1g

z Automatic elevator for bank angle compensation up to

z Flight path stability instead of speed stability

33°.

- control inputs are made to alter the flight path, not

to hold it.

STL 945.7136/97

5.11

A319/A320/A321 normal law - pitch axis

z Adaptation of basic control law objectives to :

- Ground phase : ground mode

Direct relationship between stick and elevator

available before lift-off and after touch-down

- Take-off phase : take-off mode

For smooth transition, blend of ground phase law

and N_z command law over 5 seconds after lift off.

- Landing phase : landing mode

At 50ft the attitude is memorized as reference pitch

attitude.

At 30ft this value is progressively reduced to 2°

nose down to induce gentle positive pilot action for

a conventional flare.

STL 945.7136/97

5.12

A319/A320/A321 normal law - roll and yaw axes

Roll rate demand (15° / Sec max.) as basic flight

Engine failure or aircraft asymmetry compensation

mode :

consisting of :

Coordinated roll and yaw surfaces deflections :

- If no pilot action :

stabilized sideslip and bank angle followed by,

•

- to achieve and maintain bank angle up to 33°, stick

automatic rudder trimming to compensate

•

released

asymmetric thrust

slowly diverging heading.

•

Bank angle protection above 33° :

- Recommanded action :

- positive spiral stability restored up to

67° inside

zero sideslip target with pedals (take-offf, go-

•

normal flight envelope

around),

- limit of 67° bank angle

heading stabilization with stick input,

•

steady flight stick free / no pedal forces (rudder

•

Lateral control laws providing handling quality features

trim).

such as :

Adaptation of basic control law objectives to :

- bank angle resistance to disturbance, stick free,

- precise piloting

- Ground phase : ground mode

- good turn coordination,

Direct relationship between stick and roll control

•

- dutch roll damping,

surfaces

- sideslip minimization.

Rudder : mechanical control from pedals + yaw

•

damper function

Sidestick free with pedal deflection results in stabilized

sideslip and bank angle facilitating “de-crabbing” in

Transition from ground to in-flight law

(and vice

crosswind landings.

versa)

Switching over in 0.5 second after lift-off or touch-

down.

STL 945.7136/97

5.13

A319/A320/A321 control laws - reconfiguration logics

Normal law

Double self-detected ADC or IRS failure

Triple IRS failure

or double (2^nd not self-detected) ADC failure

or double radio-altimeter

or triple ADC failure

failure (when landing gear

or double ELAC failure

extended)

or double FAC failure

or double SFCC slat channel failure

or double hydraulic failure (B+G) or Y+G)

or double aileron failure

or loss of all spoilers

or THS jammed

or emergency power supply

Alternate law

Double (2^nd not

self-detected

IRS failure

Direct law

Crew action (identification of failed IRS)

STL 945.7136/97

5.14

A319/A320/A321 alternate law

z Flight mode as basic control laws :

- pitch axis

: as normal law, stick deflection to

change N_z,

- roll/yaw axes : direct stick-to-roll-surface

relationship, speed, configuration

and surface availability

dependent,

- automatic pitch trim.

z Loss of flight envelope protections except :

- manoeuvre protection against excessive load

factor

- low speed stability

- conventional aural stall and overspeed warning

z Reversion of basic control law :

- alternate law not being adapted to landing phase -

automatic reversion to direct law after landing

gear extension.

z Automatic reconfigurations after loss of basic control

law in either axis.

STL 945.7136/97

5.15

A319/A320/A321 direct law and mechanical back-up

Direct law

Mechanical back-up

z On all axes :

z Highly improbable operational necessity.

- direct stick to elevator or roll control surface

z To sustain the aircraft during a temporary complete

relationship,

loss of electrical power.

- center of gravity, configuration and surface

availability dependent.

z Longitudinal control of the aircraft through trim

wheel. Elevators kept at zero deflection..

z Manual trimming through trim wheel :

z Lateral control from pedals.

- amber message on PFD

(“USE MAN PITCH

TRIM”)

z Manual trimming through trim wheel :

z Loss of all flight envelope protections :

- red message on PFD

(“MAN PITCH TRIM

ONLY”)

- conventional aural stall and overspeed warning.

z Automatic reconfiguration after loss of basic control

law in either axis.

STL 945.7136/97

5.16

Performance comparison of sidestick/FBW and conventional controls

z A300 flying testbed equipped with dual sidestick/FBW

system

(left side) and control column conventional flight

control system (right side).

z Two pilots twice flew each of the following three flight

conditions in well-specified and demanding experimental

circuits :

Flight Director (FD)

: FD and autothrottle system on,

ILS (raw data)

: FD and autothrottle system off,

NDB (non-precision) : FD, autothrottle and ILS off.

z The following measurements of recorded flight parameters

were calculated when appropriate and compared for flying

with the sidestick and conventional controls :

Mean

: average of 1 second values,

Standard deviation : amount of variation around the

mean,

Rate zero

: number of sign changes per minute,

Reversal rate

: number of direction reversals per

minute.

STL 945.7136/97

5.17

Performance comparison of sidestick/FBW and conventional controls

Roll and pitch angles

Roll, pitch and yaw rates

Standard deviation

Control

Conventional

Sidestick/FBW

3,2

1,6

1,4

Roll

Pitch

Roll Rate Pitch Rate Yaw Rate

Acceleration

Roll, pitch and yaw rates

Transitions through zero

Control

19,2

Control

Conventional

17,5

Sidestick/FBW

15,7

11,2

11,1

10,4

6,4

Vertical Longitudinal Lateral

Roll Rate Pitch Rate Yaw Rate

Acceleration Type

STL 945.7136/97

5.18

Performance comparison : major results and conclusions

z All measurements of smoothness and stability

favoured the sidestick by a large margin :

for roll and pitch angles and rates, standard

deviations and rate through zero were reduced

by 20% or more when flying with the sidestick,

accelerations in all three axes showed a large

reduction in standard deviation and rate

through zero when flying with the sidestick

STL 945.7136/97

5.19

Performance comparison : major results and conclusions

z All parameters related to fuel burn showed

significantly better values with sidestick :

the sidestick/EFCS combination should

improve fuel economy through unnecessary

control surface movements and increased rear

C.G. limits.

z Pilot control inputs were reduced by 50% or more

and the system still achieved much better overall

performance :

lower pilot workload should allow more time for

dealing with emergencies and managing flight

efficiency.

STL 945.7136/97

5.21

A319/A320/A321 EFCS architecture

ELAC

SEC 1

2 Elevator/Aileron Computers (ELAC)

3 Spoiler/Elevator Computers (SEC)

Ground spoiler

LAF*

Roll

Speed brake

LH Aileron

RH Aileron

B G

G B

Normal control

ELAC 1

Normal

SEC

control

THS actuator**

LH Elevator

Hydraulic

Y B

B - Blue system

ELAC 1

1 ELAC

G - Green system

SEC 1

1 SEC

Y - Yellow system

Mechanical

* LAF = Load Alleviation Function (A320 only)

**THS = Trimmable Horizontal Stabilizer

STL 945.7136/97

5.22

A319/A320/A321 EFCS redundancy aspects

Use of dissimilar redundancy

z Two types of computer

- two ELACs to achieve aileron

control and normal pitch

control

- three SECs to achieve spoiler

control and standby pitch

control

z No single type of µ P :

ELAC - Motorola 68000

SEC - INTEL 80186

z Each ELAC and SEC is divided into two units :

- one Control Unit (COM)

- one Monitoring unit (MON)

z Four different softwares : ELAC COM + MON

SEC COM + MON.

z Physical separation of hardware for COM and MON units.

In addition, mechanical back-up

(through rudder and

stabilizer control) will ensure adequate control in case of

temporary loss of all electrical power sources including

batteries.

STL 945.7136/97

5.23

A319/A320/A321 EFCS electronic protections

Self tests

Other protections

Each computer is able to detect its own failures :

Specific routes are dedicated to :

control signals

- processor test (check sum, watchdog…)

monitoring signals

- electrical supply monitoring

- input and output test

Signals are linked :

- wrap around of output to input.

ELAC 1 and SEC 1 computers on one side

ELAC 2, SEC 2 and SEC 3 computers on the other

Inputs are monitored :

side.

- by comparison of signals of the

same type but

ELAC and SEC computers are qualified in

sent by different sources

convenience with DO 160 for electrical susceptibility

- by checking the signal coherence.

test, the most severe category (Z) being applied.

- Wires are installed in metal shields in the exposed

areas.

- For each signal, wires are twisted.

- No signal grounding in the exposed areas.

- Computer inputs and outputs connected to

exposed wires are protected against the most

severe spikes.

This protection, combined with the precautions taken

in the software, ensure good protection against

lightning strikes and electromagnetic disturbances.

STL 945.7136/97

5.24

A319/A320/A321 EFCS flight envelope protection

Overspeed protection

z Positive load factor demand automatically applied

when Vmo + 6kt ot Mmo + 0.01 is reached,

z Speed limited to Vmo + 16kt and Mmo + 0.04 when

full nose-down stick is maintained,

z Vmo/Mmo warning :

Overspeed

- continuous repetitive chime

protection

- master warning light

symbol

- overspeed red message on ECAM

- red and black strip along the PFD scale.

PFD

speed scale

z Bank angle limitation to 45°

STL 945.7136/97

5.25

A319/A320/A321 EFCS flight envelope protection

AOA protection - principle

- When becomes greater than prot, the flight

control normal law is replaced by an angle of

attack law (angle of attack corresponds to stick

displacement). Autotrim stops, resulting in a

nose-down tendency.

- If  reaches  floor the auto-thrust system will

apply go-around thrust.

- The  max cannot be exceeded even if the stick

is pulled fully back.

- At max + 4° an audio stall warning (cricket +

VLS

synthetic voice) is provided.

Amber

Vprot

Black amber

Vmax

Consequences

Red

prot is maintained if sidestick is left neutral

max is maintained if sidestick is deflected fully

aft

- Return to normal law is obtained when sidestick is

pushed forward.

Amber strip on PFD indicates 1.13 Vs at take-off, or

1.23 Vs in other phases of flight.

STL 945.7136/97

5.26

A319/A320/A321 EFCS flight envelope protection

z Manoeuvre protection

Primary Flight Display

The objective is to limit the load factor so as to allow

the pilot to apply full sidestick deflection when high

manoeuvrability is required.

Load factor limits : + 2.5g to 1g in clean configuration

+ 2g to 0g flaps extended.

Bank

z Attitude protection

limitation (67°)

The objective is to complement AOA and high speed

protection in extreme conditions and in windshear.

Bank is limited to : 33° stick released

67° stick fully deflected.

Pitch

limitation (15°)

Pitch is limited to : 30° nose up

15° nose down.

If these limits are approached, the aircraft pitch and

roll rate decrease and stop at the limit.

STL 945.7136/97

5.27

A319/A320/A321 EFCS flight envelope protection

z Windshear protection

z Load Alleviation Function (LAF) (only for A320)

Windshear protection is ensured by :

- The load alleviation function is used in conditions

of turbulence in order to relieve wing structure

- SRS more

loads

- speed trend indication

- wind (speed and direction indication)

- The LAF becomes active at more than

0.3g in

- flight path vector

which case the ailerons and the spoilers 4 and 5

- high angle of attack protection

are deflected symmetrically upwards

- windshear warning (optional).

- The LAF is no longer necessary for A321

and

z Low energy protection (basic on A321 and A319)

A319 which benefit from a reinforced structure.

- An audio warning “SPEED, SPEED, SPEED” is

triggered to indicate to the crew that a thrust

increase is necessary to recover a positive flight

path angle through pitch control.

STL 945.7136/97

5.29

A319/A320/A321 EFCS flight sidestick coupling/function

Priority lights in front of CAPT and F / O

Red

Green

z Both sidesticks are coupled electronically to deal

with :

- simultaneous inputs

- conflicts.

z Full control is obtained by pressing and keeping

pressed the take-over button, thereby deactivating

the other pilot’s stick.

z After pressing the take-over button for more than 40

seconds, it can be released without loosing priority.

z When both pilots press their take-over buttons, the

last pilot to press will get the priority.

z onside priority can be maintained throughout by

keeping the button pressed continuously for 40s.

STL 945.7136/97

5.30

A319/A320/A321 EFCS sidestick priority display logic

Captain’s side

First Officer’s side

Sidestick

Annunciation

Sidestick

Red

Take-over button

Sidestick deflected

depressed

CAPT

Green

Red

Take-over button

Sidestick in neutral

depressed

Red

Take-over button

Sidestick deflected

Green

F/O

depressed

Red

Take-over button

Sidestick in neutral

depressed

Red arrow in front of

Green arrow in front of

the pilot = loss of authority

the pilot = authority when

opposite sidestick deflected

“PRIORITY RIGHT/LEFT” audio voice message when priority is taken.

STL 945.7136/97

5.31

A319/A320/A321 EFCS speed brakes and ground spoilers

Speed brakes

- Achieves by three surfaces

- When the sum of a roll order and a simultaneous

speed brake order on either surface is greater

than the maximum deflection achievable, the

symmetrical surface is retracted until the

difference between both corresponding surfaces

is equal to the roll order.

If engine power is above idle, an amber message is

displayed on ECAM.

RET

Speedbrakes are automatically retracted when :

- selection of flaps configuration FULL for A320 and

SPEED

A319 (or 3 or FULL for A321)

BRAKE

1/2

- AOA protection is active

Ground spoilers

FULL

- Preselection achieved :

•

with control handle in the armed position and

idle thrust selected, or

•

by selecting reverse thrust

- Maximal extension

(50°) of all surfaces then

automatically achieved when wheels speed

>72kt.

STL 945.7136/97

5.32

A319/A320/A321 EFCS - flaps and slats control

- The flaps lever selects simultaneous operation of

the slats and flaps.

- The five positions of the lever correspond to the

following surfaces positions and flight phases :

Position

Slats

Flats

Flight phases

FLAPS

0°

Cruise / Hold

18°

0°

Hold / Approach

10°

Take

22°

15°(14°)

Approach

off

22°

20°

Approach / landing

(21°)

FULL

27°

35°(*) (25°)

Landing

(*)

40° for A320 with IAE engine or A319

()

setting for A321

Computed by FACs, retraction speeds are

presented on PFDs for :

• minimum flaps retraction or F -speed,

•

minimum slats retraction or S -speed.

STL 945.7136/97

5.33

A319/A320/A321 landing gear

Main feature

Braking system

z Conventional tricycle or bogie (option) landing gear

The Braking and Steering Control Unit (BSCU) is a fully

and direct-action shock absorbers.

digital dual-channel computer controlling the following

functions :

z Main gear retracts laterally and nose gear forward

into the fuselage.

- normal braking system control

- anti-skid control (normal and alternate)

z Electrically controlled by two Landing Gear

- auto brake function with LO, MED, MAX

Control/Interface Units (LGCIU).

- nosewheel steering command processing

- monitoring of all these functions

z Hydraulically actuated with alternative free-fall/spring

downlock mode

z Alternating use of both LGCIUs for each

retraction/extension cycle.

z In the event of one LGCIU failure, resetting the

landing gear control lever results in transition to the

other LGCIU.

z Elimination of gear lever neutral position through

automatic depressurization of landing gear hydraulic

supply above 260kt.

z Elimination of microswitches by use of trouble-free

proximity detectors for position sensing.

STL 945.7136/97

6.3

A319/A320/A321 landing gear - braking system

Auxiliary LP distribution line

To other side

dual valve

Pedals

Accu

Yellow

Green

Normal

selector valve

Control valve

parking brake

Automatic

BSCU

selector

To other gear

To other

Dual shuttle

wheels

valve

To opposite

Accumulator

wheel

Normal

pressure

servo valve

To ECAM

STL 945.7136/97

6.4

A319/A320/A321 landing gear - braking system

z Carbon disk brakes are standard.

z Parking brake

(Yellow hydraulic system supply or

Yellow brake power accumulator) :

z Normal system (Green hydraulic system supply) :

- electrically signaled

- electrically signalled through anti-skid valves

- hydraulically controlled with brake pressure

- individual wheel anti-skid control

indication on gauges.

- autobrake function

- automatic switchover to alternate system in event

of Green hydraulic supply failure.

z Alternate braking system (Yellow hydraulic system

supply) :

- hydraullically controlled through dual valve

- individual wheel anti-skid control

- no autobrake function.

z Emergency braking system (Yellow hydraulic system

supply or Yellow brake power accumulator) :

- hydraulically controlled by pedals with brake

pressure indication on gauges

- no anti-skid control

STL 945.7136/97

6.5

A319/A320/A321 landing gear - antiskid principle

Green H.P.

Pedals depressed

Normal

Opening

autobrake activated

selector

gear retraction

valve

LO MED MAX

Decel

prog

V prog

Vo prog

Aircraft speed at

touchdown

(wheel tachy.)

Highest value

ir

Vo - ir. t

Aircraft longitudinal

Release order

deceleration

Off

Normal

Autobrake

servo valve

(ADIRS)

Vref

Wheel speed

BSCU 1

BSCU 2

STL 945.7136/97

6.6

A319/A320/A321 landing gear braking principle

Anti-skid system

z From touchdown, aircraft speed is computed based

on touchdown speed

(wheels) and integrated

deceleration

(ADIRS). This reference speed is

compared with each wheel speed to generate a

release order for closing the normal servo valve in

case of skid exceeding 13%.

z Brake pedals order results in opening this

servovalve also modulated by anti-ski closing

signals.

Autobrake system

z From touchdown a specific speed is computed

based on touchdown speed

(wheels) and

programmed deceleration (low, medium, max). This

programmed speed is compared with each wheel

speed to generate a release order for closing the

normal servovalve to meet selected deceleration.

z If reference speed exceeds programmed speed

(contaminated or iced runways) the former will take

over for the anti-skid to modulate the normal servo

valve.

STL 945.7136/97

6.7

A319/A320/A321 landing gear

Autobrake panel and gear position indicator

(System 1)

Tyre pressure

psi (optional)

Gear downlock

LDG door

indication

Brake pressure

Hottest brake

indication

Brake temp. °C

(alternate system)

Anti-skid release

indicator

Autobrake

Ground spoiler

indication

extension

Wheel system page landing roll

STL 945.7136/97

6.9

A319/A320/A321 fuel system - ventilation

A319 / A320

A321

Surge tank Outer cell

Inner cell

Center tank

Surge tank

Wing tank

Center tank

Vent valve

NACA intake

Vent line

Pressure relief outlets

Vent line

Pressure relief outlets

Flame arrestor

Pressure relief

outlets

STL 945.7136/97

7.2

A319/A320/A321 fuel system - basic layout

z Total fuel capacity

z Ventilation

- Each tank is separately ventilated via surge tanks at

each wing tip.

A319 / A320

- The center tank is ventilated via the LH surge tank.

- The surge tanks are opened to atmosphere via

Two outer cells

1 760 litres (1 408kg)

flame arrestors and NACA inlets.

Two inner cells

13 849 litres (11 079kg)

- Vent valves ensure correct operation of the vent

system.

One center tank

8 250 litres (6 600kg)

- Pressure relief outlets protect the tanks from over-

or under- pressure.

A321

Two wing tank

15 500 litres (12 400kg)

One center tank

8 200 litres (

6 560kg)

(Weight calculated with a density of 0.8

An additional center tank (optional) increases the

total fuel capacity by 2 900 litres (2 320kg).

On the A319 Corporate Jet, up to 6 additional

center tanks can be added to increase the total

fuel capacity by up to 17 000 litres.

An additional volume of

2% is available for

expansion without spillage into the vent surge

tank.

STL 945.7136/97

7.3

A319/A320 fuel system - engine feed

A319/A320 definition

z Fuel is delivered to the engines by means of booster

pumps.

- Each tank is equipped with two identical booster

pumps.

- Center tank feeds first, except during take-off and

fuel recirculation when center tank pumps are

switched off automatically.

- Wing tank pumps operate permanently at a lower

pressure than center tank pumps.

- Thus, when center tank pumps stop, engine feed

comes automatically from wing tank pumps.

z Two electrical transfer valves are installed on each

wing.

They automatically open when the inner cell fuel

reaches a low level (about 750kg) for fuel to drain

from the outer to the inner cells.

z Fuel is recirculated automatically and transparently

to the crew :

It ensures the IDG cooling (CFM and IAE eng.) and

the engine oil cooling (IAE only) through a set of

valves controlled by the FADEC.

STL 945.7136/97

7.5

A321 fuel system - engine feed

IAE Eng

CFM Eng

Remote pick-up

(all pumps)

Sequence

Center tank

valve

Center tank

Fuel recirculation

transfer valves

system

Pumps

Jet pumps

APU LP valve

(twin actuators)

APU

Defuel/tansfer

Suction valve

fuel pump

Valve twin actuators

(gravity feed)

(ground only)

Cross feed valve

(twin actuators)

Recirculation line

STL 945.7136/97

7.6

A321 fuel system - engine feed

A321 definition

The A321 fuel system has been simplified compared to

the A319/A320 :

z Single wing tank in place of two cells wing tank,

suppression of the outer/inner cell transfer valves.

z Center tank transfer to wing tank in place of center

tank feed to engines :

When the transfer valves are open, fuel tapped from

the wing pumps flows into the center tank jet pumps.

It creates a depressurization which sucks the center

tank fuel into the wing tanks

- a transfer valve automatically closes when the

related wing tank is overfilled or when the center

tank is empty.

The fuel recirculation principle is identical to

A319/A320, the recirculated fuel being returned into the

wing tank.

STL 945.7136/97

7.7

A319/A320A321 fuel system - control and indications

z No crew action is required for normal operation.

z Indications :

- fuel data

(quantity, temperature) are available

from a Fuel Quantity Indication (FQI) system

- fuel quantity is permanently displayed on upper

ECAM DU

- fuel system synoptic on lower ECAM DU is

displayed according to ECAM logic

- low level warning is totally independent from FQI.

z Abnormal operations :

- fuel feed sequence may be operated manually

- one or both engines may be fed from any tank via

cross-feed valve

- gravity feed is possible from wing tanks.

STL 945.7136/97

7.9

A319/A320A321 fuel system - refuelling

z Refuel/defuel control is from an external panel

located in the fuselage fairing under the RH wing

within easy reach from the ground.

z One refuel/defuel coupling is located under the RH

wing.

z Identical coupling on LH wing is available as an

option.

z Refuelling is auto sequenced :

It starts with the outer cells (A319/A320) or the wing

tanks (A321).

If the selected fuel quantity exceeds the wing tank

capacity, the center tank is refuelled simultaneously.

z Refuelling time at nominal pressure is approximately

20 minutes for all tanks.

z Gravity refuelling can be achieved by overwing

refuelling points.

STL 945.7136/97

7.11

A319/A320/A321 engine controls - FADEC

Thrust control is operated through Full Authority

The system design is fault-tolerant being fully

Digital Engine Control (FADEC) computers which :

duplicated, with

“graceful degradation” for minor

failures (i.e. sensor failures may lose functions but not

- command the engines to provide the best suited

the total system).

power to each flight phase

- automatically provide all the associated protection

The engine shut-down rate resulting from FADEC

required :

failures will be at least as good as today’s latest

hydromechanical systems with supervisory override.

•

either in manual (thrust lever)

or in automatic (autothrust) with a fixed thrust

FADEC is an electronic system which incorporates a

•

lever.

fully redundant Engine Control Unit

(ECU) and an

Engine Interface Unit (EIU).

Engine performance and safety better than with

current hydromechanical control system.

Each engine is equipped with a FADEC which provide

the following operational functions :

Simplification of engine/aircraft communication

architecture.

- gas generator control

- engine limit protection

Reduction of crew workload by means of automatic

- engine automatic starting

functions (starting, power management).

- power management

- engine data for cockpit indication

Ease of on-wing maintenance.

- engine condition parameters

- reverser control and feed back.

STL 945.7136/97

8.3

A319/A320/A321 engine controls - FADEC architecture

SYSTEMS

DISPLAYS

ENGINE/

THRUST

WARNINGS

LEVER 1

DISPLAY

ADIRS 1+2

TLAA

ECU CHANNEL. A

ENGINE

PARAMETERS

ECU CHANNEL. B

HYDROMECHANICAL

TLAB

ADIRS 1+2

UNIT

ENG

MAN START

START VALVE

THRUST REVERSER

GRND/FLT

SYSTEM

ENGINE

INTERFACE

UNIT 1

IGNITION SYSTEM

BLEED STATUS

(ECU)

FUEL RECIRCULATION

ZONE

VALVE

CONTROLLER

FMGS

STL 945.7136/97

8.4

A319/A320/A321 engine controls - ECU and EIU

One ECU located on the engine with dual redundant

The interface between the FADEC system and the

channels (active and standby) each having separate 28V

other aircraft systems is mainly performed by the EIU

DC aircraft power sources to ensure engine starting on

through digital data buses.

ground and in flight.

One EIU per engine is located in the avionics bay.

In addition dedicated ECU alternator assures self power

above 12% N2 for CFM56 (10% N2 for IAE V2500).

Care is taken to preserve systems segregation for

safety and integrity.

Dual redundancy for electrical input devices (ADIRS 1+2,

TLAs, engine parameters).

Dual redundancy for electrical part of control actuator.

Simplex system for hydromechanical parts of the control.

Fault tolerance and fail operational capability.

High level of protection against electromagnetic

disturbance.

STL 945.7136/97

8.5

A319/A320/A321 engine controls - CFM56

Control

signals

N₂

T₂₅

PS₁₂

PS₃

T_case

T₃

T₁₂

ARINC

28 VDC

data

N₁

buses

Ignition

VSV

HPT

Alternator

Fuel

VBV

Hydromech.

unit

Fuel

PS₁₃

P₂₅

T₅

flow

T fuel

Thrust

reverser

Engine

Starter air

Monitoring signals (optional)

control

valve / starter

unit

STL 945.7136/97

8.6

A319/A320/A321 engine controls - V2500

Control

signals

N₂

P₂

P₅

P₃

T_4.9

T₃

T₂

ARINC

28 VDC

data

N₁

buses

Ignition

VSV

Alternator

HPT

Fuel

VBV

Hydromech.

unit

Fuel

flow

T fuel

Thrust

reverser

P_2.5

T_2.5

12.5

Electronic

Starter air

Monitoring signals (optional)

engine

valve / starter

control

STL 945.7136/97

8.7

A319/A320/A321 engine controls - thrust control schematic

CFM56

ECU

THR

Thrust

Auto

lever

Manual

mode

comput.

mode

Fuel flow

control

N1 limit

limitation

limit

compu

ADC

tation

N1 target

TLA out of

FMGC

ATS range

ATS

EIU

Instinctive

disconnect PB

ATHR

ATS not active

Disengaged

Actual N1

Upper ECAM DU

STL 945.7136/97

8.8

A319/A320/A321 engine controls - thrust control schematic

IAE V2500

EEC

EPR

Trottle

EPR

Thrust

Auto

lever

Manual

comput.

mode

Fuel flow

EPR

target

control

EPR

limitation

limit

computa.

ADC

and selec.

N1 mode

selection

EPR target

TLA out of

FMGC

ATS range

EIU

Instinctive

^ATS or

disconnect PB

ATHR

ATS not active

Disengaged

Actual EPR

Upper ECAM DU

STL 945.7136/97

8.9

A319/A320/A321 engine controls - thrust control operations

Limited thrust parameters

(N1

for CFM56, EPR for

Thrust lever only to be moved manually

(no

V2500) computed by FADEC.

servomotor)

lever position not necessarily

representing engine thrust delivered

Selection of thrust limit mode obtained directly by throttle

position :

According to the thrust lever position the FADEC

Six positions defined by detents or stops.

computes :

Thrust rating limit (no TRP)

N1 (EPR) when in manual mode

N1 (EPR) which can be achieved in

Go Around (GA)

Max Take-Off (TO)

Mode selection

Thrust

Max continuous (MCT)

Flex. Take-Off (FLX)

Max Climb (CL)

Thrust limit T.O/GA

Idle

Thrust limit FLX TO/Max Cont

ATS max

Reserve idle

operating range

Thrust limit max climb

Max reserve

Command

f (TLA)

Reserve

Idle

STL 945.7136/97

8.11

A319/A320/A321 engine controls indications (CFM56) on ECAM upper DU

Appears when both

Transient N1 during ATS operation

engines at IDLE (*)

corresponding to FMGC demand to

go to N1 target

Symbol corresponding to

Max N 1

the thrust lever position

Max permissibleN1

IDLE

N1 actual

Flex temperature

(entered through MCDU)

Exhaust gas

N 1 rating limit

temperature

FLX

SEAT BELTS

FOB : 18000 KG

NO SMOKING

Thrust limit mode

* Basic on A319/A321

STL 945.7136/97

8.12

A319/A320/A321 engine controls indications (IAE 2500) on ECAM upper DU

Appears when both

engines at IDLE (*) Transient N1 during ATS operation

Symbol corresponding to

corresponding to FMGC demand to

the thrust lever position

go to EPR target

Max EPR

Thrust limit mode

Actual EPR

Flex temperature

(entered through MCDU)

1530

1500

Exhaust gas

temperature

FOB : 13000 KG

EPR rating limit

S FLAP F

Actual N1

SEAT BELTS

NO SMOKING

Max permissible N1

* Basic on A319/A321

STL 945.7136/97

8.13

A319/A320/A321 EIS independent : after “clear” action

Start configuration

Oil quantity

Engine vibration

Oil pressure

After start configuration

Oil temperature

Start valve

position

Engine bleed

TAT + 19 °C

G.W. 60300 kg

pressure

23 H 56

SAT + 18 °C

Selected

Nacelle temperature

ignition

TAT + 19 °C

G.W.

SAT + 18 °C

23 H 56

STL 945.7136/97

8.14

A319/A320/A321 engine controls indications on PFD : FMA

The following indications may appear on the PFD Flight

Mode Annunciator (FMA), in upper left corner :

ASYM

Only one thrust lever is set to CLB or

MCT position,

FINAL APP NA

CLB

Flashing when aircraft above thrust

reduction altitude and thrust levers

ASYM

not in CLB notch,

MCT

Flashing in case of engine failure if the

non-affected thrust lever is not set at

MCT,

A-FLOOR :

-floor condition encountered,

TOGA LK : When leaving -floor condition and

thrust still at MTO

STL 945.7136/97

8.15

A319/A320/A321 engine controls - thrust reverse

Reverser deployment selection by positioning thrust

lever into reverse area and by acting on independent

locking levers.

Thrust lever position below rev. idle modulates reverse

power.

Automatic engine idle setting in case of reverser

malfunction.

Automatic max. reverse power limitation versus

ambient conditions with full rearward thrust lever

position.

Display of reverser status on ECAM upper DU.

STL 945.7136/97

8.17

A319/A320/A321 engine controls - start procedure

Lower ECAM DU

CFM

SEAT BELTS

CTR TK FEEDG

NO SMOKING

Upper

ECAM DU

TAT + 19 °C

G.W. 60300 KG

23 H 56

SAT + 18 °C

IAE

MASTER 1

MASTER 2

ENG

OFF

MODE

NORM

SEAT BELTS

CTR TK FEEDG

IGN

CRANK

START

NO SMOKING

FIRE

FAULT

STL 945.7136/97

8.18

A319/A320/A321 engine controls - start procedure

z Engine mode selection

IGN/START

ECAM ENG page is automatically displayed on lower ECAM.

- Pack valves close (CFM engines)

z MASTER switch

- Start valve opens

- APU RPM increases

- N2 increases

- Oil pressure increases

- Pack valves close (IAE engines)

Depending on N2 values reached :

- Ignition starts

- HP fuel valve opens

When sufficient N2 value is reached :

- Start valve closes, ignition stops, APU RPM returns to normal, pack valve reopens.

z Main and secondary parameters

CHECK NORMAL

For abnormal conditions on ground :

FADEC automatically controls :

- Start abort in case of hot start, hung start or no light up.

- Automatic engine crank after :

- first start abort for IAE

- any additional start attempts for CFM.

STL 945.7136/97

8.19

A319/A320/A321 APU - controls and display

ECAM lower display :

APU system page

APU generator

line contactor

APU bleed

Overhead panel

valve position

APU generator

parameters

APU bleed air

pressure

APU speed

External panel (on nosewheel)

APU EGT

APU shut-off push-button

STL 945.7136/97

9.2

A319/A320/A321 APU

z On ground, the APU makes the aircraft independent of

pneumatics and electrical sources by :

- providing bleed air for engine start and air

conditioning systems;

- providing electrical power to supply the electrical

system,

z In flight, provision of back-up power for electrical and

air conditioning systems,

z The APU may be started using either the aircraft

batteries, external power or normal aircraft supply.

The normal flight envelope does not impose any

limitations for starting.

z The APU is automatically controlled by the Electronic

Control Box (ECB) which is mainly acting as FADEC

for monitoring start and shut-down sequences, bleed

air and speed/temperature regulation.

z Control and displays :

- on the overhead panel for APU normal operation

and fire protection

- on the ECAM for APU parameters display

- on the external panel, under the nose fuselage, for

APU shut down.

STL 945.7136/97

9.3

A319/A320/A321 FMGS - AFS/FMS integration

z Composed of two Flight Management and Guidance

z The AP/FD achieves either :

Computers

(FMGC), this pilot interactive system

provides :

- automatic control of the aircraft with regard to

speed, lateral path and vertical plan as computed

- flight management for navigation, performance

by the FMGCs,

optimization, radio navaid tuning and information

- manual control of the aircraft with regard to speed

display management,

and vertical plan (selected through FCU), lateral

- flight guidance for autopilot commands (to EFCS),

path (through FMGC or FCU).

flight director command bar inputs and thrust

commands (to FADECs).

z Two FACs (Flight Augmentation Computer) provide :

- rudder commands (yaw damping, rudder trim and

limiting, turn coordination, automatic engine failure

compensation),

- flight envelope and speed computation.

z For operational convenience the FMGS offers two

types of guidance concept :

- managed according to FMGS flight plan data

entered into the Multipurpose Control and Display

(MCDU),

- selected by the pilot through the Flight Control Unit

(FCU).

STL 945.7136/97

10.3

A319/A320/A321 FMGS - system interface

FCDC 1

ELAC/SEC

FAC 1

• Yaw damper

Actuators for :

Landing gear

rudder trim

• Rudder travel

yaw trim damper

limiting

Slats/flaps

rudder travel

• Rudder trim

ADIRS 1

• Flight envelope

EIS (DMC 1, 2,

protection

ILS 1

• Yaw AP

CFDIU

RA 1

VOR 1

DME 1

Clock

FMGC 1

Radio navigation

auto tuning

Fuel

• AP/FD/ATS

• Cruise and land

Data

modes

EIS (DM 1, 2, 3)

base

• Lateral nav.

loader

ELAC-SEC

• Vertical nav.

• Performance

FADEC 1

FWC 1, 2

To FAC 1

To system

ECU

and FMGC 1

Side

MCDU

ADIRS 3

Side 2

To FAC

FMGC 2

To system

STL 945.7136/97

10.4

A319/A320/A321 FMGS - system redundancy

Two FMGCs associated to two MCDUs provide a

redundant configuration.

Crosstalk

FMGC 1

FMGC 2

Normal mode operation : dual mode

buses

- Each FMGC makes its own computation

- One FMGC is MASTER - the other one is SLAVE

MCDU

- Both MCDUs act independently (entries are

automatically recopied on the other MCDU and

FMGC 1

FMGC 2

applied to both FMGCs)

Independent mode

MCDU

- Automatically operative if mismatch between

FMGCs

FMGC 1

FMGC 2

- Independent operation of FMGCs with associated

MCDUs. (Data insertion and display related to the

side concerned).

- One FMGC remains master.

MCDU

z Single mode

- One FMGC fails

- Either MCDU can be used to enter or display data

related to the remaining FMGC.

STL 945.7136/97

10.5

A319/A320/A321 FMGS crew interface

z Two MCDUs on the central pedestal provide long-term

interface between the crew and FMGCs in terms of :

- flight plan definition and display

- data insertion (speeds, weights, cruise level, etc)

- selection of specific functions (direct to, offset,

secondary flight plan).

z One FCU on the central glareshield to provide short-

term interface between crew and FMGCs.

z Two thrust levers linked to the FMGCs and FADECs

provide autothrust or manual thrust control selection to

the crew.

z Two PFDs and two NDs provide visual interface with

flight management and guidance related data such as :

on PFD :

- FMGS guidance targets,

- armed and active modes

- system engagement status

on ND :

- flight plan presentation,

- aircraft position and flight path,

- navigation items (radio navaid, wind).

STL 945.7136/97

10.7

A319/A320/A321 FMGS flight guidance

Speed / Mach

Auto control

Vertical speed /

Commutation

white lights

Flight Path angle

Altitude Auto control

window

Heading / track

Speed / Mach

window

window white lights

window

AP / A / THR

Altitude

V / S or FPA

SPD or TRK

engagement

selection

Mode engagement

HDG or TRK

Control the display of selected altitude

selection

(in meters) on lower ECAM (permanent data)

z Managed guidance parameter window is dashed and auto control illuminated.

Managed speed guidance

Lateral selected guidance

STL 945.7136/97

10.8

A319/A320/A321 FMGS flight guidance

The FCU is the main crew interface for short-term

guidance with a single rule for the various control

knobs :

- pull + rotate = pilot input

- push = return to FMGS control.

As an example, a change of altitude can be achieved

by a double action on the FCU :

- either by selection of a new altitude through the

FCU selector and validation of this new

altitude pushing (management guidance)

this knob.

- or by

selection of a V / S through the FCU

selector and validation of this new V

/ S by pulling this knob.

Actions on the FCU are displayed on the FCU as well

as on the PFD in the dedicated FMA

(Flight

Management Annunciator) part.

STL 945.7136/97

10.9

A319/A320/A321 FMGS flight management

Flight plan stringing

Navigation

Flight plan definition by company route or city pair.

Automatic guidance along flight plan from take-off to

approach.

Departure and arrival procedures including associated,

speed/altitude/time constraints.

Aircraft position determination.

Flight plan revision

(offset, DIR, TO, holding pattern,

Aircraft position referenced to the flight plan.

alternative flight plan activation,…)

Automatic VOR/DME/ILS/ADF selection.

Secondary flight plan creation similar to primary flight plan.

IRS alignment.

Ground speed and wind computation.

Optimum radio and inertial sensor mixing.

Provision for GPS and MLS.

STL 945.7136/97

10.10

A319/A320/A321 FMGS performance management

z Flight plan optimization, through the performance data

base, in terms of :

- optimum speeds

- optimum altitudes.

z The computations are based on :

- flight conditions (cruise level, weights, center of

gravity, meteorological data)

- cost index

- speed entered on the FCU or given in the flight

plan.

z Performance predictions :

- time, altitude, speed at all waypoints

- estimated time of arrival, distance to destination,

estimated fuel on board at destination.

z Advisory functions :

- fuel planning

- optimum altitudes and step climb.

z Full vertical guidance related to flight plan predictions

from initial climb to approach.

STL 945.7136/97

10.11

A319/A320/A321 FMGS - lateral navigation

z Position computation :

The navigation modes may be :

- before flight, the three IRSs are aligned on airfield

En route :

or gate position. (manually or via database)

- at take-off, the position is automatically updated to

IRS - GPS (if GPS installed)

the runway threshold

IRS - DME

- in flight, position updating is computed using GPS if

IRS - VOR/DME

installed, and radio navaids (DME,VOR, ILS)

IRS only

The FMGC position depends upon the IRS’s mean,

In approach :

the GPS and the radio position.

IRS - GPS (if GPS installed)

Navigation mode selection :

IRS - DME

IRS - VOR/DME

- if the aircraft is equipped with GPS primary, the

IRS - ILS/DME

FMGC uses GPIRS position in priority

- if the GPIRS position is not available or if the

aircraft is not equipped with GPS primary,

depending upon availability of navaids and sensors,

FMGC automatically tunes the best navaids to

compute the most accurate position.

STL 945.7136/97

10.13

A319/A320/A321 FMGS - lateral navigation

z FMGC provides the crew with lateral position and its

associated accuracy criteria which depend upon :

- FMGC Error Position Estimate (EPE)

- zone currently flown (en route, terminal, approach)

- Airworthiness Authorities Accuracy Requirements

(AAAR)

z If EPE AAAR then HIGH is displayed on MCDU and

the computed positions may be used without

restriction.

z If EPE > AAAR then LOW is displayed on MCDU and

the position must be cross-checked with raw data

(ADF/VOR needles, DME reading).

z Each time HIGH (or LOW) reverts to LOW (or HIGH)

the message NAV ACCY DOWNGRADED

(or

UPGRADED) is displayed on NDs and MCDUs.

STL 945.7136/97

10.15

A319/A320/A321 flight deck - main features

Top of climb Top of descent

Cruise

ECON

ECON CRZ

cruise Mach

Transition

Mach

Mach/speed

Level segment

ECON DES

Acc. Alt.

Transition from

speed to Mach

speed

Deceleration at 500ft/min

Climb

average

V2+10

Acceleration by

“At or below”

V2+10

Speed limit

energy sharing

constraint

Thrust

reduction

“At or below”

Deceleration

Take-off

constraint

in flight level

runway

Alt.

“At”

Glideslope

constraint

Take-off

Climb

Cruise

100ft : VAPP

Runway

Descent

Approach

STL 945.7136/97

10.16

A319/A320/A321 FMGS - vertical profile

z Take-off :

z Approach :

From DECEL point a deceleration allows configuration

SRS control law maintains V2

+ 10 up to thrust

changes in level flight.

reduction altitude where max climb thrust is applied.

V2 + 10 is held up to acceleration altitude (ACC LT).

Approach phase is planned to reach approach speed

at 1000ft above ground level.

z Climb :

Energy sharing is applied for acceleration (70% thrust)

and for altitude (30% thrust) from ACC ALT up to first

climb speed. Max climb thrust is kept

- Altitude

constraints are taken into account.

z CRZ :

Steps may exist and/or may be inserted.

z Descent :

Top of Descent (T/D) is provided on ND.

From T/D down to the highest altitude constraint,

ECON descent speed is supposed to be held on

elevator and IDLE + on thrust.

Then, if this status can no longer be kept, geometric

segments will be followed between the constraints.

STL 945.7136/97

10.17

A319/A320/A321 FMGS - AP / FD modes

Guidance

Managed

Selected

NAV and APP NAV

HDG - TRK

APPR

LOC

Lateral

RWY

RWY TRK

G.A. TRK

CLB

OP CLB

DES

OP DES

Vertical

SRS (TO / GA)

Expedite (towards altitude

G/S

selected on FCU but

FLARE

managed speed)

FINAL

ALT

V / S - FPA

F. PLN reference

FCU selected

Speed

(ex. : optimum)

Expedite

STL 945.7136/97

10.18

A319/A320/A321 FMGS - AP / FD modes

z Managed guidance

z Selected guidance

Take-off :

Lateral :

- RWY

: automatic runway axis follow up

- HDG/TRK

: selected on FCU

through ILS use

- RWY. TRK : follow up of the memorized runway axis

Vertical :

- SRS

: pitch guidance to maintain V2 + 10

- OP CLB/OP DES : open modes for level changes

Climb/Cruise/Descent :

with a fixed thrust and speed

held on elevator

- NAV

: lateral guidance along the defined F.PLN

- EXPED

: level change with maximum

- CLB/DES

: vertical guidance with respect of all the

climb/descent

F.PLN defined constraints

- ALT

: altitude capture and hold

- APP NAV

: lateral guidance along a defined non

- V/S-FPA

: vertical speed or flight path

precision approach

angle track

Approach and landing :

- APPR

: ILS approach (ILS beams capture and

track) and non precision approach

- LOC

: LOC use only (capture and track)

- FLARE

: automatically performed around 30ft

- FINAL

: vertical guidance along a defined non

precision approach

STL 945.7136/97

10.19

A319/A320/A321 FMGS - autothrust function

z Autothrust (A/THR) is part of FMGC

z No mechanical linkage between levers and engines.

Thrust levers position is measured and transmitted to

the FADEC in digital form.

z Autothrust :

- either ensures thrust control depending upon

AP/FD modes (if these are engaged)

- or manages thrust to hold the current target speed

(if no AP/FD engaged)

- thrust control is achieved without moving the levers.

z A/THR engagement status and thrust limit mode

depend upon thrust lever angle (TLA).

Thrust limit selection and computation are made by

the FADEC.

5 positions are fitted within the levers position range.

STL 945.7136/97

10.21

A319/A320/A321 FMGS - autothrust function

TO / GA

FLX / MCT

Not engaged

REV

Thrust levers

TO / GA

FLX / MCT

Engaged

Not active

REV

Thrust levers

TO / GA

FLX / MCT

Engaged

Active

Both thrust levers at idle result in

REV

A/THR disengagement

Thrust levers

STL 945.7136/97

10.22

A319/A320/A321 FMGS - autothrust function

Operational rules

z A/THR can be engaged :

- manually by pressing the A/THR pushbutton

- automatically, by setting the thrust levers at TO/GA

or FLEX position.

z A/THR is then activated if thrust levers are set between

CL (included) and IDLE (excluded) gates.

In this case, commanded thrust is limited by TLA

(except ALPHA-FLOOR activation).

z A/THR not active (A/THR p/b on FCU extinguished)

and

Pressing A/THR p/b on FCU activates A/THR

thrust levers within A/THR range

z A/THR can be disengaged by :

Depressing the instinctive disconnect P/B on the levers

or depressing the illuminated A/THR P/B on FCU or

setting both thrust levers in IDLE gate.

STL 945.7136/97

10.23

A319/A320/A321 FMGS - autothrust function

z If the levers are in CLB gate and A/THR is disengaged

then :

- thrust is frozen at its current value until thrust levers

are moved out of the gate.

THR LK amber message appear on PFD.

z If the levers are not in CLB gate when A/THR is

disengaged then :

- thrust is not frozen but is set according to the lever

position.

z Engagement of A/THR mode is automatic according to

AP/FD engaged mode :

AP/FD mode

ATS mode

V/S-FPA

SPD/Mach

ALT (ACQ/HOLD)

Expedite

Thrust

Descent/Climb

Thrust/SPD/Mach

SPD/Mach

Thrust

final descent

SPD

Approach

glide

SPD

flare

Retard

TO/ GA

ATS Armed

STL 945.7136/97

10.24

A319/A320/A321 FMGS - autothrust function

Autothrust operation

z Take-off performed :

- in TO limit mode with levers in TO.GA notch

- in FLEX TO limit mode with levers in FLX TO/MCT

detent provided a FLX temperature has been entered

on MCDU (take-off page). Lowest FLX TO thrust is

automatically limited to CL thrust.

Note : In both cases, this manoeuvre also engages

the flight director TO mode.

z Once out of take-off (or go around), the nominal phases

in autothrust are always :

This is indicated to

- CL gate in twin engine situation

the crew by a CLB

or MCT message

- MCT gate in single engine situation

on PFD

- One lever in CL gate and the other out of this gate (in

twin-engine operation) causes the engines to be

regulated differently. ASYM amber message appears

on PFD

z In approach, A/THR control depends on type of

approach

(ILS, non precision) and vertical mode

selected on FCU.

z If Alpha floor function is activated, TO/GA thrust is

automatically applied whatever the lever position and

A/THR status are.

STL 945.7136/97

10.25

A319/A320/A321 ECS - system schematic

Air conditioning

Pneumatic

ATA 21

ATA 36

Bleed air

To wing

regulation

Emergency ram air

Pack 2

Pack

valves

Eng 2

LP ground connection

Cross-bleed valve

Non-

Pack 1

return

HP ground-connection

Air generation

valve

APU

Air distribution

APU bleed

Recirculation fan

valve

Filter

Mixer unit

Non-return valve

Filter

APU control unit

Pressure

Non-

regulating valve

return

Bleed air

valve

Hot manifold

regulation

Trim air

Eng 1

valves

Trim air

valves

To wing anti ice

Extraction

fan

Flight

Extraction

deck

fan

Fwd zone

Aft zone

Electr

Safety

Fwd cargo com.

Aft cargo comp.

comp.

valve

Cabin

Electr. vent

Outflow

ambient air

Venturi

valve

Isolation valve

Trim air valve

Pressure regulating valve

STL 945.7136/97

11.3

A319/A320/A321 ECS - temperature and flow control

Space optional

Variable flow selector

FWD + AFT cargo heat

Automatic temperature control selectors

Flight deck

TAT + 19°C

G.W. 60300 KG

TAT + 19 °C

G.W. 60300 KG

SAT + 18 °C

23 H 56

SAT + 18 °C

System display :

Cruise page

CON system page

System display :

A319/A320

BLEED system page

Cargo heat - optional

A321

TAT + 19 °C

G.W. 60300 KG

SAT + 18 °C

23 H 56

STL 945.7136/97

11.4

A319/A320/A321 ECS - air conditioning - pneumatic - general

Air conditioning

Pneumatic

Continuous air renewal and temperature regulation in three

High pressure air is supplied for air conditioning, air

independently controlled zones (cockpit, forward cabin, aft

starting, wing anti-ice, water pressurization, hydraulic

cabin).

reservoir pressurization.

Downstream both packs, a dedicated unit mixes cold air

System operation is electrically monitored by two Bleed

with recirculated cabin air for distribution to the three

Monitoring Computers

(BMC), and is pneumatically

zones.

controlled.

Optimized air temperature is obtained by adding engine

A leak detection system is provided to detect any

hot air to mixing unit air via three trim air valves.

overheat in the vicinity of the hot air ducts.

Cabin and pack temperature regulation are achieved by a

zone controller and two pack controllers.

STL 945.7136/97

11.5

A319/A320/A321 ECS flight deck - main features

Avionics bay

Skin heat

Open if T > 35°C in flight

exchanger

outlet bypass

Skin heat

valve

exchanger

Skin heat

exchanger

isolation

Inlet

Evaporator

valve

Blower

Extract

valve

fan

Avionics

equipment

Extract

Ground

valve

cooling

unit

Skin heat exchanger

(optional)

Air conditioning

Closed on

inlet

duct

ground

bypass valve

Condensor

Cargo

underfloor

STL 945.7136/97

11.6

A319/A320/A321 ECS - ventilation

Avionics ventilation

Battery ventilation

Provide ventilation and cooling of avionics and electronic

Achieved by ambient air being drawn around the

equipment under digital control (AEVC) and without any

batteries and then vented directly outboard via a venturi.

crew intervention.

Lavatory & galley ventilation

Three main operational configurations are automatically

selected :

Achieved by ambient cabin air extracted by a fan

exhausted near the outflow valve.

•

closed-circuit configuration

(flight) by means of an

aircraft skin heat exchanger and a pair blower and

extract fans,

open-circuit configuration using outside fresh air

•

through opening of inlet and extract valves,

an intermediate flight configuration is selected in case of

•

high temperature, whereby the skin exchanger outlet

bypass valve is opened and the extract valve is

maintained half open.

STL 945.7136/97

11.7

A319/A320/A321 ECS - cabin pressure control

Unpressurized areas

Cabin pressure panel

Outflow

valve

Safety valves

Controllers

ADIRS

FMGS

Manual

control

Cabin pressure

controller 1

Cabin pressure

controller 2

G.W. 60300 KG

TAT + 19 °C

G.W. 60300 KG

3 motors

TAT + 19 °C

and gears

SAT + 18 °C

23 H 56

SAT + 18 °C

23 H 56

Flap type outflow valve

DU 2 CRZ page

DU 2 press system page

STL 945.7136/97

11.8

A319/A320/A321 ECS - pressurization

z The pressurization control system operates fully

automatically without any crew action.

z Dual system with automatic switchover after failure.

Alternative use for each flight. A single outflow valve is

operated by one of three independent electric motors.

Two of these are associated with automatic controllers.

z In normal operation, cabin altitude and rate of change

are automatically controlled from FMGC flight plan data :

- cruise FL, landing field elevation, QNH,

- time to top of climb, time to landing.

z In case of dual FMGC failure, the crew has to manually

select the landing elevation. The cabin altitude varies

according to a preprogrammed law.

z In case of failure of both pressurization system auto-

controllers, the manual back-up mode is provided

through the third outflow valve motor.

STL 945.7136/97

11.9

A319/A320/A321 EIS - EFIS/ECAM architecture

EFIS 1

EFIS 2

PFD

ECAM

DU 1

ECAM

DU 2

WARN

ECAM control panel

CAUT

Inputs for EFIS displays : ADIRS, FMGC, FACs , FCU

ADFs, VORs, DMEs, ILS, Ras’ WXRs.

Input for ECAM display : FADEC, FQI, WBCs

DMC 1

DMC 3

DM 2

FWC 1

FWC 2

SDAC 1

SDAC 2

Aircraft systems sensors

Inputs for :

Aircraft systems sensors

Inputs for :

- red warnings

- amber caution

- system pages

- flight phases

STL 945.7136/97

12.2

A319/A320/A321 EIS - components

z Six identical (7.25 in x 7.25 in) cathode ray tubes Display

Units (DU), including integrated graphics generator :

- Two primary flight displays + two navigation display

(EFIS)

- One engine warning display + one system display

(ECAM)

z Three Display Management Computers (DMC)

- Generating images to be displayed on PFD, ND and

ECAM Dus

- Digital data link to display units

- No.3 DMC may replace either No.1 or No.2

z Two System Data Acquisition Concentrators (SDAC)

- Acquiring systems data for transmission of

caution/warnings to FWCs and systems condition to

DMCs

- Operations not affected with either SDAC failure.

z Two Flight Warning Computers (FWC)

- Generating alert messages, aural alerts and

procedural messages for display on ECAM

- operations not affected with either FWC failure.

STL 945.7136/97

12.3

A319/A320/A321 EIS - EFIS arrangement

z Primary flight display

- Attitude

- Airspeed

- Altitude/vertical speed

- Heading

- ILS deviation/marker

- Radio altitude

- AFS status (FMA)

z Navigation display, three modes :

- ROSE mode (ILS, VOR or NAV) : aircraft symbol in

screen centre, heading up with radar available

- ARC mode : aircraft symbol in lower part of the

screen, heading up with radar available

- PLAN mode : display centred on selected waypoint,

north up

Note : In ROSE-NAV, ARC and PLAN modes, map data

from FMS are presented

STL 945.7136/97

12.4

A319/A320/A321 EIS - PFD : climb - FMS guidance

Normal AFS

operational

configuration

ALT acquire armed

Selected altitude

Speed select index

Vertical speed

from FMGS or FCU

2000 ft minute

Actual airspeed

and speed trend

ECON speed range

Aircraft track

Altimeter baro/STD

Mach number

setting display

Magnetic heading

reference

STL 945.7136/97

12.5

A319/A320/A321 EIS - PFD : approach configuration

Approach capability

and decision height

AP / FD and A / THR

engagement status

Selected altitude

V_FE or actual

configuration

V_FE of the next

configuration

Altitude indication

Minimum selectable speed

Alpha protection speed

G / S and LOC scales

Alpha max speed

and DEV indexes

Radio altitude

Outer marker “light”

ILS ident + freq

Altimeter baro

ILS - DME distance

setting display

ILS course

STL 945.7136/97

12.6

A319/A320/A321 EIS - ECAM arrangement

z ECAM (EFIS) colour symbology

- Warnings

: RED

for configuration or failure

needing immediate action

- Cautions

: AMBER

for configuration or failure

needing awareness

- Indications : GREEN

for normal long term operations

WHITE

for titling and guiding remarks

BLUE

for actions to be carried out

MAGENTA

for particular messages, e.g.

inhibitions

z ECAM arrangement

Upper DU

- Engine primary indication

- Fuel quantity information

- Slats/flaps position

- Memo/configuration data or warning/caution messages

Lower DU

- Aircraft system synoptic diagram or status messages

STL 945.7136/97

12.12

A319/A320/A321 EIS - ECAM arrangement

ECAM sound Symbology

Warning signal

Condition

Duration

Continuous

Red warnings

Permanent

repetitive chime

Single chime

Amber caution

1 / 2 second

A/P disconnection by take-over pb

1.5 second

Cavalry change

A/P disconnection due to failure

Permanent

Click

Landing capability change

½ second (three pulses)

Cricket

Stall

Permanent

Intermittent buzzer

SELCAL call

Permanent

Continuous buzzer

Cabin call

Permanent

‘C’ chord

Altitude alert

1.5 second or Permanent

Auto call-out

Height announcement

Permanent

(synthetic voice)

below 400ft

Ground proximity

warning

GWPS warning

Permanent

(synthetic voice)

STL 945.7136/97

12.13

A319/A320/A321 EIS - ECAM upper display

z The ECAM upper DU can provide the following

memo items for systems which can be use

temporarily and for which no dedicated

annunciator lights are provided.

z Specific memos for take-off and landing are also

available when appropriate.

TO MEMO

LDG MEMO

IRS IN ALIGN X MIN

SPEED BRK

SWITCHING PNL

AUTO BRK…….MAX

LDG GEAR…….DN

IRS ALIGNED

PARK BRK

GPWS FLAP 3

SIGNS …………ON

SEA BELTS

HYD PTU

ACARS STBY

SPLRS …………ARM

NO SMOKING

RAT OUT

MAN LDG ELEV

FLAPS …………TO

FLAPS …………FULL

REFUEL G

EMER GEN

CRT TK FEEDG

TO CONFIG ….. TEST

CONFIG 3

OUTR CELL FUELXFRD

RAM AIR ON

FUEL X FEED

CABIN ………… READY

STROBE LT OFF

ACARS CALL

T.O. INHIB

N. WHEEL STEERG DISC

ACARS MSG.

LDG INHIB

IGNITION

ENG A.ICE

LAND ASAP

GND SPLRS ARMED

WING A.ICE

OFF

GPWS FLAP MODE OFF

APU AVAIL

APU BLEED

AUTO BRK

MED

LDG LT

MAX

BRK FAN

AUDIO 3 X FRD

STL 945.7136/97

12.15

A319/A320/A321 EIS - ECAM lower DU

z The ECAM lower DU presents either (one of twelve)

system pages or status pages.

z Selection of System page is :

- either manual from the ECAM control panel,

- or automatic

in association with a warning/caution message,

•

with an advisory pulse message when a

•

parameter drifts out of range

according to flight phase.

•

12 available pages :

Air bleed,

Air conditioning,

Cabin pressurization,

Electrical power supply - AC / DC,

Flight controls,

Fuel,

Hydraulics,

APU,

Engine monitoring,

Doors / oxygen,

Braking (wheel, ground spoiler),

Cruise.

STL 945.7136/97

12.17

A319/A320/A321 EIS - ECAM lower display - auto flight phase

Engine**

start

System

APU**

pages

Door Wheel

Engine

Cruise

Wheel

Door

* FLT

S/F extended

CTL

L/G

To PWR

1 MIN

extended

Phase 6

and altitude < 10000ft

Flight

phases

(FWC)

* FLT CTL page replaces wheel page for 20 seconds when either sidestick is moved or when rudder deflection is

above 22°.

** APU page or EBG START page automatically displayed during start sequence.

STL 945.7136/97

12.19

A319/A320/A321 EIS - ECAM lower display

Status page

The operational summary of the aircraft status after a

failure is displayed on the lower ECAM DU and includes :

(a)

Postponable procedures not displayed on first page

(blue)

(b)

Limitations (speed, flight level…) (blue)

(c)

Informations (green)

(d)

Cancelled cautions or warnings (white)

(e)

Inoperative systems (amber)

(f)

Maintenance status (white)

STL 945.7136/97

12.21

A319/A320/A321 EIS - independent failure : after “clear”action

ECAM upper display

ECAM lower display

APU GEN UP TO FL 350

- Warning message is cleared

- Status page appears automatically

- Memo comes back

- When “clear” button is pressed again

flight phase system page comes back

STL 945.7136/97

12.29

A320 - primary / secondary failure : after corrective action

2^st step : after performing the corrective action

Upper display

Lower display : HYD page

Display of resulting

Resulting secondary

The corresponding system page is

primary failure

failure is displayed

automatically updated

STL 945.7136/97

12.34

A319/A320/A321 EIS - primary / secondary failure : after “clear” action 1

3^rd step : first “CLEAR”

Upper display

Lower display : F / CTL page

Resulting secondary failure (spoiler fault and all actuator

blue press indications amber) related to primary failure

(Blue system low press)

- Warning message is cleared

- Memo comes back

The system page corresponding to

the secondary failure is

automatically displayed

STL 945.7136/97

12.35

A319/A320/A321 EIS - primary / secondary failure : after “clear” actions 3

5^th step : third “CLEAR”

Upper display

Lower display : cruise page

Display of entire memo

Status reminder

- When “clear” button is pressed for the third

consecutive time, flight phase system

page comes back

STL 945.7136/97

12.37

A319/A320/A321 radio management concept

z Radio Management Panel (RMP) system provides :

- crew control of all radio communication systems

- back-up of the two FMGCs for controlling all radio

navigation systems

z Basic installation includes :

- two RMPs on pedestal

- full provision for installation of a third RMP on

overhead panel

z The ATC transponder is tuned by a separate

conventional control panel.

STL 945.7136/97

13.3

A319/A320/A321 radio management concept architecture

Communication tuning

Any radio communication system can be tuned from any of

two RMPs. In case of failure any RMP can take over from the

other one.

Navigation tuning

Three different operating modes exist.

z Automatic

: VOR/DME, ILS and ADF are automatically

tuning controlled by the FMGS.

z Manual tuning : for selection if a specific frequency

through the FMGS CDU without affecting

the automatic function of the FMGS.

z Back-up tuning : when both FMGCs are inoperative or

when an emergency electrical source is in

operation, any NAV receiver may be tuned

by the crew from any RMP ; each RMP

controls on side receivers.

When one of both FMGCs is inoperative, the remaining one

controls all receivers.

STL 945.7136/97

13.5

A319/A320/A321 COMM - audio control panel

Transmission keys

and SELCAL lights

and CALL lights

Audio listening

and volume control

Public address

Interphone/Off

audio listening and

/Radio switch

volume control

PA key for boomset

oxygen mask or

hand microphone

operation

Voice/ident

SELCAL and CALL

Radio nav audio listening

filter key

reset key

and volume control

STL 945.7136/97

13.6

A319/A320/A321 COMM - audio control panel

The audio integrating system provides the management of

all audio signals produced by and feeding the radio-

communications, radio navigation and interphone systems :

z Basic installation includes :

- three Audio Control Panel (ACP) - two on pedestal,

one on overhead panel

- one Audio Management Unit (AMU) in avionics bay

- one SELCAL code selector in avionics bay.

z Provision exists for supplementary ACP’s

z All selections and volume adjustments carried out by

crew through ACPs

z All ACPs are fitted for maximum capacity (three VHF,

two HF, public address, calls, two VOR, two ADF, ILS

and provision for MLS).

z Each ACP and associated AMU electronic card are fully

independent and microprocessor controlled.

STL 945.7136/97

13.7

A319/A320/A321 Centralized Fault Display System (CFDS)

General

Line maintenance of the electronic systems is based on the

used of a Centralized Fault Display System (CFDS).

The purpose of the CFDS is to give maintenance

technicians a central maintenance aid to intervene at

system or subsystem level from multipurpose CDUs located

in the cockpit :

- to read the maintenance information

- to initiate various tests.

Two levels of maintenance should be possible using the

CFDS :

- maintenance at an out-station (LRU change)

- maintenance in the hangar or at the main base

(troubleshooting).

STL 945.7136/97

14.3

A319/A320/A321 CFDS - architecture

Advantages of the CFDS

z Optional equipment

A revised maintenance concept provides a :

- A multi-use printer

- A quick access recorder (QAR)

- reduction of the duration of operations

- An AIDS

- reduction of the maintenance crew training time

- simplification of technical documentation

- standardization of the equipment

- simplification of the computers which no longer

display any BITE ;

Integration of the CFDS

Integrated in the Maintenance and Recording Data

System (MRDS) comprising :

z Basic equipment

- A Centralized Fault Display Interface Unit (CFDIU)

- A digital Flight Data Recorder

(DFDR) and its

interface unit

- Two multipurpose CDUs (MCDUS) located on the

pedestal.

Note : The MCDUS can be used for : FMS, MRDS

options (ACARS, AIDS).

STL 945.7136/97

14.5