Systems Review

A320 Series
Systems Review
1
Today’s Objective . . . .
Strengthen your systems knowledge.
2
Preliminary Cockpit Preparation Items
Batteries
3
Batteries
Batteries must be OFF to perform battery check.

Are the BAT pbs selected OFF?
No, the presence of GEN FAULT lights indicate power on the
aircraft and the BAT pbs are “lights out”- not OFF
Battery check must indicate a voltage of greater than 25.5 4
with the BAT pbs OFF.
External Power
5
External Power
AVAIL indicates external power is plugged in

(and meets certain parameters), but NOT
supplying electrical power to the aircraft.
ON indicates EXT PWR is connected and
supplying electrical power to the aircraft
(engine generators not on-line).
DO NOT allow ground crew to disconnect
external power with EXT PWR ON. 6
APU
AVAIL
7
APU
MASTER SW: controls the power supply for

the APU computer, which provides:
• Automatic sequencing and protection

during start up, operation, and shutdown
ON:
• the APU computer is performing its test.
• the APU SD page is displayed (if AC power is
AVAIL
available).
• fuel pressure is supplied, and…
• the air intake flap is opening for start up.
FAULT indicates an automatic or emergency

shutdown has occurred. 8
APU
START pb: When selected ON, the

APU computer starts the APU when ready.
When AVAIL replaces ON:
• the starting sequence is complete.
• bleed air is available and…
• electrical power is available.
Note: The BAT pbs MUST be AUTO (lights out) for an

9
APU start regardless of other power sources!!
APU vs. EXT PWR
Which power source is

providing power to the
electrical system, APU
or EXT PWR?
EXT PWR must be de-

selected to connect the
APU generator to the 10
electrical system.
APU vs. EXT PWR
If the APU were to auto

shutdown with the EXT
PWR AVAIL, would you
need to select the EXT
PWR pb to ON to power
the A/C?
…......YUP!! 11
APU vs. EXT PWR
The APU GEN pb is normally lights out and allows the APU
generator to connect to the electrical system when available
AND according to priority logic.
It may be selected OFF, which isolates the APU generator

from the electrical system.
12
APU Limitations
The APU can be operated (and can provide electrical power)
up to the service ceiling of the aircraft.
Maximum altitude for APU start on battery power only.

( If you are referring to this limitation, you are having a VERY BAD DAY!!)
Maximum altitude for APU bleed air use powering one pack.
Maximum altitude for APU bleed air use powering two packs.
AFTER 3 CONSECUTIVE START ATTEMPTS,

A 60 MIN. COOLING PERIOD IS REQUIRED.
THE APU CAN PROVIDE SUFFICIENT BLEED

AIR PRESSURE TO START THE ENGINES UP
TO 8,000 FEET FIELD ELEVATION
USE OF APU BLEED AIR FOR WING ANTI-ICE

PURPOSES IS PROHIBITED!!!
APU BLEED AIR OUTPUT IS NOT SUFFICIENT TO 13
PROPERLY ANTI-ICE THE WINGS.
APU page
14
Landing Gear and Brakes
15
LGCIU 1 ONLY
Disagreement with
selected position
Two LGCIUs process gear position, sequencing information, and gear lever selection
They provide landing gear information to the ECAM
Only one LGCIU is active at a time
Each LGCIU is responsible for the control of one complete gear cycle (one UP and
one DOWN)
Control automatically changes to the other LGCIU after a gear cycle or after a failure
in the system in control.
16
Both LGCIUs detect gear down and locked
LGCIU 1 LGCIU 2
detects gear has failed
in transit
REL REL
17
A/SKID & N/W STRG switch

Controls power to the dual channel BSCU
The BSCU provides:
•Anti skid
•Nosewheel steering
•Normal braking
•Autobraking (provided normal braking)
18
Normal brakes:
Brake
• Green Hydraulics BSCU Steering

Control
• A BSCU channel CHANNEL
1
CHANNEL
2 Unit
ALTERNATE ALTERNATE
BRAKING BRAKING PARKING
NORMAL ACCUMULATOR
WITH WITHOUT
BRAKING ONLY BRAKING BRAKE
ANTISKID ANTISKID
Anti-Skid YES YES NO NO NO
Auto
YES NO NO NO NO
Braking
19
Alternate Brakes
• Yellow hydraulic
pressure and ABCU
Alternate
• NO autobrakes BSCU
Brake
Braking
Steering Control
• May or may not have CHANNEL CHANNEL

Control ABCU Unit
Unit
anti-skid. 1 2
• ABCU provides “brake

by wire”. Antiskid control only
NOTE: Some A321s do

ALTERNATE ALTERNATE
not have an ABCU NORMAL
BRAKING BRAKING
ACCUMULATOR PARKING
WITH WITHOUT
ANTISKID ANTISKID
Auto
YES NO NO NO NO
Braking
20
Alternate Brakes Without

Anti-skid
• Yellow hydraulic pressure
and ABCU
Alternate
• The ABCU automatically Braking
Control
limits brake pressure to 1000 ABCU Unit
psi.
A321s without an ABCU
require the pilots to monitor
brake pressure.
ALTERNATE ALTERNATE
NORMAL ACCUMULATOR
WITH WITHOUT
ANTISKID ANTISKID
Auto
YES NO NO NO NO
Braking
21
Alternate Brakes
Accumulator Only:
• Accumulator and ABCU
•Accumulator provides Alternate
Braking
approximately seven brake Control
applications ABCU Unit
• The ABCU automatically

limits brake pressure to 1000
psi
A321s without an ABCU
ALTERNATE ALTERNATE
require the pilots to monitor BRAKING BRAKING
NORMAL ACCUMULATOR PARKING
brake pressure. BRAKING
WITH
ANTISKID
WITHOUT
ANTISKID
ONLY BRAKING BRAKE
Auto
YES NO NO NO NO
Braking
22
Parking Brake
• Yellow hydraulic pressure
or accumulator
• Deactivates all other
braking modes
ALTERNATE ALTERNATE
NORMAL ACCUMULATOR
WITH WITHOUT
ANTISKID ANTISKID
Auto
YES NO NO NO NO
Braking
23
Anti-Ice
24
Anti-Ice
FAULT light
indicates a
valve/pb
disagreement
ENG A. ICE is displayed on the E/WD when
either ENG 1 or ENG 2 ANTI ICE pb is
selected ON.
Engine Anti Ice:
• Nacelle (engine inlet) only
• Independent bleed source
• NO crossbleed from other engine
• Increases engine idle speed
• Provides continuous ignition
• Engine ant-ice valves open following
electrical power loss.
25
Anti-Ice
Selecting wing anti-ice ON

does not activate
continuous ignition.
FAULT light
indicates a
valve/pb
disagreement
Wing anti-ice provides anti-icing capability for the three outboard

leading edge devices of each wing.
The wing anti-ice valves close with a loss of electrical power 26
Anti-Ice
Selecting the WING anti-ice pb on while on the ground allows for

the anti-ice valves to open and then close after a short period of time.
This is not a normal operating procedure, but does allow for a test
of the system.
27
Oxygen
28
Oxygen
Cockpit Oxygen System

One high pressure bottle. Four oxygen masks
CREW SUPPLY pb controls the solenoid valve
On (lights out) – the valve is open and supplies oxygen pressure to
the four cockpit masks.
29
OFF – the valve is closed.
Oxygen
Passenger Oxygen System

15 minute chemical generators located above passenger seats,
lavatories, galleys, and crew stations.
Container doors open electrically and allow the masks to drop if:
• Cabin altitude exceeds 14,000 feet (automatic)
• The MASK MAN ON pb is pushed
SYS ON light illuminates if the signal to open the container doors
30
has been activated
Oxygen
Crew Oxygen Indications

Bottle pressure – normally green. Turns amber below 600 psi (400
psi on some A321s)
Amber half box appears anytime bottle pressure is below 1000 psi
(1500 psi on some A321s)
REGUL LO PR indicates the low pressure circuit (oxygen mask
supply or opposite side of solenoid valve than the bottle) is below
50 PSI. Check overhead OXY panel and verify CREW SUPPLY 31
pb is on (lights out)
Hydraulics
32
Hydraulics
Normal fill Warning area

zone
33
Hydraulics
The wind driven RAT will NOT

AUTOMATICALLY extend
for a loss of BLUE hydraulic
pressure.
If the BLUE electric pump fails and Blue hydraulic pressure is

required because of the loss of either the Yellow or Green
systems, the RAT must be MANUALLY extended 34
Hydraulics
PTU
AUTO position allows the PTU to
activate if the differential pressure
between the Yellow and Green is
more than 500 psi
35
Hydraulics
PTU
The PTU is inhibited:
• Between engine starts on the
ground
• During cargo door operation
36
Cockpit Preparation Items
37
38
The RCDR panel allows crew interaction with the CVR
and FDR
The AUTO position (lights out) allows the CVR and
FDR to operate automatically including:
•Upon initial AC power application for five minutes
•After an engine is started
Selecting the pb to ON overrides the automatic logic
and ensures preflight activities are recorded.
The ON light extinguishes and the system reverts to
39
automatic operation after the first engine is started.
A satisfactory test is indicated by a low tone sounding
over the cockpit loudspeakers while the CVR TEST pb
is pushed and held.
It is not necessary for the loudspeaker volume to be

raised, or even for a loudspeaker to be on, for the tone to
be heard.
The test will not occur unless the PARK BRK handle is
set to ON
40
41
CAPT position allows for activation of the Evacuation
Alert System from ONLY the cockpit.
Lifting the guard and pushing the COMMAND pb
activates the Evacuation Alert system including:
•ON light illuminates
•EVAC light flashes
•EVAC lights at the attendant stations flash
•A tone is activated in the cabin
Only the cockpit indications are activated if the system
is activated at the attendant station with the cockpit
switch in CAPT.
42
43
ADIRS
ADIRU 1 ADIRU 3 ADIRU 2
A A A
I II D I
D D
R R
R R R
R R
Three Air Data Inertial Reference Units (ADIRUs)

Each ADIRU contains an Air Data Reference (ADR) unit and
Inertial Reference (IR) unit.
44
Rotary Mode Selector Positions:
OFF: ADIRU de-energized
NAV: ADIRU provides full ADR and IR data to aircraft systems
ATT: ADIRU provides limited IR data (attitude and heading only)
information without position information. AD information unaffected. Used
when FAULT light is flashing. 45
Normal Alignment:
Ten minutes
Fast Alignment:
30 seconds (If already aligned, place MODE selectors to OFF and back to
NAV within five seconds)
46
ALIGN Lights
Steady: Normal alignment mode
Flashing: Alignment Fault. No PPOS (if countdown reaches 1
minute), Bad PPOS, or excessive movement detected during
alignment
Lights Out: Alignment completed 47
Two Reasons for Bad PPOS:
Memory – IRU has the ability to remember its position at shutdown.
If the pilot entered position differs from the place of shutdown, an
alignment fault occurs. MAY BE OVERRIDEN.
Measurement – IRU has the ability to sense current latitude. If the

pilot entered position is different from its sensed position, an 48
alignment fault occurs. CANNOT BE OVERRIDEN.
An IR FAULT light may illuminate steady or flashing.
Steady: Complete IR failure. IR is unrecoverable
Flashing: “Partial” IR failure. IR may be recovered for attitude and
heading information.
Regardless, any IR FAULT results in the loss of position information
for that IR unit and cannot be a “navigator”.
49
ADR pbs
FAULT: Illuminates for an ADR fault
OFF: If the pb is selected to OFF, the ADR is de-energized
50
ON BAT light
During Alignment: Indicates the ADIRUs ability to connect to the
battery. Does not illuminate during a fast alignment.
Other Times: Indicates one or more ADIRUs operating on battery
power.
If an ADIRU is powered by the batteries on the ground, the external
horn and ADIRU & AVNCS light (external power panel) 51
illuminates.
ADR Review
Backup VSI (amber box

surrounds digital readout)
52
IR Review
G LOAD
53
54
STROBE switch
•AUTO position turns strobe lights on when struts are NOT
compressed
•OFF position turns strobes off and if inflight displays the
ECAM memo.
55
WING switch
•The WING switch turns on the two wing lights that illuminate
the wing leading edge and engine inlet.
56
NAV & LOGO switch
• Two sets on navigation lights for each wing and tail cone area.
• Two logo lights (one on each side of the vertical stabilizer)
illuminate the vertical stabilizer if the struts ARE compressed or
the slats are extended.
57
NOSE switch
T.O – The taxi AND takeoff lights are on.
TAXI – Only the taxi light is on
Both lights extinguish automatically when the

landing gear is retracted.
58
LAND switches
ON – Respective landing light is extended and on. ECAM memo is
displayed.
OFF – Respective landing light is extended but off. ECAM memo
is displayed.
RETRACT – Respective landing light is retracted and off.
59
RWY TURN OFF switch
• Turns on the two angled lights on the nosewheel.
• Both lights extinguish automatically when the landing gear is
retracted
60
61
NO SMOKING switch
AUTO
• NO SMOKING signs are illuminated at all times.
• EXIT signs automatically illuminate when the landing gear is extended and
extinguish when the landing gear is retracted.
The ECAM memo is displayed when the NO SMOKING sign is on.

Regardless of switch position, if the cabin altitude exceeds 11,300
feet (+/- 350 feet), the SEAT BELT, NO SMOKING, and EXIT
signs illuminate.
62
EMER EXIT LT switch
•Because the emergency lights must be armed during aircraft
operation, an amber OFF light next to the switch illuminates if the
switch is in the OFF position.
•In the ON position, the overhead emergency lights, exit signs, and
exit markers illuminate.
•The flight attendants can control the cabin emergency lights using
Overhead
the EMER pb onEmergency Light
the forward attendant panel regardless of the
position of the cockpit EMER EXIT LT switch.
EXIT Signs
63
EMER EXIT LT switch
ARM – Illuminates the overhead emergency lights, exit signs and
exit markers automatically following the loss of:
•Normal electrical power (e.g., AC BUS 1 and 2 fail)
•The DC ESS SHED bus is lost
64
Power Supply
Overhead emergency lights and exit signs are
powered by:
DC ESS SHED BUS DC ESS SHED
or
12 minute internal batteries if DC ESS SHED
bus fails.
Exit markers are powered only by their 12

minute internal batteries
65
12 Minute Internal Batteries
• The DC ESS SHED bus charges the batteries

• If any of the cabin emergency lights are illuminated, manually or
automatically, the respective internal batteries are not being
charged.
66
Escape Path Marking System
(Photo Luminescent System)
• On most aircraft, the escape path marking system contains a photo
luminescent floor path lighting system. It is designed to aid in
locating the exits if the cabin is dark.
• The photo luminescent strips absorb energy when exposed to light,

and gradually release this energy. It takes 15 minutes of exposure to
cabin lighting (ceiling and window lights) to completely charge the
system.
67
Escape Path Marking System
• On some A321s, the emergency escape path lighting is electrically
powered instead of the photo luminescent type.
• This escape path lighting is illuminated in the same manner as the
exit markers (i.e., loss of normal electrical power/ 12 minute
batteries).
68
69
Selecting the DITCHING pb (aka “Deicing” pb) ON commands the
following items to close:
• The outflow valve
• The emergency ram air inlet
• The avionics ventilation inlet and extract valves
• The pack flow control valves
• The forward cargo isolation valves (some A321s do not have
these valves)
The outflow valve will not close if the MODE SEL pb is selected to
MAN.
70
LDG ELEV selector
AUTO: The FMS provides destination field elevation to the active
pressure controller
OTHER THAN AUTO: The selector is used to transmit field
elevation to the active pressure controller
Manually selecting a
landing elevation
does not effect the
automatic operation
of the pressurization
system. 71
MODE SEL pb
AUTO: Activates the automatic mode. One of PRESSURE
CONTROLLER 1
PRESSURE
CONTROLLER 2
the two Pressure Controllers operates the
outflow valve.
The inactive controller automatically activates
if the active controller fails.
72
PRESSURE
CONTROLLER 1
•The active controller regulates the cabin altitude based on information

received from other computers (e.g., ADIRS, FMS, etc.) and its
programmed phases of flight (Ground, takeoff, climb, cruise, descent,
and abort).
•The active controller also provides the ECAM data. 73
MODE SEL pb
MAN: The manual mode provides backup PRESSURE
CONTROLLER 1
PRESSURE
CONTROLLER 2
pressurization control in the event BOTH
Pressure Controllers fail (FAULT light will
illuminate).
The manual mode incorporates a third
separate motor to operate the outflow valve.
In the manual mode, the pilot regulates the
cabin altitude by modulating the outflow
valve using the MAN V/S CTL switch.
74
Manual Pressurization
Pressure Controller 1 contains a backup section that provides ECAM

indications during the MAN mode
75
76
Sensors and Controls
LANE 1 LANE 2 LANE 1 LANE 2
PACK 1 PACK 2
• Two Air Conditioning System Controllers provide temperature

optimization.
• Either lane provides full controller and air conditioning 77
functionality
• The PACK FLOW selector allows the crew to select a desired
pack flow based on passenger load.
• The PACK FLOW selector communicates with the AC
Controllers, NOT directly to the pack flow control valves.
78
During preflight, PACK FAULT lights are normal without APU
bleed air.
Selecting the APU BLEED pb to ON provides air pressure to open
the pack flow control valves and extinguish the FAULT lights.
If APU bleed air IS available to the packs, the FAULT lights
illuminate for all of the following:
•Valve/pb disagreement
•Pack overheat (compressor or pack outlet)
79
• The temperature selectors communicate with the AC Controllers,
NOT directly to a valve.
• Individual cabin zone temperatures can be adjusted via the
forward attendant panel +/-5°F from the cockpit selected
temperatures.
80
Air Conditioning ECAM Indications
Zone temperature
Hot Air valve
Duct temperature
Trim Air valve position
Pack Flow Control valve
Pack Flow indication
Compressor Outlet temperature
Pack Bypass valve position
Pack Outlet temperature 81

Air Conditioning Differences
Some A321s have a Zone Sensors and Controls

Controller and two Pack
Controllers instead of two AC
System Controllers PRIMARY SECONDARY
CHANNEL CHANNEL
The main difference with a Zone

Controller and two Pack
controllers are the Primary and
PRIMARY SECONDARY PRIMARY SECONDARY
Secondary channel functions. CHANNEL CHANNEL CHANNEL CHANNEL
Primary channels essentially

control valves while secondary
channels provide ECAM PACK 1 PACK 2
indications and limited backup

82
control.
Pneumatic System Review
Three sources of Pneumatic System bleed air:

•APU Aircraft limitations
•Engine prohibit the use of two
•External High Pressure (“air cart”) sources simultaneously
Two Bleed Monitor Computers (BMCs) control and monitor the
system
BMC 1 BMC 2
Engine 1 Interconnected Engine 2

Left side Right side
APU 83
XBLEED
The BMCs provide bleed fault indications and protections for the following
abnormals:
• Over temperature
• Overpressure
• Bleed leak
Single leak detection loop for the engines and APU
• BMC 1 – engine 1 and APU
• BMC 2 – engine 2
Dual leak detection loops for the wings.
84
GND appears ONLY Engine Bleed valve can be

on the ground. closed manually with the
BLEED pb or the ENG
It indicates the location
FIRE pb.
where external high
pressure air is The BMC automatically
connected to the closes it to isolate bleed
pneumatic system. leaks or for other abnormals
(e.g., overtemp)
It is NOT an indication
that external air is
connected to the
system.
The HP Bleed Valve automatically opens (BMC) when IP

stage air is not sufficient to meet bleed demands.
This forces the IP check valve closed as HP air REPLACES IP 85
air. The check valve is not depicted on the ECAM.
86
BAT 1 and BAT 2 pbs
AUTO: The Battery Charge Limiters (BCLs) automatically open
and close the battery contactors to disconnect or connect to the BAT
BUS.
Automatic cut-off logic prevents the batteries from completely

discharging if on the ground without AC power.
Without AC power BAT 1 powers AC ESS BUS through a static

inverter. BAT 2 powers the DC ESS BUS.
87
During preflight, GEN FAULT lights are normal. The generator
contactor is commanded closed, but the contactor is open since the
respective engine is not running.
BUS TIE pb
AUTO: The auto position allows any AC generator (engine, APU or
external power) to power the entire electrical system.
OFF: The OFF position does not allow the engine generators to
power the opposite side. Furthermore, the APU GEN AND EXT
PWR cannot connect to the electrical system
88
Normal Electrical Configuration
(Engines Running)
Electrical System
Priority
G Generator (ENG)
E EXT PWR
A APU
R RAT
B Batteries
89
Abnormal Electrical Configuration
(AC BUS 1 Fault)
The system
automatically
reconfigures to
allow TR2, through
DC BUS 2 and DC
BAT BUS, to power
DC BUS 1.
The ECAM will

direct the crew to
use the AC ESS
FEED pb
90
Abnormal Electrical Configuration
(AC BUS 1 Fault)
The AC ESS FEED

pb allows the pilot
to activate an
alternate power
source for the AC The AC ESS BUS
ESS BUS. This now powers the DC
alternate power ESS BUS through 91
source is AC BUS 2. the ESS TR.
GALLEY pb
AUTO: The main galley and in-seat power are automatically shed
during single generator operations. However, secondary galley
power remains available and will power smaller items such as the
coffee makers.
NOTE: When on the ground with APU or EXT PWR supplying the
electrical power, the main galley items DO NOT shed.
OFF: Selecting the GALLEY pb to OFF depowers the main galley,
secondary galley, and in-seat power.
FAULT light illuminates if the load on any generator is more than
100% of rated output.
92
IDG pbs
Normally on (lights out), the IDG pb may be selected to OFF,
disconnecting the respective IDG from the engine’s accessory gear
box. CAUTION
To prevent damage, an IDG pb must not be pushed

for longer than 3 seconds and the respective engine
must be running or windmilling.
If disconnected, the respective generator is lost for the remainder of

the flight. An IDG can only be reset on the ground by maintenance.
The IDG FAULT light illuminates for any of the following:

•High IDG oil temperature
93
•Low IDG oil pressure
Rear CB Panel
Items not powered at any

point during the Emergency
Electrical Configuration
Red Collared CBs are

for Wing Tip Brakes.
The collars prevent the
crew from pulling them
in-flight.
94
Overhead CB Panel
Green CBs
•System is monitored by
the ECAM
•If CB is pulled or
tripped, it will generate an
amber CB TRIPPED
ECAM message
95
Overhead CB Panel
Black CBs
• System associated with CB
may or may not be monitored
by the ECAM
• If CB is pulled or is tripped,
it WILL NOT generate a “CB
TRIPPED” ECAM message
96
Emergency Electrical Review
HYD HYD
EMER
GEN MOTOR PUMP
When AC BUS 1 and AC BUS 2 are unpowered in-flight, the

RAT automatically extends and powers a hydraulic pump in the
BLUE system which drives a hydraulic motor that powers the
97
EMERGENCY GENERATOR
FYI - This is
the ONLY red
fault light
MAN ON pb
The MAN ON pb provides the crew with the ability to manually extend the RAT
and bring the EMERGENCY GENERATOR on-line.
It takes the RAT about eight seconds to extend, come up to speed and provide
BLUE hydraulic pressure to power the EMERGENCY GENERATOR. While the
RAT is extending, the electrical system shifts to battery power.
The RAT & EMER GEN FAULT light illuminates if the EMERGENCY
GENERATOR is not supplying power when it should be (i.e., AC BUS 1 and 2
unpowered in-flight) 98
GEN 1 LINE pb
This pb allows the crew to control a special circuit that dedicates
GEN 1 to power ONLY one fuel pump in each wing, but remove
GEN 1 from the rest of the electrical network.
It is used as part of the procedure for the avionics smoke abnormal.
99
100
Fire Detection
Fire detection is the same for the engines and APU:
• Each contain a Fire Detection Unit (FDU)
• Two detection loops (A and B) that detect a temperature rise
associated with a fire
• Both loops must detect a fire before the FDU signals engine fire
• If one loop is faulty, the remaining loop provides fire detection
• If both loops fail within five seconds, the FDU signals an engine
fire
• If both loops fail greater than five seconds, the FDU signals a fire
detection fault 101
Fire Protection
Fire protection is different for the engines and APU:
•Two halon bottles for each engine
•One halon bottle for the APU
•APU discharges the bottle automatically if a fire is detected on
the ground.
The batteries should ALWAYS be in the AUTO position
during APU OPERATION, when the APU is the
only source of electrical power to the aircraft.
BECAUSE:
If there is a fire detected in the APU, the auto shutdown sequence will initiate. With the
batteries selected “OFF “ the APU generator will drop off line at around 95% RPM.
After the APU generator has dropped off line, the automatic fire extinguishing 102
capability of the system is lost.
103
Unlike the engine & APU system, the cargo dual loop detection units
are equipped with smoke detectors instead of heat detectors.
Smoke detectors are installed in ceiling cavities for both cargo
compartments and generate SMOKE warnings.
One cavity houses two smoke detectors (dual loop). Two cavities in
the aft cargo compartment and one cavity in the forward cargo
compartment.
Smoke in either cargo compartment will generate a SMOKE
warning if:
• both detectors in a ceiling cavity sense smoke or 104
• one smoke detector senses smoke and the other is inoperative
DISCH DISCH
•Only one bottle provides fire protection for both compartments

•Expect the SMOKE light to remain illuminated after bottle
discharge even if the source of the smoke is extinguished. The
forward compartment is the only ventilated compartment, but with a
SMOKE warning, the isolation valves close automatically to “un-105
ventilate” and aid fire suppression.
Other Fire Detection/Protection
CIDS
Avionics
SMOKE LAVATORY SMOKE
SMOKE AVNCS SMOKE
NO ECAM
message
106
107
The AUDIO SWITCHING selector allows the captain or first officer
to use ACP 3 if their respective ACP has failed.
108
109
Now NAVAID
tuning is ONLY
accomplished
using the RMP
• Each RMP provides tuning capability of VHF and HF radios and

standby tuning of navaids.
• If NAV is selected (green light on), the navaids are tuned using the
RMP and the FMGC autotuning capability is inhibited.
110
GPS PRIMARY
111
FMS (Navigation) Review
112
MMR 1 MMR 2
The FMS is the GPS 1 GPS 2
“navigator”
NOTE:
When GPS is available:
When GPS is available, there
• FMGC 1 computes PPOS is no need for more
from the GPS/IRS hybrid AD IR AD IR AD IR
information than what one
information sent by ADIRU can provide (i.e., a
ADIRU 1. GPS/IRS hybrid position).
GPS/IRS
GPS/IRS
• FMGC 2 computes PPOS

from the GPS/IRS hybrid
information sent by
ADIRU 2.
113
Both FMGCs (at the
same time) prepare for
the possibility of
navigation WITHOUT MMR 1 MMR 2
GPS 1 GPS 2
GPS by:
• Creating and
maintaining a MIX IRS
position by receiving AD IR AD IR AD IR
IRS only information
from each ADIRU.
GPS/IRS
GPS/IRS
IRS
IRS
IRS
• Creating a BIAS at IRS IRS

takeoff. IR 1
• Updating the BIAS IR 2
by determining a Radio MIX IRS
Position. IR 3
114
MMR 1 MMR 2
GPS 1 GPS 2
If GPS is AVAILABLE,
the MCDU displays AD IR AD IR AD IR
GPS PRIMARY
The FMS uses the
GPS/IRS
GPS/IRS
IRS
IRS
IRS
GPS/IRS hybrid IRS IRS GPS PRIMARY
information for its

PPOS
115
If GPS is
UNAVAILABLE, the
MCDU displays
GPS PRIMARY LOST
The FMS uses a MIX Navaid

IRS position and a and DME
MMR 1 MMR 2
RADIO position to
GPS 1 GPS 2
determine its PPOS.
High navigation
accuracy is maintained
through MIX IRS and AD IR AD IR AD IR
radio positioning. More
credence is given to the
IRS
IRS
IRS
radio position over GPS PRIMARY LOST

IRS IRS
time.
116
If GPS is UNAVAILABLE
AND the aircraft is
outside of navaid
Navaid
range, the MCDU and DME
displays MMR 1 MMR 2
GPS 1 GPS 2
IRS ONLY NAVIGATION
AD IR AD IR AD IR
The FMS uses the
MIX IRS position ADIRU 1 ADIRU 3 ADIRU 2
and its last known
IRS
IRS
IRS
BIAS for a PPOS. IRS IRS IRS ONLY NAVIGATION
117
118
EIS Review
INVALID DATA INVALID DATA
INVALID DATA
DMC 1 DMC 3 DMC 2
119
EIS Review
INVALID DATA INVALID DATA
INVALID DATA
DMC 1 DMC 3 DMC 2
120
EIS Review
Failed DU
E/WD has priority

and replaces the
SD
The ECAM/ND XFR switch allows the pilot to replace the ND with
the E/WD or SD during DU failures.
121
EIS Review
The ATT HDG and AIR DATA selectors allow the pilot to replace
failed ADIRU 1 or 2 components (i.e., ADR and IR units) with
components from ADIRU 3.
ATT HDG = IR from ADIRU 3
AIR DATA = ADR from ADIRU 3
For example…
122
DMC 1 DMC 3 DMC 2
IR 1 has 1 3 2
failed. A I A I A I
D R D R D R
123
DMC 1 DMC 3 DMC 2
1 3 2
A I A I A I
D R D R D R
124
125
Each engine is controlled by a dual channel FADEC
Full Authority Digital Engine Control
CHANNEL CHANNEL
A B
Either FADEC channel provides full engine control 126

•An automatic start
abort
Engine fire •A start valve fault
“repeater”
indication •An HP fuel valve
disagreement
Engine start
Automatic start on the ground– FADEC “detects and protects”
against EGT exceedences
Inflight or Manual start – FADEC “detects, but DOES NOT
protect”. For these engine starts, FADEC will provide
warnings/cautions but DOES NOT abort the start
127
ENG MODE selector
IGN/START
•Engines NOT running – powers both FADECs and prepares
FADEC for engine start
•Engines running – manually selects continuous ignition (both
igniters)
128
ENG MODE selector
NORM - Continuous ignition is provided automatically if:
• An ENG ANTI ICE pb is selected ON
• Takeoff thrust selected
• The Engine Interface Unit (EIU) fails
• Approach idle is active (i.e., slats extended in flight)
• An engine flameout or surge is detected in flight.
129
ENG MODE selector
CRANK
Inhibits fuel flow and ignition in preparation for dry cranking. The
CRANK position DOES NOT crank the engine by itself.
In order to crank the engine with the ENG MODE selector in the
CRANK position, the MAN START pb must be selected ON.
130
MAN START pb
If selected to ON, FADEC assumes a “passive” role during engine
start. However, FADEC will “actively” close the start valve upon
reaching engine idle speed even though the MAN START pb is ON.
During a manual engine start, the pilot introduces FUEL and
IGNITION with the ENG MASTER switch.
131
N1 MODE pbs
manually select
N1 MODE pb Rated N1 Mode
After start FADEC operates the engine in EPR mode.
Two degraded modes exist and include:
• Rated N1 Mode – activated automatically if FADEC loses the
ability to sense EPR.
FADEC “rates” N1
limits. The “old” EPR
limits are converted to
N1 limits
Autothrust is
unavailable
132
Two degraded modes exist and include:
•Rated N1 Mode – activated automatically if FADEC loses the
ability to sense EPR.
•Unrated N1 Mode – activated automatically if FADEC loses
the ability to compute EPR.
No limit or
“rating”since
FADEC cannot
compute an EPR
Autothrust is
unavailable
133
Cascade Translating Sleeve
CHANNEL CHANNEL
A B
Blocker Doors
• Each engine is equipped with hydraulically actuated thrust

reversers that are controlled independently by the respective
FADEC.
• Reverse thrust is achieved by directing the flow of FAN or
BYPASS air forward.
• Pivoting blocker doors are installed inside the cowl on each
engine.
• When reverse thrust is selected, the translating sleeve moves aft
and the blocker doors pivot to deflect fan air forward through a
134
now exposed cascade.
Cascade Translating Sleeve
CHANNEL CHANNEL
A B
Blocker Doors
Reverser deployment requires:

•At least one FADEC channel is functioning normally (e.g.,
engine running) and has received a reverser signal from that
engine’s thrust lever.
•The aircraft is sensed on the ground by at least one Landing
Gear Control and Interface Unit (LGCIU).
•The thrust lever reverser signal is further confirmed by at
least one Spoiler Elevator Computer (SEC).
FADEC limits thrust to idle reverse until the respective engine 135
reversers are fully deployed.
And FINALLY….The Fuel System!!
136
The aircraft is refueled via the outer wing tanks. When the outer wing
tanks are full, the fuel spills into the inner wing tanks
Fuel loads of 27,004 lbs or less should contain NO (or very little) in the
center tank. Fuel loads greater than 27,004 lbs may refuel the center
tank before the wing tanks are full. NOTE: This causes an AUTO
FEED FAULT message on the E/WD. The message will clear after
completing the refueling process.
External
refueling panel
is open
13,502 lbs 13,502 lbs
Surge Surge
Tank 14,281 lbs Tank
11,982 lbs 11,982 lbs
INNER TANK CENTER TANK INNER TANK
137
Center tank fuel is burned first with center tank pumps having
priority over wing tank pumps (wing tank pumps are fitted with
pressure reducing valves).
MODE SEL pb
AUTO with PUMP 1 and PUMP 2 pbs on (lights out): the center
tank pumps run continuously except:
• When slats are extended
• A Low level is sensed
• If the inner wing tank overfills (IDG return fuel) 138
Outer tank fuel transfer occurs if an inner tank reaches
approximately 1650 lbs.
139
The fuel system has the most significant differences between the
A319 and A321.
41000 LBS
No center tank feeding
No wing tank split
140
MODE SEL pb
AUTO:
The Fuel Level Sensing Control Unit (FLSU) automatically
controls the center tank TRANSFER VALVES that allow wing tank
pump pressure to create suction and transfer fuel from the center
tank to the wing tank.
141
Transfer Valves
If ACTs are installed, fuel transfers from the ACTs to the center
tank automatically after slat retraction.
Cabin air pressure is used to force ACT fuel to the center tank. A
transfer pump is used as a backup in case cabin air is insufficient to
transfer the fuel. ACT Transfer Pump
ACT 2 transfers fuel first, then ACT 1

ACT Transfer Valve
ACT 1 Inlet Valve
Air Shutoff Valve ACT 1 ACT 2

5,178 lbs 5,178 lbs
142
Cabin Air Pressure
Look! It’s an Airbus!
143

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A320 Series

Batteries must be OFF to perform battery check.

AVAIL indicates external power is plugged in

MASTER SW: controls the power supply for

• Automatic sequencing and protection

FAULT indicates an automatic or emergency

START pb: When selected ON, the

When AVAIL replaces ON:

• the starting sequence is complete.

• bleed air is available and…

• electrical power is available.

Note: The BAT pbs MUST be AUTO (lights out) for an

Which power source is

EXT PWR must be de-

If the APU were to auto

It may be selected OFF, which isolates the APU generator

Maximum altitude for APU start on battery power only.

AFTER 3 CONSECUTIVE START ATTEMPTS,

THE APU CAN PROVIDE SUFFICIENT BLEED

USE OF APU BLEED AIR FOR WING ANTI-ICE

Both LGCIUs detect gear down and locked

A/SKID & N/W STRG switch

• Green Hydraulics BSCU Steering

Anti-Skid YES YES NO NO NO

• May or may not have CHANNEL CHANNEL

• ABCU provides “brake

NOTE: Some A321s do

Anti-Skid YES YES NO NO NO

Alternate Brakes Without

Anti-Skid YES YES NO NO NO

• The ABCU automatically

Anti-Skid YES YES NO NO NO

Anti-Skid YES YES NO NO NO

Selecting wing anti-ice ON

Wing anti-ice provides anti-icing capability for the three outboard

Selecting the WING anti-ice pb on while on the ground allows for

Cockpit Oxygen System

Passenger Oxygen System

Crew Oxygen Indications

Normal fill Warning area

The wind driven RAT will NOT

If the BLUE electric pump fails and Blue hydraulic pressure is

It is not necessary for the loudspeaker volume to be

ADIRU 1 ADIRU 3 ADIRU 2

Three Air Data Inertial Reference Units (ADIRUs)

Measurement – IRU has the ability to sense current latitude. If the

Backup VSI (amber box

Both lights extinguish automatically when the

The ECAM memo is displayed when the NO SMOKING sign is on.

Exit markers are powered only by their 12

• The DC ESS SHED bus charges the batteries

• The photo luminescent strips absorb energy when exposed to light,

•The active controller regulates the cabin altitude based on information

Pressure Controller 1 contains a backup section that provides ECAM

LANE 1 LANE 2 LANE 1 LANE 2

• Two Air Conditioning System Controllers provide temperature

Trim Air valve position

Pack Flow Control valve

Pack Flow indication

Compressor Outlet temperature

Pack Bypass valve position

Pack Outlet temperature 81

Some A321s have a Zone Sensors and Controls