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01 A-320 Neo PDF
01 A-320 Neo PDF
3. BYPASS RATIO - 12 : 1
NEOs
vs
CEOs
OIL TEMPERATURE
CEO NEO
Minimum starting temperature -40 °C -40 °C
Minimum oil quantity 11 qt + estimated consumption (average Check that the oil quantity is at, or above
estimated 15.5 quarts plus the estimated
consumption ~ 0.3 qt/h). consumption for the intended flight, but
not lower than:
‐ 16.5 quarts, if the OAT is at, or above -
30 °C.
‐ 19 quarts, if the OAT is below -30 °C.
CEO NEO
Minimum oil pressure 60 PSI 65 PSI
Note:
3 consecutive start attempts, each of 2 min duration with a cooling
period of 35 s between each cycle.
(For CEOs, 3 consecutive cycles: 2 cycles of 2 min each, followed by
a 3rd cycle of 1 min .Pause between start attempts: 15 s.)
CROSSWIND OPERATION
TAKEOFF
Engine crosswind limit at takeoff: 35 kt (gust included).
FUEL TEMPERATURE for CEO
• APU
ELECTRICAL POWER/AIR BLEED EXTRACTION
COCKPIT FIXED OXYGEN SYSTEM
POWER PLANT
The PW1100G engine is a high bypass ratio, geared turbofan.
COMBUSTION CHAMBER
The annular combustion chamber is fitted with 18 fuel nozzles and 2 igniters.
CEO NEO
LOW-PRESSURE (LP) The low-speed rotor (N1) The low-speed rotor (N1)
COMPRESSOR/TURBINE consists of a front fan consists of a front fan
(single-stage) and a four- (single-stage) and a three-
stage LP compressor stage LP compressor
connected to a five-stage connected to a three-stage
LP turbine. LP turbine.
HIGH-PRESSURE (HP) The high-speed rotor (N2) The high-speed rotor (N2)
COMPRESSOR/TURBINE consists of a ten-stage HP consists of a eight-stage
compressor connected to a HP compressor connected
two-stage HP to a two-stage HP
turbine. turbine.
Following amendments
are made in system
architecture:
Minimum idle
Approach idle
Reverse idle
• IAE engines:
Thrust control parameter: EPR
(Engine Pressure Ratio).
P’ P
EPR = P’ / P
The FADEC computes the thrust rating limit for
each thrust lever position, as shown below.
If the thrust lever is set in a detent, the FADEC
selects the rating limit corresponding to this
detent.
If the thrust lever is set between two detents,
the FADEC selects the rating limit corresponding
to the higher detent.
The engines are in the manual mode provided
the A/THR function is not armed or armed and
not active (thrust lever not in the A/THR
operating range and no alpha floor).
In these conditions, each engine is controlled by
the position of its thrust lever.
The pilot controls thrust by moving the thrust
lever between the IDLE and TOGA positions. Each
position of the thrust lever within these limits
corresponds to an N1.
When the thrust lever is in a detent, the
corresponding N1 is equal to the N1 rating limit
computed by the FADEC for that engine.
In the autothrust mode (A/THR function active), the FMGC
computes the thrust which is limited to the value
corresponding to the thrust lever position (unless the alpha-
floor mode is activated).
Position of the thrust lever within these limits
corresponds to an N1 (For CEO it is EPR).
{you may face loss of thrust during approach or shutdown during landing roll}
• For NEO, the FADEC controls the fuel supply via the Integrated Fuel Pump
and Control (IFPC). [For CEOs, it’s via the Fuel Metering Unit (FMU)]
• Also the fuel system consists of 18 fuel injectors (20 for CEOs) along
with other constituents.
The Integrated Fuel Pump and Control combines both the fuel
pump and fuel control functions into a single unit, thereby
reducing the number of components installed on the Main
Gearbox (MGB).
The IFPC serves the dual function of providing pressurized and
metered fuel to the engine to support combustion and
pressurized fuel for the engine component actuators. The
FADEC controls the Fuel Metering Functions of the IFPC
which transmits its orders through torque motors/servo valves.
[CEOs have separate FUEL PUMP & FUEL METERING UNIT]
Cooling of IDG oil and engine oil are accomplished
respectively by the Integrated Drive Generator / Fuel
oil heat exchanger (IDG FOHE) and by the main
Fuel/Oil heat exchanger.
ENGINE STABILITY
Two air bleed systems [station 2.5 of the LPC and stages 3 and 8 (stages 7th
and 10th FOR CEOs) provide greater compressor stability in the different
flight phases.
The 3rd and 8th stage bleed valves are normally open for most engine
operation but fully closed for engine starting. Their failsafe position is
closed. Theses valves are controlled by FADEC through IPFC.
[For CEOs, The 7th and 10th stage bleed valves are normally closed for most
engine operation but fully open for engine starting. Their failsafe position is
open. Theses valves are controlled by FADEC through FMU.]
Following documentary excerpt has been added for NEOs:
[For CEOs, Both igniters are cut off when N2 reaches 43 %.]
As opposed to CEOs, in case of NEOs FADEC does not take the position of
the ENG 1(2) ANTI ICE pb-sw to control the ignition system.
PRIMARY PARAMETERS
CONTROLS AND INDICATORS
(PW1100G)
SECONDARY PARAMETERS
\
At ISA Sea Level: EGT about 600°C, FF about 270/600 kph/pph, N1
about 19% and N2 about 59%
PACKS status
PACKS appears when the
engine bleeds supply the air
conditioning packs.
ICE AND RAIN
PROTECTION
WING ANTI-ICE - CONTROLS AND INDICATORS
• A fire extinguishing system protects • Two fire bottles supply three nozzles (one
the FWD and AFT cargo in the FWD compartment, and two in the
compartments. AFT compartment). Each bottle has two
• One fire bottle supplies three nozzles discharge heads, one for each
(one in FWD compartment and two in compartment.
AFT compartment). • Further, when the FWD (AFT) SMOKE light
• The bottle has two discharge heads, comes on, the flight crew selects AGENT 1
one for each compartment. When a with the corresponding toggle switch.
member of the flight crew presses • This action ignites the corresponding
the DISCH pushbutton for either squib on the fire bottle, which then
compartment, the action ignites the discharges extinguishing agent into that
corresponding squib on the fire compartment.
bottle, which then discharges • 60 min after the discharge of the first
extinguishing agent into that bottle, the AGENT 2 DISCH light appears.
compartment. This is to indicate that the flight crew has
• When the bottle has discharged, the to discharge AGENT 2 to maintain the
amber DISCH light comes on. required extinguishant concentration.
• Bottle 1 is discharged in approximately 60
s, whereas Bottle 2 discharges within
approximately 90 min controlled by a flow
metering system. This ensures sufficient
agent concentration for 205 min.
The managed target speeds is immediately set to a value that depends upon the
flight phase
ALTERNATE LAW
REDUCED PROTECTIONS
Following is an
additional feature of
NEOs:
For CEOs it is - 1, 3, 4, 10
OXYGEN
FIXED OXYGEN SYSTEM FOR COCKPIT
For CEOs,
Maximum EGT during start: 982 °C.
Maximum EGT with APU running:
• 682 °C during at least 5 s.
• or, 700 °C to 742 °C depending on the ambient temperature
ABNORMAL AND EMERGENCY
PROCEDURE
OPERATING TECHNIQUES
CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE
(PRO-ABN-10 P 5/22)
AT 300 FT AGL:
TARGET SPD.......................................VREF +55
KT (For CEOs it is 50 KT )
This warning appears in case a leak is detected in APU duct and the APU is
off, which means that there is an APU leak fed by engine.
The "APU LEAK FED BY ENG" subtitle and the associated action lines may
be displayed 50 s after the triggering of the ECAM alert.
ENG 1 BLEED........................................................OFF
X BLEED.........................................................SHUT
PACK 1......................................................OFF
WING ANTI ICE............................................... OFF
AVOID ICING CONDITIONS
On ground, if only one bleed temperature sensor is lost, AIR ENG 1(2) BLEED
FAULT is triggered without flight crew actions. In that case, maintenance action is
due.
AIR ENG 1(2) BLEED FAULT - PRO-ABN-36 P 6/30
BLEED NOT CLOSED
The alert is triggered with any single failure of the Engine Bleed Air Temperature
control subsystem.
Note: The flight crew should consider estimated engine oil consumption for the intended
flight of 0.22 quarts per hour.
ENGINE START
AUTOMATIC ENGINE START – PRO NOR-SOP-08 P 4/8
Following excerpt is added for NEOs:
Depending on the engine thermal state, the FADEC can command an automatic dry
cranking before the start of the engine. A memo COOLING is displayed on the E/WD
during dry cranking.
The dry cranking time is of approximately 2 min.
PARKING – (PRO-NOR-SOP-22 P ¼)
Following caution has been appended for NEOs:
During parking, with brakes temperature above 200 °C, brakes vibrations
may be experienced.
In the case of severe vibrations, the flight crew should stop the aircraft
and request towing.
The flight crew must report any brakes vibrations phenomenon in the
logbook.
SPECIAL OPERATIONS
FLIGHT WITH GEAR DOWN – PERFORMANCE
(PRO-SPO-25-40)
Note: ‐ The maximum tailwind for automatic landing and rollout remains 10 kt.
‐ For landing with 15 kt tailwind, only FLAPS FULL is permitted.
Wind for passenger/cargo door operation:
Maximum wind for passenger door
operation:...............................................65 kt
CAUTION
Rapid and large
alternating control
inputs, especially in
combination with
large changes in
pitch, roll or yaw
(e.g. large sideslip
angles) may result in
structural failures at
any speed, even
below VA.
SPEED LIMITATIONS
BUFFET ONSET
Examples
1. Determine Maximum Bank
Angle limited by buffet:
DATA : M = 0.73, FL = 350,
CG = 31 %,
WEIGHT = 60 000 kg
RESULT: load factor = 1.7 g
ENGINE OUT
CAT II and CAT III fail passive autoland are only approved in configuration 3
and FULL, and if engine-out procedures are completed before reaching 1000
ft in approach.
Note: Wind limitation is based on the surface wind reported by ATC. If the
wind displayed on ND exceeds the above-noted autoland limitations, but the
tower reports a surface wind within the limitations, then the autopilot can
remain engaged. If the tower reports a surface wind beyond limitations, only
CAT I automatic approach without autoland can be performed.
AUTOMATIC APPROACH, LANDING AND ROLL OUT
AUTOMATIC LANDING
CAT II and CAT III autoland are approved in CONF 3 and CONF FULL.
PERFORMANCE
CLIMB, CRUSE, DECENT & HOLDING TABLES are different from CEOs and
shows considerable reduction of fuel consumption across the data points.
Additionally, following are also different from CEO data:
APPROACH CLIMB LIMITING WEIGHT
DISPATCH - REQUIRED LANDING DISTANCES
ONE ENGINE INOPERATIVE Performance Tables