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A319/A320 Technical Notes: Chris Gauci
A319/A320 Technical Notes: Chris Gauci
2004
Chris Gauci
Contents:
Aircraft General.............................................................................................. 3
Air Conditioning............................................................................................. 4
Pressurisation................................................................................................ 6
Ventilation ...................................................................................................... 7
Auto Flight...................................................................................................... 8
Electrical.......................................................................................................14
Fire Protection ............................................................................................. 16
Flight Controls ............................................................................................. 17
Fuel ............................................................................................................... 26
Hydraulics .................................................................................................... 27
Ice and Rain Protection ............................................................................... 28
Indicating/Recording System ..................................................................... 29
Landing Gear................................................................................................ 31
Lights ............................................................................................................ 35
Navigation .................................................................................................... 36
Oxygen.......................................................................................................... 38
Pneumatic..................................................................................................... 39
APU ............................................................................................................... 40
Doors ............................................................................................................ 41
Power Plant .................................................................................................. 42
Aircraft General
• Dimensions:
o Length 37.57 m
o Wingspan 34.1 m
• Unpressurised areas:
o Nose cone
o Nose gear bay
o Air conditioning compartment
o Main gear bay
o Tail cone
• During a turn the outer wingtip makes the largest circle by 3.69 m from the
nose for an A320 and 4.98 m for an A319
• G limits:
o Clean: -1g to +2.5g
o All other configurations: -0g to +2g
• Takeoff and landing elevation limits:
o -1,000’ to +9,200’
• Max crosswind for takeoff: 29kt gusting to 38kt
• Max crosswind for landing: 33kt gusting to 38kt
• Max tailwind: 10kt
• Max wind for passenger door operation: 65kt
• Max wind for cargo door operation: 40kt
• VMCG:
o Conf 1+F: 109.5kt
o Conf 2: 107.5kt
o Conf 3:107kt
• VMCA: 110kt
• Max speed with landing gear extended: 280kt
• Max speed at which landing gear can be extended: 250kt
• Max speed at which landing gear can be retracted: 220kt
• Max altitude to extend landing gear: 25,000’
• Max tyre speed: 195kt
• Max speed for windshield wipers: 230kt
• Max speed for cockpit window opening: 200kt
• Min pavement width for a turn:
o A320: 22.9m
o A319: 20.64m
Air Conditioning
• Temperature regulation is fine tuned by adding hot air to the air leaving the
packs
Trim air
valves
• Pack:
Water
separator
• Pack flow control valve receives signals from the pack controller. It is
pneumatically operated and electrically controlled. It closes automatically
in case of pack overheat, engine start, operation of fire or ditching pb
• Ram air ventilates the cockpit and cabin. Emergency ram air inlet opens
when the switch is pressed and the ditching pb is not pressed and ∆P <
1psi. The outflow valve opens 50% if ∆P < 1psi only if it is in automatic
control.
• The mixer unit is connected to the packs and cabin fans to mix the air. The
emergency ram air inlet and the low pressure ground inlet are also
connected to the mixer unit.
• The pack controller regulates the temperature according to demands from
the zone controller. It does this by modulating the ram air inlet and the
bypass valves. The ram air inlet flaps close during takeoff and landing to
avoid ingesting foreign matter.
• The system delivers high flow when in single pack operations and when the
APU is supplying air.
• When the zone controller demands cannot be met, it sends signals to the
EIU (or ECB in the case of the APU) to increase minimum idle.
• The packs provide air at the coolest selected temperature and each zone is
then optimized using the trim air valves
Failures:
• Zone Controller:
o Primary channel failure: Secondary operates as backup. Flow
and temperature regulation is not optimized. Zones are
controlled to 24°c, cockpit by pack 1 and FWD and AFT cabin by
pack 2.
o Secondary channel failure: No effect.
o Both channel failure: Pack 1 is set at 20°c and pack 2 at 10°c.
• Pack Controller:
o Primary channel failure: Regulation is not optimized and flow is
kept at previous setting.
o Secondary channel failure: No effect but ECAM signals to of
corresponding pack are lost.
o Both channel failure: Pack outlet temperature is controlled by
the anti-ice valve to between 5°c and 30°c within 6 minutes.
ECAM signals are lost.
• Air Cycle Machine failure: Temperature control is achieved using the
primary heat exchanger and the air exits through the bypass valve and the
failed ACM. Pack flow is reduced.
Pressurisation
Limitations:
FMGS Architecture
• In Dual or Independent mode, each FMGC tunes 1 VOR, 5 DME, 1 ILS and
1 ADF automatically.
Alignment of IRS
Flight Director
• Below 30’ during landing and takeoff, when a localizer signal is available,
the vertical bar is replaced by a YAW BAR.
• In SRS/GA TRACK the FD bars are automatically restored. If TRACK/FPA
is selected it automatically reverts to FD bars.
• If the autopilots are off and targets are not flown, the FDs will disengage
once speed protection becomes active.
• FD bars will automatically be removed if:
o Pitch and roll bars are automatically removed when no vertical
or lateral mode is engaged respectively.
o Both bars are removed if ROLL OUT is engaged, or if pitch
exceeds 25° up or 13° down, or if roll exceeds 45°
Autopilot
• The autopilot can be engaged after the aircraft has been airborne for at
least 5 seconds. (Limitation is 100’)
• The autopilot will disengage if:
o The aircraft reaches MDA - 50’ (or 400’ if no MDA/H selected)
on a non ILS approach,
o High speed protection is active,
o Pitch >25° or <13°, bank >45°,
o Angle of attack protection active,
o Rudder pedal deflection >10° out of trim.
• The autoland warning light flashes if RA >200’ and:
o The aircraft gets too far off the beam,
o Both autopilots fail,
o Both LOC transmitters or receivers fail,
o Both G/S transmitters or receivers fail.
• DIR TO does not work if on the LOC and below 700’.
• LOC can be armed above 400’.
• In CLB mode the guidance does not modify the speed to satisfy a
constraint, therefore it may not be met and predicted as missed.
• In OPEN CLB mode, if the altitude change is less than 1200’, it responds
with a rate of 1000 fpm.
• In managed descent, if above the profile, the aircraft will try to regain the
profile by increasing the speed. The symbol ‘√’ will indicate a calculated
profile intercept point which assumes:
o Idle thrust,
o Half speed brake,
o Economy speed + margin.
• TOO STEEP PATH message assumes half speed brake selected.
• If in EXP mode and the FCU speed knob is pulled, the system reverts to
open descent.
• ALT* and ALT CONSTR* cannot be engaged below 400’.
• Two minutes after ALT CRZ is engaged, if mach mode is operative, soft
ALT mode engages (maintains ±50’).
• In OPEN CLB, if the FDs are not followed, and the speed increases, the
FDs disengage at VMAX +4 kts.
• In OPEN DES, if the FDs are ignored and the speed decelerates to VLS –
2 kts, the FD bars disengage. If the speed brake is extended, the FDs
disengage between VLS – 2 and VLS – 19 kts.
• With high V/S, if the speed drops, the vertical speed will be automatically
reduced as the speed reaches VLS (VLS – 5 kts if VLS is the selected
speed).
• With high V/S, if the speed increases, the vertical speed will be temporarily
abandoned when speed reaches VMAX (VMO in clean of VFE + 4 kts).
• SRS engages if:
o V2 is inserted,
o Slats are extended,
o Aircraft has been on the ground for at least 30 sec.
• SRS guides:
o V2 + 10 in normal engine configuration,
o Current speed or V2, whichever is greater if an engine fails,
o Attitude protection of 18° (22.5° in case of windshear),
o Flight path angle protection, minimum V/S of 120 fpm,
o Speed protection limiting to V2 + 15 kts.
• RWY engages if:
o V2 is inserted,
o Slats are extended,
o Aircraft has been on the ground for at least 30 sec.
o The aircraft is receiving a LOC signal and the deviation <½ dot,
o The aircraft heading is within 20° of the ILS course,
o The ILS course is identical to the RWY heading of the origin
airport.
• RWY provides a yaw bar up to 30’ RA, thereafter RWY TRK if not NAV.
• APPR mode has to be armed above 400’. It cannot be armed is RA is not
available.
• Arming APPR above 5,000’ (RA operational height) CAT I will be displayed
until the aircraft descends below 5,000’.
• When LAND mode active, the LOC and G/S are locked.
• At 30’ RA the aircraft axis is aligned to the runway centerline (Align sub-
mode).
• At 700’ the speed target is memorized by the autothrust so no change can
be made and in case of failure the speed reference will not be lost.
• The autoland warning light comes on below 200’ RA in case of:
o Both autopilots off,
o Excessive deviation in LOC (¼ dot above 15’ RA) or G/S (1 dot
above 100’ RA). LOC and G/S scales flash,
o Loss of LOC signal above 15’ RA or G/S above 100’ RA,
o Difference of >15’ between RAs.
• GA engagement:
o Flap lever at least in position 1,
o Aircraft in flight,
o Aircraft has been on ground for less than 30 sec.
• In dual AP configuration, disengagement of GA mode causes AP 2 to
disengage.
• The SRS maintains the current speed or VAPP at GA, whichever is greater.
The target speed is limited to VLS + 25 kts for dual engine, or VLS + 15 kts
for single engine. When SRS disengages, the target speed becomes
green dot. Going through GA acceleration altitude does not disengage
SRS.
• FAC functions:
o Yaw function:
Yaw damping,
Rudder trim,
Rudder travel limit.
o Flight envelope function:
PFD speed scale management,
Alpha floor protection.
o Low energy warning,
o Windshear detection.
• Rudder travel limit:
• FAC 1 computes PFD 1 scale and FAC 2 computes PFD 2 scale. The FAC
computes limits, maneuvering speeds and speed trend.
• Below 14,500’ and 250 kts, the FAC computes the gross weight from the
AOA, speed , altitude, thrust and CG.
• When the aircraft is above 14,500’ or 250 kts, the gross weight is
memorized and updated with fuel consumption.
• Alpha floor is available from liftoff to 100’ RA. It comes in if the AOA is
high. Alpha floor is not available in alternate law or during an engine failure
with flaps/slats extended.
• The Low Energy Warning is available in conf 2, 3 and FULL. The warning
is inhibited if:
o TOGA is selected,
o 100’ > RA > 2,000’,
o Alpha floor or GPWS triggered,
o Alternate law or direct law,
o Both RAs fail.
• Windshear detection is available from lift-off until 1,300’ and from 1,300’ to
50’ during landing.
• Windshear detection works on the calculation of predicted energy level. If it
falls below a predetermined value it gets triggered.
• Minimum height for the use of the autopilot is 100’.
• Autoland:
o G/S angle between -2.5° and -3.15°, at an airport below 2,000’,
at or below maximum landing weight.
o With an engine out, a fail passive landing must be done in conf
FULL.
Electrical
• The Engine and APU have a fire and overheat detection system consisting
of:
o Two identical gas detection loops (A and B) in parallel,
o A Fire Detection Unit (FDU)
• The gas detection loops consist of three sensing elements for each engine
(pylon nacelle, engine core, engine fan section) and one in the APU
compartment.
• Extinguishing:
o Engines – 2 bottles,
o APU – 1 bottle.
• The fire warning appears in case of:
o Fire signal from both loops A and B,
o Fire signal from one loop and fault from the other,
o Breaks in both loops occurring within 5 sec of each other,
o Test.
• Loop FAULT caution appears if:
o One loop is faulty,
o Both loops faulty,
o Fire detection unit fails.
• A red disk at the rear of the fuselage indicates that the APU fire
extinguisher has not been released due to bottle overpressure.
• On ground, in case of an APU fire, the APU will do an automatic shutdown
and automatically fire the extinguisher.
• A smoke detector in the air extraction duct detects smoke in the avionics
compartment. If smoke is detected for more than 5 min it can be cleared
but remains latched. A dual FCU reset on ground can de-latch it.
• One smoke detector is in each lavatory. It sends signals to an SDCU
(Smoke Detection Control Unit) which in turn sends signals to the FWC and
CIDS.
• Each lavatory has an automatic fire extinguishing system in the wastebin.
• Cargo compartments have a smoke detection system. Cavities in the
cargo hold ceiling panels contain two smoke detectors. There are two
cavities in the aft hold and one in the forward hold. The SDCU receives
signals from the detectors and transmits them to the ECAM.
• One fire extinguishing bottle is available for both cargo holds. There are
three nozzles, two in the aft compartment and one in the forward.
Flight Controls
Pitch
Roll
• One aileron and four spoilers (on each wing) control roll.
• Maximum aileron deflection is 25°.
• When flaps are extended the ailerons droop 5° down.
• Maximum spoiler deflection is 35°.
• ELAC 1 normally controls the ailerons. If it fails, ELAC 2 will do its job. If
both ELACs fail, the ailerons revert to damping mode.
• SEC 3 – Spoiler 2.
• SEC 1 – Spoiler 3 and 4.
• SEC 2 – Spoiler 5.
• If a SEC fails, its spoilers are retracted.
• Each aileron has 2 servojacks with two modes: active and damping.
• Servojacks go to damping mode in the case of failure of both ELACs or
blue and green hydraulics low pressure.
• If a spoiler on one wing fails, the opposite one is deactivated.
Speedbrake
Yaw Control
• The ELACs compute the yaw orders and send them to the FACs.
• Three independent servojacks operating in parallel actuate the rudder. The
green servo actuator normally drives all three, the yellow actuator remains
synchronized to take over if necessary.
• Rudder deflection is a function of speed. The FACs control the limiter, if
they fail, maximum deflection is available when the slats are extended.
• Two electric motors which position the artificial feel unit also trim the
rudder. Motor 1 – FAC 1, Motor 2 – FAC2 (Motor 2 remains synchronized
as backup).
• Maximum rudder trim is ±20°.
• With the autopilot engaged, the FMGS computes the rudder trim orders.
Normal Law
Pitch
• The different modes are: ground mode, flight mode and flare mode.
• The ground mode is active on the ground – direct relationship between the
sidestick and elevator deflection. THS – 0°.
• If the pitch attitude on ground exceeds 2.5°, automatic THS reset to zero
stops.
• During takeoff, when the aircraft speed on ground reaches 70 kts, elevator
pitch limit is reduced from 30° to 20°. Direct law is now active.
• When airborne, direct law blends into normal law (flight mode). The
reverse happens on touchdown.
• Flight mode is a load factor demand with autotrim and protections.
• When established in a turn, no pitch corrections are necessary up to a 33°
bank.
• Automatic pitch trim freezes in the following conditions:
o Manual trim order,
o RA < 50’ (100’ with autopilot engaged),
o Load factor < 0.5g (normal is 1g),
o Aircraft under high speed or high mach protection (except with a
fault on one elevator).
• When AOA protection is active, the THS limits are between the trim at the
point of entry into this position and 3.5° nose down.
• The same as above happens when the load factor is >1.25g or the bank
angle is > 33°.
• With the autopilot engaged, the ELACs and SECs limit what the autopilot
can order.
• The autopilot can be disconnected by pressing on the rudder pedals (10°
out of trim).
• The flare mode becomes active at 50’ RA.
• The system memorizes the attitude at 50’ and as the aircraft descends
through 30’, it reduces the attitude to 2° nose down in 8 seconds.
• The protections in normal law are:
o Load factor limitation,
o Pitch attitude protection,
o High AOA protection,
o High speed protection.
• Load factor protection:
o +2.5g to -1g in clean configuration.
o +2g to 0g in other configurations.
• Pitch attitude protection:
o 30° nose up in CONF 3 (25° at low speed).
o 25° nose up in CONF FULL (20° at low speed).
o 15° nose down.
o FD bars disappear when the pitch >25° up or > 13° down. And
they reappear between 22° up and 10° down.
• High angle of attack protection:
o When the AOA > α prot, elevator control goes into protection
mode. Ie: AOA is proportional to sidestick deflection. AOA will
never exceed α max. If the pilot releases the sidestick, the AOA
will return to α prot and stay there. This protection has priority
over all. The autopilot will disconnect at α prot + 1.
o Below 200’, AOA protection is deactivated when the sidestick
deflection is less than ½ nose up and actual α < α prot - 2°.
o At takeoff, α prot = α max for 5 sec.
o α floor is activated when α > α floor (9.5° in CONF 0, 15° in
CONF 1 and 2, 14° in CONF 3 and 13° in CONF FULL) or
sidestick deflection > 14° nose up when in AOA protection
mode.
o α floor is available from liftoff till 100’ before landing.
• High speed protection:
o Activated at or above VMO/MMO.
o When high speed protection is active, pitch trim is frozen and
positive spiral static stability is introduced to 0° bank (bank
returns to zero).
o Bank angle is reduced from 67° to 45°.
o When the speed increases above VMO nose down authority is
reduced and a nose up order is applied to recover from the
condition.
o The autopilot disconnects.
o High speed protection is deactivated when the speed reduces to
below VMO/MMO.
o High speed protection symbol: 2 green bars at VMO + 6 kts.
o ECAM displays O/SPEED at VMO + 4 kts and MMO + 0.006.
• The low energy warning is computed by the FACs (see Autoflight).
Lateral Control
Sideslip Target
• If one engine fails, the FACs modify the sideslip to a β target. Flying at the
β target with give the best climb performance.
• In takeoff configuration (1, 2, 3), when the FACs detect asymmetric thrust
(by 35%) and at least one engine at > 80% N1, the β target becomes
active.
Pitch
Lateral Control
Protections (Reduced)
• This is the same as with protections except that the only protection
available is the load factor limitation.
Direct Law
Pitch
Lateral Control
Mechanical Backup
• Pressing the rudder reset button resets the rudder trim at 1.5° per second.
• The position indicator displays 20° left or right.
• After nosewheel touchdown, whet the pitch < 2.5° for 5 seconds or more,
the THS is automatically reset to 0°.
• The pushbutton on the sidestick has to be pressed for 40 seconds to latch
the priority.
• In priority, a red light appears in front of the pilot whose stick is deactivated.
A green light appears in front of the other pilot only if the deactivated stick
is moved.
• One stick deactivated gives a takeoff config warning.
• A FAULT light on the ELAC switch comes on during an ELAC power on
test (8 seconds).
• On ground, after the first engine start, a white sidestick position indicator
(╬) appears and then disappears once in flight mode.
• Below is the rudder indication on the ECAM page:
o A: Rudder position: Normally green but becomes amber if one
hydraulic level is low.
o B: Rudder Travel Limiter: Indicates the high-speed position.
o C: Rudder Trim position: It is normally in blue. It becomes
amber, if the rudder trim reset fails.
• If the speed brakes are extended from the first engine start to 1,500’,
SPEED BRK appears flashing in amber. It will also appear from 1,500’ to
touchdown if one engine is above idle and the speed brake is selected for
more that 50 sec.
Limitations
• Fuel is stored in the outer wing area for flutter relief and wing bending.
• Fuel is used for IDG cooling.
• Fuel can expand up to 2% without overflowing.
• Max fuel is approximately 18,728 kg.
• The system contains six tank pumps. In normal operation, each engine is
supplied by one pump in the centre tank or two in its wing tank.
• Pressure sequence valves ensure that the centre tank pumps deliver
preferentially.
• Transfer valves permit fuel to transfer from the outer tank to the inner tank.
• Suction valves allow the engines to be suction fed if the pumps are off.
The centre tank doesn’t have any so the fuel would be unusable if the
pumps are inoperative.
• Fuel feed sequence: Centre tank, inner tanks (down to 750 kg) and then
the outer tanks. Each centre tank pump stops until approximately 500 kg of
its associated inner tank fuel has been used.
• The transfer valves open when the inner tank fuel level reaches about 750
kg. When they open they will be latched open and will reset on the next
refueling operation.
• A special pump supplies the APU fuel for startup if the pressure is low.
• Some fuel supplied to each engine is used for IDG cooling, it is then routed
to the outer tank. If it is full, it will overflow into the inner tank through a spill
pipe.
• An FQI (Fuel Quantity Indicator) system controls the automatic refueling
and transmits fuel mass, quantity and temperature to the ECAM.
• The FQI has 2 channels. Channel 2 becomes active if channel 1 fails.
• The FLSCU (Fuel Level Sensing Control Unit) generates fuel level and fuel
temperature signals.
• When the centre tank pumps are in AUTO, they run for two minutes after
engine start, they run before or after engine start if the slats are retracted,
they stop automatically 5 min after centre tank low level is reached.
• On the refuel control panel, if the BATT POWER toggle switch is
momentarily set to ON, the HOT BUS 1 supplies the FQI for tem minutes if
no fuel operation is selected of till the end of the fuel operation. On NORM,
the FQI is not supplied by the batteries.
• Automatic refueling starts from the outer tanks. If the total fuel preset
exceeds the wing tank capacity, the centre tank is refueled simultaneously.
• Approximate fuelling times:
o 17 min for wing wing tanks,
o 20 min for all tanks.
• When L(R) TK PUMPS 1(2) pbs are in the ON position, the pumps run but
only deliver fuel if the centre tank pumps delivery pressure drops below a
threshold.
Hydraulics
• Normal operating pressure is 3,000 psi ± 200 psi (2,500 psi when powered
by the RAT).
• The green system pump is powered by engine 1.
• The yellow system pump is powered by engine 2 or by an electrically or
using a hand pump to get pressure for cargo door operation.
• The blue system pump is powered electrically or by the RAT in emergency.
• The PTU operates when a difference of 500 psi is detected between the
green and yellow system.
• The RAT deploys automatically if AC busses 1 and 2 are lost or manually
through a pb on the overhead panel.
• System accumulators maintain constant pressure.
• Priority valves shut off hydraulic supply to heavy users if the hydraulic level
goes too low.
• HP bleed from engine 1 pressurizes the hydraulic reservoirs. If the
pressure is too low it takes from the crossbleed duct.
• ENG 1(2) PUMP pb FAULT light comes on if reservoir level is low,
reservoir overheats, reservoir air pressure is low or pump pressure is low.
• The blue electrical pump works after the first engine start and in flight.
• The yellow electrical pump works if the cargo door lever is set to OPEN or
CLOSE. All yellow system functions are inhibited except alternate braking
and engine 2 reverser.
• The PTU is inhibited during the first engine start and is tested during the
second engine start. The PTU is inhibited for 40 sec after cargo door
operation.
• On the ECAM HYD page, the system label is normally white but turns
amber when the system pressure falls below 1,450 psi.
Ice and Rain Protection
• Wing anti-ice:
o In flight: the three outboard slats (3, 4, 5) are heated by hot air
from the pneumatic system,
o On ground: putting the wing anti-ice switch to ON performs a 30
sec test sequence.
o If a leak is detected, the system automatically closes the
respective valve.
o With no electrical power, the valve closes.
• Engine anti-ice:
o When there is no pneumatic pressure (engine is off) the valves
close.
o When there is no electrical power, the valves open.
• Window heating:
o Two independent window heating computers (WHC), one on
each side, control the window heating.
o Heating comes on automatically when at least one engine is
running or manually through the pb.
o Windshield heating operates at low power on ground, and at
normal power in flight.
o Windows have only one level of heating.
• Probes heating:
o Three independent Probe Heat Computers (PHC) control the
heating of the captain’s probes, the F/O probes and the STBY
probes.
o Probes are heated automatically when one engine is running or
manually through the pb.
o On ground, the TAT probes are not heated, pitot heating
operates at low level.
• Rain repellent:
o After about 30 sec, the window is covered in spray.
o It is inhibited with the aircraft on the ground and engines
stopped.
o It is to be used in medium/heavy rain.
• Icing conditions exist when the TAT is 10ºC or less and visibility is one mile
or less.
• Engine anti-ice must be ON in icing conditions in climb and cruise when the
SAT > -40 ºC. During descent, it should be ON even if the SAT < -40 ºC.
• Extended flight in icing conditions with slats extended should be avoided.
• Wing anti-ice can be used both to prevent ice formation and to remove ice
accumulation.
• After landing in heavy rain, EXTRACT should be switched to OVRD, after
takeoff, EXTRACT should be switched to AUTO.
• During taxi on contaminated runways, TAT FAULT may be triggered,
ignore it.
Indicating/Recording System
PFD
• Side stick order (white) is displayed after the first engine start.
• The Ground Roll Guidance Bar is displayed on the ground or below 30’ RA
if a LOC signal is available.
• Flight control protection symbols: 67º bank, 15º nose down and 30º nose
up.
• Sideslip index turns into a ß target (if an engine failure is detected) when in
CONF 1, 2 or 3 and any engine N1 > 80% and the difference between N1
is ≥ 35%
• Speed trend shows the projected aircraft speed in 10 seconds.
• Vertical deviation indication shows ±500’.
• Barometric reference flashes if no transition altitude and the aircraft is
below 2,500’.
• Vertical speed indication becomes amber if the vertical speed is:
o >6,000 fpm,
o >2,000 fpm during descent when 1000’ < RA < 2500’
o >1,200 fpm during descent when RA < 1,000’
• Heading is TRUE when latitude is >73ºN or <60ºS.
• One dot on the localizer scale is ±0.8º and ±0.4º on the glideslope scale.
• CHECK ATT denotes a difference of at least 5º between the attitude
information on both PFDs.
• CHECK ALT is displayed if the altitude indication differs by 250’ on QNH or
500’ on STD.
• CHECK HDG is displayed if a difference of 5º or more is detected in the
heading.
• WINDSHEAR is displayed if windshear is detected by the FAC. Detection
is available with slats/flaps extended at takeoff from 5 sec after liftoff to
1,300‘ RA and at landing from 1,300’ RA to 50’ RA.
ND
• In case of a ventilation system failure, the NDs do not display the weather
radar.
• The analogue signal of the wind indication (arrow) is with respect to
magnetic north, while the digital signal is with respect to true north.
• LOC scale is ±0.8º (0.2º per dot) and the VOR scale is ±10º (5º per dot).
• EGPWS colour codes are displayed for current altitude if at level flight. If
descending at more than 1,000 fpm, it shows the next 30 sec.
Landing Gear
Autobrake
Limitations
• Do not set N1 above 75% on both engines with PARK BRK ON.
• If tyre damage suspected, a tyre inspection should be carried out.
• If one tyre is deflated on one or more gears (max 3 tyres), max speed is 7
kts when turning.
• If two tyres are deflated on the same main gear, max speed is 3 kts and the
steering angle should be limited to 30 degrees.
Supplementary Procedures
• The BSCU can be reset on the ground (with the park brake ON) either by
resetting A/SKID & N/W STRG switch or by the cbs if the switch was
unsuccessful.
• In flight it should not be done not to reset a possible real tachometer failure.
• Maintenance action is due if:
o The temperature difference between two brakes on the same
gears >150º and the temperature of one is ≥600º.
o The temperature difference between two brakes on the same
gear is >150º and the temperature of one is ≤60º.
o The difference between the average of the LHS and RHS
brakes is >200º.
o A fuse plug has melted.
o One brake temperature is >900º.
• If taxiing with nosewheel offset:
NWS Offset Offset <= 0.5° 0.5° < Offset <= 1.5° Offset > 1.5°
Procedures
No Immediate
operational Apply the following procedure : maintenance
limitation action is due
Autoland :
• Logo lights illuminate if the landing gear strut is compressed or if the slats
are extended.
• The lights attached to the nose wheel extinguish when the wheel is
retracted.
• The exit markers of the emergency escape path marking system are
powered by internal batteries for at least 12 minutes.
• The DC SHED ESS BUS charges the internal batteries if the EMER LT
selector is not ON.
• If the cabin altitude goes above 11,300’ (±350’) the cabin illuminates and
the FASTEN SEAT BELTS and NO SMOKING signs illuminate.
Navigation
GPS
• An MMR (Multi Modular Receiver) contains the GPS and processes the
data to transfer to the ADIRUs.
• In normal operations, GPS 1 supplies ADIRU 1 and 3, while GPS 2
supplies ADIRU 2.
• Four satellites are required. It then computes an altitude bias and keeps it
frozen if satellite reception reduces to three.
Compass
ISIS
• LOC deviation bar shows the wrong indication if doing a back course.
RAD NAV
Radio Altimeter
• Two RAs:
o PFD 1 shows RA 1 reading,
o PFD 2 shows RA 2 reading.
• The FWC generates the callouts.
• ‘RETARD’ is announced at 20’ with no autothrust or at 10’ with autothrust
active and one autopilot in LAND mode.
Weather Radar
• The predictive windshear antenna scans below 2,300’ and the scan is
displayed on the ND below 1,500’.
• The predictive windshear range is 5 Nm. At takeoff, alerts are inhibited
above 100 kts up to 50’
• The predictive windshear system needs ATC to be on the ON, AUTO or the
XPDR position to operate. PWS switch must be ON, Wx switch may be
OFF.
GPWS
• The GPWS generates aural and visual warnings when RA is between 30’
and 2,450’.
EGPWS
• The EGPWS has a world database. It obtains the position information from
FMS 1. A caution gives 60 sec , while a warning gives 30 sec.
• Height data is taken from the Captain’s baro reference and there is no
protection against baro errors.
• TAD (Terrain Awareness and Display) computes a caution and warning
envelope in front of the aircraft.
• TCF (Terrain Clearance Floor) warns of premature descent, regardless of
the aircraft configuration. Airports and runways must be in the database.
• Terrain display sweeps from centre outwards (to differentiate between Wx
display).
TCAS
Supplementary Procedures
• Radio stations must be manually tuned if the frequency has been entered
into the MCDU manually.
• Wx radar calculation:
o ∆h (feet) ≈ d (Nm) x tilt (degrees) x 100, where
∆h = difference in height between the aircraft and
thunderstorm,
d = distance to the thunderstorm.
• TCAS generates a:
o Corrective advisory,
o Preventive advisory,
o Modified corrective advisory.
Oxygen
• Two Bleed Management Computers (BMC) are available. If one fails, the
other one will take over.
• The BMC selects the compressor stage to use as a bleed source. It also
regulates the temperature using a precooler.
• When the crew select the APU bleed valve to ON, the APU supplies the
pneumatic system if the APU speed is above 95%. This opens the
crossbleed valve and closes the engine bleed automatically.
• The crossbleed valve has two motors, one for auto mode and one for
manual. In AUTO, the valve opens automatically when the APU bleed is
selected ON.
• Leak detection loops detect hot air leaks in the pylon, APU and wings. The
loops in the wings are double.
• When a leak is detected, the crossbleed valve closes (except during engine
start), the related bleed valves close and a fault is triggered.
• BMC 1 detects from APU loop, loop A and engine 1 pylon.
• BMC 2 detects from loop B and engine 2 pylon.
• In case of a BMC failure, the other one takes over but the associated fault
lights are not triggered on the system panel and the associated bleed valve
does not automatically close.
APU
• The Electronic Control Box (ECB) is a full authority controller for the APU.
• The left fuel feed line supplies the APU. If pressure is not sufficient (pumps
off), an APU fuel pump starts automatically.
• In the case of an APU fire on the ground, the APU shuts down
automatically.
• Max EGT during start is 982C
• Max EGT when running is 700ºC – 742ºC or 682º for 5 seconds.
• LOW OIL LEVEL is displayed when the ECB detects it when the aircraft is
on the ground and the APU is not running. Do not start the APU if this
ECAM advisory is displayed. (10 hours of operation is available.)
• In flight, when the aircraft is in electrical emergency configuration, APU
start is inhibited for 45 seconds (to allow emergency generator coupling).
• Start attempts: max 3 cycles and then a 60 minute break.
• APU battery start limit (emergency configuration) 25,000’.
• APU start is not available in flight on batteries only.
• Max 20,000’ for an engine start on the APU.
• Max 20,000’ for operation of one pack on the APU.
Max 15,000’ for operation of both packs on the APU.
Doors
Limitations
• EGT:
o Takeoff and go around – 950ºC
o MCT – 915ºC
o Start – 725ºC
• Max oil temperature – 140ºC (transient 155ºC)
• Min oil temperature for start – -40ºC
• Min oil temperature at takeoff – -10ºC
• Starter limit:
o Four consecutive cycles (each max 2 min),
o Time between start attempts is 20 sec,
o Cooling period after four attempts is 15 min.
• No starter engagement with N2 > 20%.
• Takeoff with flex temperature is not permitted on contaminated runways.
• Below 100’, moving the thrust levers above the climb detent with disengage
the autothrust.
• Manual engine start is recommended if:
o Previous start was aborted due to engine stall, EGT over limit or
low air pressure.
o When expecting a start abort due to marginal bleed performance
or the engine has a reduced EGT margin.
• Max altitude for engine relight in flight is 27,000’
• Min N2 before needing starter assistance is 12%.
• During an inflight start, light up must be achieved within 30 sec of fuel flow.
• Dual engine failure:
o Optimum relight speed 300 kts (-4.5º pitch). At 300 kts the
aircraft flies 2.2 Nm per 1,000’ at 60 tons,
o Resetting the FAC recovers the rudder trim,
o The APU can be started below 25,000’ (if the RAT is out),
o If the start has failed, the engine masters must be turned off for
30 sec to allow combustion chamber ventilation, then on again.