This File Was Updated On: March 20, 2005

RED TRIANGLE PRODUCTIONS LLC (registered), copyrighted 1999-2005, Visual Oral Switch-Light Guide (trademark)
IMPORTANT TO READ THIS !! TO MAXIMIZE YOUR VIEWING AREA: By changing your computer
To get the most out of the Visual Oral: 1. Click on View, (located near File, Edit, and Insert) resolution,
Change the Resolution Setting on your computer: A. UNCHECK the Formula Bar (you can always change it back),
you will minimize your scrolling on
Right click anywhere on your Desktop, B. UNCHECK the Status Bar sheet to see the data.
Left click: Properties, and then Settings Tab; 2. Click on View, then Click on Toolbars, then
Adjust Screen Area to 1024 x 768 A. UNCHECK Formatting IF UNABLE: The Video Card in yo
Then: Apply, Yes, OK, OK B. Click on Web (see below in Static Example) computer does not support the cur
[ Not available in the Excel Viewer ] standard technology.
Video cards are inexpensive and

IF YOU RECEIVED THIS ON A CD: you do not need any special
YOU HAVE RECEIVED A PIRATED COPY, AND HAVE, PERHAPS, INADVERTENTLY PARTICIPATED IN AN ILLEGAL ACTIVITY. capabilities (as in gaming video
WE DO NOT ISSUE THIS INFORMATION BY CD. WE ONLY USE DIRECT DOWNLOADING. cards).
Direct Downloading enables you to receive other free, timely benefits.
RTP LLC will prosecute all copyright and trademark infringements and piracy activities.
Since Updates and Revisions are always on-going, it will only a be matter of time before your information
Red Triangle Productions, LLC
is out of date. If you did not purchase, you are not in the database, and will not receive the otherwise
free Revisions that are sent by a simple email to prior purchasing pilots. [ And don't expect Tech Support. :-) ]
For those of you who did purchase, I'm sorry you have to see this but some people think that I am a big corporation and don't mind piracy. I am just one person and I draw every line and type every
letter.
I have had pilots call asking for help, who got a bad CD from someone, even from their Training Department. I've had pilots tell me that they thought copying was OK because "big companies" can
afford it.
On more than one occasion the pirated CD had rogue information, on one occasion there was a virus, and on some other occasions the CD contained unknown programs. I cannot be responsible for
them.
INSTEAD OF BURNING AND SHARING THE DATA FOR FREE, JOIN THE AFFILIATE PROGRAM AT THE WEB SITE AND LET ME PAY YOU FOR YOUR RECOMMENDATIONS.
THIS FILE WAS UPDATED ON: MARCH 20, 2005
Go to www.redtriangle.com. Compare your dates.
Login with your Call Sign & password. If a newer revision is available,
At the Home page, left margin; On the Home page at Your Airplane:
at Main Menu, click on Aircraft Revision Dates. Click on [Download] by your file.
Now, on to the fun stuff… and SCROLL DOWN to see everything.
Practice area:
HOW IT WORKS:
1. ON ALL OF THE FOLLOWING SHEETS YOU WILL
NOTE: YOU WILL BE UNABLE TO EDIT
SEE NEAR EVERY ITEM A RED TRIANGLE.
ANY OF THE SHEETS BECAUSE THEY
Actual size:
ARE PASSWORD PROTECTED.
2. THERE IS NO NEED TO CLICK ON ANYTHING.
DO NOT BE AFRAID OF HURTING ANYTHING.
3. JUST PASS YOUR CURSOR OVER OR NEAR THE
EVERYTHING IS EASILY REPLACED. COPIES
RED TRIANGLE TO SEE THE DATA POP-UP !
ARE FREE AND EVEN THE EXCEL VIEWER
TRY THE EXAMPLE TO THE RIGHT!
CAN BE REPLACED - JUST ASK FOR THEM.
1. ON ALL OF THE FOLLOWING SHEETS YOU WILL
NOTE: YOU WILL BE UNABLE TO EDIT
SEE NEAR EVERY ITEM A RED TRIANGLE.
ANY OF THE SHEETS BECAUSE THEY
Actual size:
ARE PASSWORD PROTECTED.
2. THERE IS NO NEED TO CLICK ON ANYTHING.
DO NOT BE AFRAID OF HURTING ANYTHING.
3. JUST PASS YOUR CURSOR OVER OR NEAR THE
EVERYTHING IS EASILY REPLACED. COPIES
RED TRIANGLE TO SEE THE DATA POP-UP !
ARE FREE AND EVEN THE EXCEL VIEWER
TRY THE EXAMPLE TO THE RIGHT!
CAN BE REPLACED - JUST ASK FOR THEM.
CURSOR (greatly enlarged)
BELOW: THIS IS JUST A PICTURE OF AN EXCEL WINDOW. IT DEMONSTRATES WHAT YOU CAN DO AND WHAT TO LOOK THIS IS THE WEB TOOLBAR
FOR. IT WORKS LIKE YOUR
FORWARD AND BACK
BROWSER BUTTONS.
YOU CAN IGNORE THESE BUTTONS.
IN EXCEL SELECT VIEW, ON SOME SHEETS YOU MAY WISH ONCE YOU JUMP BACK, THE
TOOLBARS, WEB. SEE RIGHT. TO ADJUST THE ZOOM TO A VALUE FORWARD BUTTON HIGHLIGHTS.
This is just a CELL IN EXCEL VIEWER, SELECT VIEW, BETWEEN 10 % and 400 %.
that has been high- ZOOM, AND ADJUST TO SEE THE ONCE YOU JUMP FORWARD, THE
lighted in the SHEET BETWEEN 10% AND 100%. When you change a Sheet, it only BACK BUTTON HIGHLIGHTS,
background grid. changes that one Sheet and does AS IT IS IN THIS EXAMPLE.
It has no meaning. not affect the rest of the File.
YOU CAN SEE MORE SHEET NAMES

USE THE FOUR ARROWS TO MOVE AMONG THE SHEETS. BY CAREFULLY PLACING YOUR
JUMPS THE SHEETS TO THE BEGINNING OF THE FILE. MOUSE CURSOR HERE, WHERE IT
WILL BECOME:
SHIFTS THE SHEETS TO THE LEFT. THESE BUTTONS MOVE ONLY THE SHEET NAMES BELOW, AND THEN YOU
SO YOU CAN FIND WHERE YOU WANT TO GO NEXT. CAN LEFT CLICK & HOLD & DRAG
SHIFTS THE SHEETS TO THE RIGHT. IT DOES NOT CHANGE THE SHEET YOU ARE CURRENTLY ON THE SCROLL BAR RIGHT TO MAKE
UNTIL YOU SELECT ANOTHER SHEET TO VIEW. IT SMALLER, REVEALING MORE
JUMPS THE SHEETS TO THE END.
SHEET NAMES.
EXAMPLE: YOU ARE CURRENTLY ON THE

QUICK LINKS, TABLE OF CONTENTS SHEET.
IT IS THE ONE THAT IS HIGHLIGHTED IN WHITE.
EXAMPLE: YOU ARE CURRENTLY ON THE
ALONG THE BOTTOM OF THE WINDOWS ARE THE SHEETS. QUICK LINKS, TABLE OF CONTENTS SHEET.
THEIR NAMES ARE BRIEF DESCRIPTIONS OF THAT SHEET'S CONTENTS. IT IS THE ONE THAT IS HIGHLIGHTED IN WHITE.
JUST CLICK ON THE SHEET NAME TO SELECT THAT DATA DISPLAY.
NOTE: THESE SHEET NAMES ARE JUST A PICTURE. USE THE ONES IN YOUR REAL EXCEL
WINDOW.
changing your computer
solution,
ou can always change it back),
u will minimize your scrolling on a
eet to see the data.
UNABLE: The Video Card in your

mputer does not support the current
andard technology.
deo cards are inexpensive and

u do not need any special
pabilities (as in gaming video
rds).
w every line and type every
ause "big companies" can
s. I cannot be responsible for
NDATIONS.
LE TO EDIT
TS BECAUSE THEY
ROTECTED.
RTING ANYTHING.
EPLACED. COPIES
EXCEL VIEWER
ASK FOR THEM.
LE TO EDIT
TS BECAUSE THEY
ROTECTED.
RTING ANYTHING.
EPLACED. COPIES
EXCEL VIEWER
ASK FOR THEM.
THIS IS THE WEB TOOLBAR.

IT WORKS LIKE YOUR
FORWARD AND BACK
BROWSER BUTTONS.
HESE BUTTONS.
HEET NAMES
NG YOUR
E, WHERE IT
LD & DRAG
HT TO MAKE
NG MORE
© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle Productions LLC
B 2 3 4 5 6 7 8 These are Quick Links to another place within a specific Sheet.
PUT YOUR MOUSE OVER ME
FILE OVERVIEW
Ctrl
MORE HELPFUL INST
1. Use Page Up and Page D
2. If you have scrolled / jum

CTRL + HOME on your k
Use the: APPLE / COMMAND KEY and the ARROW KEYS will snap that Sheet to it
3. Your mouse may have "s

it may have a Scrolling W
will assist you in moving
P D These are where the PHOTOGRAPHS / DIAGRAMS pop up.
4. On some Smart Mouse' h
scrolling will ZOOM in an
5. In the FULL EXCEL progr

CTRL + PAGE DOWN o
can move you left and rig
In the Excel Viewer this w
FULL EXCEL USERS:
View, Toolbars, select Web:
When you jump use the Back Button
to return, then the Forward Button can Use your Back Button to return
re-jump -- just like in a browser!! to the Sheet that you came
from.
Ctrl
H
Ctrl
MORE HELPFUL INSTRUCTIONS:
Use Page Up and Page Down to scroll on a Sheet.
f you have scrolled / jumped someplace on a Sheet,

CTRL + HOME on your keyboard
will snap that Sheet to its upper leftmost corner.
Your mouse may have "smart mouse" technology:

t may have a Scrolling Wheel or other attributes that
will assist you in moving on the Sheets.
On some Smart Mouse' holding down the Ctrl Key while

scrolling will ZOOM in and out (zoom out limited to 100%).
n the FULL EXCEL program, on your keyboard,

CTRL + PAGE DOWN or CTRL + PAGE UP
can move you left and right through the sheets.
n the Excel Viewer this will NOT work.
Ctrl
Red Triangle Productions LLC

Triangle Productions LLC
Help THIS IS THE QUICK LINKS -- TABLE OF CONTENTS (TOC) SHEET. CLICK TO GO ANYWHERE NOW. ON EACH SHEET USE THE UPPER L
INSTRUCTIONS: 1 2 3
CLICK ON PHOTO HOT SPOTS TO GO CLICK ON SYSTEM DISPLA
THERE UPPER OVERHEAD THE
LEFT OVERHEAD ECAM
CENTER OVERHEAD
RIGHT OVERHEAD UPPER DISPLAY
LOWER OVERHEAD
GLARESHIELD
PRIMARY FLIGHT DISPLAYS
ENG
OFF BRT
FORWARD INSTRUMENT
NAVIGATION DISPLAYS LOWER DISPLAY
MAIN LANDING GEAR
APU
STANDBY INSTRUMENTS
ALL PFD MODES
NAV SYMBOLOGY OFF BRT CLR
MCDU MESSAGE LIST
AUDIO RADIO XPONDER WX
PEDESTAL BLEED ENG APU BLEED AIR COND
RUDDER SYSTEM RED LINKS: ECAM ACT
BRAKES / GEAR SYSTEMS
REACTIVE & PREDICTIVE W / S
EFIS ARCHITECTURE
ACRONYMS
CONVERSION CALCULATOR
TECH SUPPORT
SCHEMATICS and DIAGRAMS
ELECTRICAL SCHEMATICS FUEL DIAGRAM
WING FLIGHT CONTROLS HYDRAULIC SCHEMATIC
HORIZONTAL STABILIZER RAM AIR TURBINE
RUDDER DIAGRAM AVIONICS VENTILATION
EFIS ARCHITECTURE EGPWS GRAPHS
H SHEET USE THE UPPER LEFT CORNER "TOC" TO RETURN.
CK ON SYSTEM DISPLAY PAGE BUTTONS TO GO

THERE
T O EMER
CONF CANC
ENG BLEED PRESS ELEC HYD FUEL
APU COND DOOR WHEEL F/CTL ALL
CLR STS RCL CLR
BLEED AIR COND ELECTRICAL HYDRAULIC FUEL CRUISE ECAM

RED LINKS: ECAM ACTIONS ARE INCLUDED
HEMATICS and DIAGRAMS

FUEL DIAGRAM PNEUMATICS DIAGRAMS
HYDRAULIC SCHEMATIC AIR CONDITIONING
RAM AIR TURBINE SAFETY PRESSURIZATION SYSTEM
AVIONICS VENTILATION CARGO SMOKE SYSTEM
EGPWS GRAPHS LOW ENERGY GRAPH
RED TRIANGLE PRODUCTIONS (registered 3-1

© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red
PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Swit
01, 2002, 2003, 2004, 2005 Red Triangle Productions LLC
ile, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC LAVATORY
Sw Guideline IN USE
System Theory
GNADIRS GNADIRS
P
LAWS
Integration N 3
SWITCHING PANEL
WIND
DISPLAY 1 2
Integration II PPOS
HDG 1 3 W E
2
4 5 6
Operations TK/GS
STS
OFF
TEST
7 S 9
Sensors 8
ON BAT ENT 0 CLR
GPS !
?
IR
FAULT
2
FAULT FAULT
IR
IR
1
3
P ALIGN ALIGN ALIGN ?
FAC Functions OFF NAV ATT OFF NAV ATT OFF NAV ATT ?
Function 1 ?
Function 2 WINDSHEAR GRAPHS
Function 3 EFIS ARCHITECTURE

ADR1
ADR3
ADR2
FAULT FAULT FAULT
Function 4 ?
OFF OFF OFF
FLT CTL !
Operation ELAC 1 SEC 1 FAC 1
! LOW ENERGY INHIBITED LOW ENERGY GRAPH
FAULT FAULT FAULT
ALTN / MECH ?
OFF OFF OFF
Redundancy WING FLIGHT CONTROLS
EVAC COMMAND HORN SHUTOFF CAPT & PURS

FLT CONTROL ECAMS
EV AC
Operation
O N
P CAPT
? HYDRAULIC
EMER ELEC TEST

GEN 1 LINE
RAT &
EMER GEN
MAN ON
! HYDRAULIC SCHEMATIC ELEC ECAM SMOKE CONFIGURATION
SMOKE
A
U ? ? ELECTRICAL SCHEMATICS DUAL GENERATOR FAILURE, RAT SUPPLYING
FAULT T
RAT Design OFF
O ? ? RAM AIR TURBINE
? ? VENTILATION PANEL
EGPWS TERRAIN SYS G/S MODE FLAP MODE LDG FLAP 3
FAULT FAULT
System
OFF OFF OFF OFF ON EGPWS GRAPHS
Modes
RECORDER GND CTL
A
RCDR ERASE TEST
U
System T
ON O
DOOR OXY ECAMS
OXYGEN MASK MAN ON

PASSENGER CREW ?
A
System U
T SYS ON ?
O
OFF ?
P
EMER
A319 / A320 MECH ALL FWD AFT
!
CA LL
CALLS
O N
Policy
A321 FWD MID EXIT EMER
CA LL
CALLS
O N
MECH ALL AFT
TOP
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
A1: This sheet was revised on: MARCH 15, 2005
© 1999 - 2005 Red Triangle Productions LLC
A3: Systems Theory:

Lights OUT -- Normal Operations
-- Generally, Switches should be AUTO, NORM, etc.
Pilot Actions are "Blue-to-do"
A7: LAWS:
There are three Laws: Normal, Alternate, and Direct.
Normal Law has three Modes: Ground, Flight and Flare.
Only in Normal Law can you NOT stall the aircraft.
CONCEPT: The G Limit is 2.5 which equates to a level turn of 67.5° Bank.
So the Normal Law Envelope is twice this: 125° Bank.
Similarly for Pitch and Roll.
Should you somehow exceed 125° Bank and return to level flight, you will be in Alternate Law.
While you were exceeding 125° Bank you are in "Abnormal" Law -- the aircraft gives you
control so you can recover the aircraft safely.
Abnormal Law: Unusual Attitudes

The aircraft does not know how it got there, because there were no failures in its systems to trigger Alternate Law.
So the aircraft lets you do whatever you have to do to regain control -- except over-G the plane.
Once under control again, because there were no failures, you will have Speed Stability and Flare Mode.
Alternate Law: both With Speed Stability and Without Speed Stability. "Multiple failures of redundant systems."
Because the plane cannot determine if Normal Law is safe for you, after failures occur,
the plane will stay in Alternate Law, and may or my not have Speed Stability.
You will at least have Overspeed Warning or Stall Warning.
Due to the failures the plane does not trust itself to Auto Land, so you must do so, and you get Direct Law when Gear DOWN.
Direct Law: just like any other plane you have ever flown.
Mechanical Backup is not a Law -- it is there just to help you maintain aircraft control until you can get
one or more of the Flight Control Computers functioning again.
There are only 3 Mechanical controls in the cockpit:
1. Pitch Wheels
2. Rudder Pedals
3. Gravity Gear Extension
FOR MORE DETAILS:

Go to www.redtriangle.bz and at the top of the left margin is Free Extras or Free Downloads.
Click on it.
Go to the Airbus section where there are numerous downloads including Laws explanations.
A8: Integration of systems:

ADR IR GPS
Barometric Altimeter ATT Two GPS systems
Speed HDG Can see constellation of 12 satellites
Mach TRK Minimum required: 3
AOA Acceleration Time correction needs: 4
Temperature Groundspeed To detect an error: 5
Overspeed Warnings PPOS To exclude the error: 6
FPV Input to the IR mix position
Normally:
IR comes from FMGC MCDU
but may be entered on the keypad
---------------------------------------------------------------------------------------------------------------------
Sensors: Output to:
Pitot Static FMS
AOA EFIS
TAT 7 Flt computers
FADEC
A9: INTEGRATION, part two:

The Air Data and Inertial Reference System supplies:
1. Temperature,
2. Anemometric,
3. Barometric, and
4. Inertial Parameters
to the EFIS System (PFD and ND Display) and to other users
such as the:
a) FMGC,
b) Flight Control Computers (FCC),
c) Slat and Flap Control Computers (SFCC)
d) Ground Proximity Warning System (GPWS) [and the Enhanced GPWS (EGPWS) as installed]
e) ATC
f) Cabin Pressure Controller (CPC), and the
g) Maintenance System.
The System consists of three identical ADIRU's which are each divided into two sections:
1) AIR DATA REFERENCE (ADR), and
2) INERTIAL REFERENCE UNIT (IR).
A10: Operations:
Ground: When ADIRS is on Battery power:
1. The external horn sounds
2. The ADIRU and AVNCS lights illuminate on the External Power Panel.
Post-flight: Check the Position Monitor page within 2 minutes after stopping.
1. Check drift against the table in the Pilot Handbook.
2. Check the groundspeeds to be <15 kts.
3. Enter in Maintenance (Mtc) Logbook if groundspeed > 21 kts.
A11: SENSORS:
There are four Types of Sensors:
1. Pitot Probes
2. Static Pressure Probes
3. Angle of Attack (AOA) Sensors (Vanes)
4. Total Air Temperature (TAT) [not heated on the ground]
Air Data Computers (ADC) convert pneumatic information from

the Pitot and Static Probes into numerical format for the ADIRU's.
IRS (laser gyroscope) is initialized through the FMGC.

IRS initialization is an option through the ADIRS Control Panel.
Each ADR or IR can be switched OFF.
A12: GLOBAL POSITIONING SYSTEM (GPS):

This System consists of 24 satellites.
They are often called in part or whole a "constellation."
The network provides precise navigation position information.
The aircraft has two independent GPS Receivers.

Each has a GPS Sensor Unit (GPSSU) and its respective Antenna.
The information is sent to the ADIRU's for processing.
A hybrid computation results in the position that the aircraft uses for navigation.
The actual GPS Position can be found on the GPS Monitor Page on the MCDU.
This is also the place to deselect the use of GPS information if needed.
ACQUISITION MODE begins at power up or during long satellite signal loss.

Once four satellites are in view the GPS goes into NAV Mode.
The GPS uses initial position, time and altitude from the IRS to speed computations.
NAV MODE has the GPS track four or more satellites simultaneously.
With four or more satellites the GPS Altitude and IR Altitude are combined to make an Altitude Bias.
If the fourth satellite is lost, then the Altitude Bias is frozen and Acquisition Mode begins.
If a GPS Receiver FAILS then the ADIRU's use the remaining GPS.
If ADIRU 1 FAILS then ADIRU 2 uses GPSSU 2 and ADIRU 3 uses GPSSU 1.
If ADIRU 2 FAILS then the ATT HDG Selector must be placed to F/O ON 3 to supply ADIRU 3 with GPSSU 2 data.
If two ADIRU's FAIL then the remaining ADIRU uses its own supply side GPS Receiver.
A16: Flight Augmentation Computer:

Provide four main functions:
1. Yaw Function
2. Flight Envelop Function
3. Low Energy Warning Function
4. Windshear Detection Function (Reactive)
Yaw Function
a) Yaw Dampening
b) Turn Coordination
c) Rudder Trim
d) Rudder Travel Limitation

1. Yaw Function
Flight Envelop Function

1. PFD Speed Scale management:
a) Minimum Speed computation
b) Maximum Speed computation
c) Maneuvering Speed
2. Stall Speed computation at any Configuration
NOTE: From this the Gross Weight is computed.
From this the other Speeds are computed.
If you fail to put the GW/CG in on the FUEL PRED Page then
you will NOT have Managed Speed capability on Climb Out.
3. ALPHA FLOOR PROTECTION
a) Triggered when the aircraft reaches a high AOA
b) Automatically set TOGA Thrust regardless of the Thrust Lever(s) position.
c) Available from Lift-off until 100' RA during the Approach.
DIFFERENCE:
When the plane computes VAPP:
A319 computes: VLS + 0 + one third HEADWIND
A320/A321: VLS + 5 + one third HEADWIND

1. Yaw Function
Low Energy Warning Function

1. Triggered when the pilot needs to increase Thrust to achieve
positive Flight Path through Pitch.
2. Available in Configurations 2, 3, FULL
3. During deceleration, the Low Energy Warning is triggered
before ALPHA FLOOR Protection -- unless ALPHA FLOOR
Protection is triggered by Side Stick deflection.8
1. Yaw Function
Windshear Detection Function

1. FAC uses independent Channels.
2. Each FAC interfaces with ELACs when Autopilots are DISENGAGED.
3. Each FAC interfaces with FMGS when Autopilots are ENGAGED.
4. Both computers automatically engage at power up. If any Channel in FAC 1 fails,
then FAC 2 takes over the corresponding Channel.
Envelop of detection is active when Configuration is 1 or more, and:

a) on take off up to 1300'
b) on Approach and Landing from 1300' down to 50'
Detection of Windshear results in WINDSHEAR on the PFD for at least 15 seconds, and
Aural Warning, WINDSHEAR, WINDSHEAR, WINDSHEAR.
A21: Operations:
Slat/Flap lever works through the Slat Flap Control Computer (SFCC), not these computers.
ELAC SEC FAC

Normal Roll .................... Normal Roll ......................... Normal Roll
Normal Pitch Speedbrake Rudder Travel Limit
Alternate Pitch ..................Alternate Pitch Rudder Trim
Direct Pitch .................... Direct Pitch Alternate Yaw
Direct Roll
Abnormal Attitude .............. Abnormal Attitude
NOTE: The ' ........... ' indicate the matches of computer controlling.
A22: Alternate Law:

Multiple failures may result in Alternate Law.
"Multiple failures of redundant Systems."
EXAMPLE:
1. Loss of GREEN and YELLOW Hydraulics results in:
a) Alternate Law for Pitch [ With speed Stability]
b) Direct Law for Roll
c) Mechanical Backup for Yaw
2. Loss of GREEN and BLUE Hydraulics results in:
a) Alternate Law for Pitch [ With speed Stability]
b) Direct Law for Roll
c) Alternate Law for Yaw
3. Loss of YELLOW and BLUE Hydraulics remains in Normal Law.
Mechanical Backup:
Loss of all ELAC and SECs would result Mechanical Backup (not a "Law" actually)
because you have no Side Stick input to flying the aircraft.
There are only 3 Mechanical controls in the cockpit:

1. Pitch Wheels
2. Rudder Pedals
3. Gravity Gear Extension
A23: Redundancy:
7 computers from:
different manufacturers
different computer languages
different algorithms
different hydraulic mix
A25: Operation:
Cockpit: EVAC flashes RED + horn
Cabin: EVAC flashes @ FA panels + tone
A29: Design:
The primary purpose of the RAT is to provide HYDRAULIC power to the aircraft.
Powering the BLUE system is PRIMARY, the EMER GEN electrical power is secondary.
The original A320 RAT design resulted in the loss of the Emergency Generator when
the Landing Gear was extended.
Later modifications and redesign permits the continued use of the Emergency Generator
after Landing Gear extension.
All 319 and 321 aircraft were constructed with the modification.
If not done already, all 320 aircraft will be modified to the new capability.
A33: SYSTEM:
Based on worldwide Terrain Database.
Provides a Terrain Awareness Display (TAD) which predicts terrain conflict and displays terrain on the ND.
The Terrain Clearance Floor triggers a Warning of "Too Low Terrain" regardless of configuration.
TAD computes an envelope ahead of the aircraft and generates these Alerts:
(each pilot's pb is illuminated -- for more about this pb see FWD INST PANEL Sheet)
WARNING: "TERRAIN AHEAD, PULL UP"

The ND shows TERR AHEAD with solid RED areas
CAUTION: "TERRAIN AHEAD"

The ND shows TERR AHEAD with solid YELLOW areas
NOTES:
1. When the TERR ON ND pb is ON, the ND displays the terrain in relation to the aircraft in
ARC or ROSE Modes and in colors GREEN YELLOW, RED and MAGENTA and in variable intensities.
2. When the TERR ON ND pb is NOT ON, a Pop-up Terrain Display will cause the terrain to be displayed
and the TERR ON ND pb to illuminate.
3. When TERR ON ND pb is ON, the Weather Radar image is NOT displayed, although the Radar is still ON.
4. The Terrain Display sweeps from the center outward to the sides, to distinguish it from the Weather Radar Display.
A34: MODES:
Mode 1: Excessive sink rate regardless of configuration
"Sink Rate," then if continues, "Whoop ] Pull Up"
Mode 2: Excessive terrain closure

2A: No gear, no flaps
"Terrain, Terrain," then if continues, "Whoop, Whoop Pull Up"
2B: No gear
"Terrain, Terrain," then if continues (below 700'), "Whoop, Whoop Pull Up"
Mode 3: Altitude loss after take-off

"Don't Sink"
Mode 4: Unsafe terrain clearance

4A: "Too Low, Gear" or, depending on speed & altitude, "Too Low, Terrain"
4B: "Too Low, Flaps" or, depending on speed & altitude, "Too Low, Terrain"
NOTE: Mode 4 can be inhibited by the crew for approaches with a known non-normal configuration.
Mode 5: Descent below glide slope

"Glide Slope" at low volume and then increasing volume.
NOTE: Mode 5 can be inhibited by the crew for intentional approaches below the glide slope.
NOTE: All other modes have priority over Mode 5.
NOTE: If the ILS fails only Mode 5 is inhibited. FAULT does not illuminate; no warning is triggered.
A36: System:
The CVR and DFDR are automatically energized:
1. 5 min after electrical power application
2. On the ground anytime one engine is running
3. In flight
4. For 5 min after the last engine is shut down.
NOTE: DFDR -- records the last 25 HRS of parameters.
A39: SYSTEM:
There is a GREEN Over-pressure Blow-out Disc on
the lower CAPT side Fuselage to indicate
Thermal Discharge of the Bottle.
After stowing the Mask, to deactivate the Mask Microphone,

PRESS:
1. the Press-to-Test pb
2. the Reset pb
A41:
THIS IS THE A321 CALLS PANEL.
A44: Operations: See your Flight Operations Manual (Ch 4) for specific policy.
At the request of In-flight we will use EMER CALL but not EVAC.
EMER CALL (6 bells) or ALL CALL x 6 will be used.
The Internal QRH may have the pilots use the EVAC pb up on this Panel.
When a Mechanic calls the Cockpit the Light in the Cockpit will go out after 60 seconds.
When the Cockpit calls the Mechanic the Light stays ON until a Mechanic presses Reset.
C27: EMERGENCY GENERATOR TEST Switch:

PRESS & HOLD:
If AC 1 & 2 are supplying:

1. EMER GEN is driven if BLUE Electric Pump is ON
2. AC ESS BUS & DC ESS BUS connect to EMER GEN

NOTE: ACC ESS SHED & DC ESS SHED are NOT powered
3. ECAM shows ELEC Page -- only on the ground
If BATTERY(S) are supplying:

STATIC INVERTER powers the AC ESS BUS
(Static Inverter TEST)
C31: Terrain Switch:
Extinguished -- normal operation
OFF -- Inhibits Terrain detection.

Modes 1-5 still function.
FAULT -- Malfunction detected.

Modes 1-5 still function.
C42: MECH Call Switch:
The Cockpit CALL illuminates on the EXT PWR PNL

in the Nose Wheel Bay and the Horn sounds.
When released the Light stays on until a Mechanic presses the Reset.
D9: Data Display Switch:

TEST -- ENT and CLR illuminate and all "8's" on the display
TK/GS -- Displays true track and ground speed
PPOS -- Displays present lat/long
WIND -- Displays true wind direction and speed
HDG -- Shows true heading and minutes remaining until alignment is complete
STS -- Displays an action code
D50: MECH Call Switch:
The Cockpit CALL illuminates on the EXT PWR PNL

in the Nose Wheel Bay and the Horn sounds.
When released the Light stays on until a Mechanic presses the Reset.
E21: ELAC 1: Elevator Aileron Computer
Extinguished -- normal operations
FAULT -- illuminated:
1. A failure is detected (+ ECAM CAUTION)
2. During ELAC Power-up Test it illuminates for 8 seconds.
NOTE: Transients illuminate if longer than 25 milliseconds
OFF -- Computer is OFF

Also RESETS the Computer by selecting OFF then ON.
Extinguishes FAULT Light.
E31: System Switch:
OFF -- All Basic EGPWS Alerts (Modes 1-5) are INHIBITED.
FAULT -- A malfunction in Modes 1-5 detected

-- (+ ECAM CAUTION)
E35: GND CTL Switch:
ON -- CVR, DFDR, and QAR (Quick Access Recorder) are ON.
AUTO -- CVR and DFDR are energized:

1. Automatically for 5 minutes after electric power is supplied to the aircraft
2. With at least one Engine operating
3. Continuously in-flight
Initially you will turn this ON during the Panel Preparations.

The BLUE Light will remain ON until the first Engine is STARTED.
The DFDR will then be in AUTO Mode and operate until
5 minutes after both Engines are shutdown.
If there is problem with the DFDR, a fault is detected, then

an ECAM message; RECORDER DFDR FAULT, is displayed.
There are no actions to be taken by the crew.
E38: MASK MAN ON Switch:
AUTO -- Oxygen mask doors open automatically when

Cabin Altitude exceeds 14,000'.
DEPRESSED -- Oxygen Mask Doors OPEN.
NOTE: This Switch is NOT on the Hot Bat Bus, but

either AC or DC ESS SHED.
E42: ALL Call Switch:
The CAPTAIN CALL (pink) light illuminates

at ALL FA stations and single chime is heard.
E47: FWD Call Switch:
The CAPTAIN CALL (pink) light illuminates at

the Forward FA station and a high/low chime is heard.
F11: ON BAT Light:

1. Illuminates when one or more ADIRUs powered by airplane Battery only.
2. Light also illuminates momentarily (5 sec) at the beginning of alignment

following IR Mode Selector being place to NAV position.
NOTE: This does NOT happen for a fast alignment.
NOTE: If aircraft is on the ground, and

If at least one ADIRU is supplied by BATTERY(S),
Then External Horn sounds, and
External Power Panel has illuminated on it the:
1) ADIRU Light
2) AVNCS Light
F24: COMMAND Switch: This is how it works, regardless of airline policy.
ON -- Cockpit:
"EVAC" flashes RED with the Horn when the command is activated.
Cabin:
EVAC lights flash at FA panels and EVAC Tone sounds.
NOTE: Pushing the Command Switch a second time
cancels the alert.
OFF -- the Alert is stopped
EVAC -- flashes RED when commanded
NOTE: The Front Cover of the QRH does NOT use this for Evacuation,
however the internal QRH steps include it.
See also the CALLS POLICY data box lower on this Sheet.
F28: GEN 1 LINE Switch:
SMOKE -- (+ ECAM WARNING and Single CHIME)

-- Indicates SMOKE has been detected in the Avionics Ventilation Duct.
Thus it is related to the VENTILATION Panel;
When SMOKE is detected in the Avionics Ventilation Duct, then:
1. BLOWER FAULT Light illuminates
2. EXTRACT FAULT Light illuminates
(Use VENTILATION PANEL Quick Link to the right.)
(See ELEC ECAM Quick Link to the right.)
OFF --
1. GEN 1 Contactor OPENS
2. GEN 2 powers AC BUS 1 through the BUS TIE (1)
3. ONE Fuel Pump in each wing remains powered
The ECAM and QRH procedures may arrive at the Emergency Electrical Configuration.
(1) This seems to be the only mention of the BUS TIE item throughout the manual.
G42: FWD Call Switch:

the Forward FA station and a high/low chime is heard.
G47: FWD Call Switch:

the Mid FA station and a high/low chime is heard.
G50: ALL Call Switch:
The CAPTAIN CALL (pink) light illuminates

at ALL FA stations and single chime is heard.
H9: Sys 1, 3, 2 Switch:

OFF -- The CDU is not energized.
ADIRS are still energized if the associated IR Mode Rotary Selector is not OFF.
1, 3, 2 -- Displays that System's data
NOTE: The THIRD system is in the MIDDLE, just like the ADIRS Switch-Lights below.
H16: ADR 2:
APU ECAM Bleed Air Pressure has amber XX when ADIR 2 is:
1. not available, or
2. selected to Off.
H21: SEC 1: Spoiler Elevator Computer
FAULT -- A failure is detected (+ ECAM CAUTION)

Also RESETS the computer by selecting OFF then ON.
NOTE: If SEC 1 & 3 fail Speedbrake extension is INHIBITED.

NOTE: SEC 3 only goes to the innermost two Spoilers.
H31: G/S Mode Switch:
OFF -- Glide Slope Mode 5 is inhibited.
I24: HORN SHUT OFF Switch:

Push -- silences the cockpit Horn only
I28: RAT & EMER GEN Indicator:
NOTE: This is the only RED FAULT light.
FAULT -- If
1. AC 1 not powered and
2. AC 2 not powered and
3. the EMER GEN is NOT supplying.
I35: CVR ERASE Switch:
Press and hold for 2 sec:
Upon release it erases the entire 30 minute tape.
1. Aircraft must be on the ground.
2. Parking Brake Handle must be ON.
I38: Passenger System Indicator Light:
SYS ON -- Illuminates when the control to the

Passenger Oxygen Mask Doors are energized to OPEN.
NOTE: Does NOT mean ALL the doors have opened.
NOTE: Oxygen is self generated and lasts 13 minutes.
NOTE: Remains ON until the Oxygen TMR RESET Switch on

the Overhead Maintenance Panel is pushed.
See UPPER OVHD PNL Sheet.
I42: AFT Call Switch:

the Aft FA station and a chime is heard.
I47: FWD Call Switch:

the Exit FA station and a high/low chime is heard.
I50: AFT Call Switch:

the Aft FA station and a chime is heard.
J31: Flap Mode Switch:
OFF -- Mode 4 Flaps INHIBITED.

Use for reduced flap setting landings.
Mode 4 "Too Low, Flaps" voice warning is
INHIBITED to prevent nuisance warnings.
L2: LAVATORY Light:

Indicates if the forward lavatory is occupied.
L7: Display:
Displays the information selected by the DATA selector.
Keypad entry overrides the selected display.
L9: Keyboard:
Pilot can enter:
present position, or
the heading in ATT mode.
Use NSEW letter keys for lat/long
Use number keys for:

present position, or
present magnetic heading in ATT mode.
CLR -- press to clear input

CUE Light -- illuminates if entry is unreasonable
ENT -- enters data input

CUE Light -- illuminates if a number was entered
for any N, S, E, W
L13: IR 1,2,3 Indicators:
Extinguished -- normal operations -- Alignment completed
FAULT flashing -- ATT and HDG may be recovered in ATT Mode
FAULT steady -- Fault affecting associated IR, (LOST)
ALIGN steady -- Normal alignment mode
ALIGN flashing --
1. No present position entered after 10 minutes following
IR Mode Selector being placed to NAV position
2. 1 Degree difference in latitude/longitude entered in
present position vs the position at shutdown
3. IR FAULT detected
L16: IR 1, 3, 2 Mode Selectors:
NAV -- Normal operating position.

Starts 10 min alignment.
Gives full inertial data to systems.
Select ALIGN IRS on MCDU within 15 min to prevent drift.
OFF -- ADR and IR data not available
ATT -- Only attitude and heading information available.

Enter HDG on CDU Keypad.
Reset every 10 minutes.
L19: ADR 1, 3, 2 Switch:
OFF -- Air Data Output disconnected
FAULT -- Fault detected in Air Data Reference
NOTE: The THIRD system is in the MIDDLE, just like the

System Display Switch above.
NOTE: If two (2) fail you're now in Alternate Law.
L21: FAC 1: Flight Augmentation Computer

Also resets the computer by selecting OFF then ON.
NOTE: FACs give speeds to the PFDs, Reactive Windshear,

Low Energy Warning, and Alpha Protection.
L24: CAPT & PURS Switch:
PURS/CAPT -- EVAC can be activated from cockpit OR cabin.

If activated from the Cabin, the Horn will
only sound for 3 seconds.
This position is NOT used by US Airways.
CAPT -- EVAC can be activated only from the cockpit.
L27: MAN ON Switch:

There is a modification to continue the EMER GEN power when the Gear is DOWN.
AUTO -- RAT automatically EXTENDS... (See RAM AIR TURBINE Quick Link)
If:
1. AC BUS 1 not supplied
2. AC BUS 2 not supplied
3. Speed > 100 kts
Then:
1. RAT drops
2. Blue Hyd System drives the EMER GEN with GEAR -- UP
(and may with the Gear -- DOWN)
3. EMER GEN supplies when the parameters are proper
Uncovered & MAN ON --

1. RAT drops
2. Blue Hyd System drives the EMER GEN with GEAR -- UP
(and may with the Gear -- DOWN)
3. EMER GEN supplies when the parameters are proper, 3 seconds after coupling.
L31: LDG FLAPS 3 Switch:
ON -- Used for Flaps 3 landings.

ECAM shows FLAPS … 3.
Mode 4 "Too Low, Flaps" voice warning is INHIBITED
to prevent nuisance warnings.
L35: CVR TEST Switch:

The CVR test is acceptable with a double beep.
PB Handle is ON, and;

A. GND CTL switch ON
B. or during the first 5 minutes of power
When switch is pressed and held a low frequency tone is

generated through the cockpit Loudspeakers,
even if the Speakers are switched OFF.
L38: CREW SUPPLY Switch:
Extinguished -- ON:
Crew Oxygen Low Pressure Supply Valve is OPEN
Low Pressure Oxygen is supplied to the Crew Masks
OFF -- The Oxygen Low Pressure Supply Valve is CLOSED

L42: EMER Call Switch:
Extinguished -- Normal Operation
For a CALL from the FA's:

A) CALL -- flashes amber
B) ON -- flashes white
C) ATT -- flashes white on the ACP
D) 3 long buzzers sound (3 high/low chimes)
Resets when FA handset is hung-up.
For a CALL from the Cockpit:

When EMER Switch is selected ON;
And at the FA stations:

C) ON -- flashes (pink) at ALL stations
D) "EMERGENCY CALL" illuminates on the FA Indicator Panels
E) 3 high-low chimes ("6 bells") sound
L47: EMER Call Switch:
Extinguished -- Normal Operation
For a CALL from the FA's:

C) ATT -- flashes white on the ACP
D) 3 long buzzers sound (3 high/low chimes)
Resets when FA handset is hung-up.
For a CALL from the Cockpit:

When EMER Switch is selected ON;
And at the FA stations:

C) ON -- flashes (pink) at ALL stations
D) "EMERGENCY CALL" illuminates on the FA Indicator Panels
E) 3 high-low chimes ("6 bells") sound
N12: FIRST FLIGHT OF THE DAY:

If you have the IRS -- ON, but the Terrain or SYS remains ON,
Then you may have a LATCHED FMGC.
This is NOT readily apparent.
Chapter 3 Supplemental Normal Procedures has the solution

to Single Latched FMGC.
N13: TEST QUESTION:

What does the ON BAT Light indicate?
ANS:
1. Illuminates when one or more ADIRUs powered by airplane battery only.
2. Light also illuminates momentarily (5 sec) at the beginning of alignment

following IR Mode Selector being place to NAV position.
NOTE: This does NOT happen for a fast alignment.
N14: TEST QUESTION:

What does the flashing ALIGN Light indicate?
ANS:
1. No present position entered after 10 minutes following
IR Mode Selector being placed to NAV position
2. 1 Degree difference in latitude/longitude entered in
present position vs the position at shutdown
3. IR fault detected
TEST QUESTION:
What does the steady ALIGN Light indicate?
ANS: Normal alignment mode
N15: TEST QUESTION:

If you experience a #1 IR FAULT,
what action should be taken?
ANS: IR 1 FAULT: STATUS

-- ATT HDG SWTG ….. CAPT | INOP SYS
| IR 1
| CAT 3 DUAL
IR may be available in ATT
See IR ALIGNMENT IN ATT MODE procedure.
CAT 3 SINGLE ONLY
N16: TEST QUESTION:

After selecting the IR Mode Selectors to NAV,
you should select ALIGN IRS within how many minutes?
ANS: 15 minutes to avoid excessive ADIRS drift.
N19: TEST QUESTION:

Is the #1 ADR affected if the #1 IR FAULT Light
is illuminated?
ANS: The ADR is still available --

If IR FAULT is illuminated, then
Attitude and Heading information can be
recovered in ATT Mode.
TEST QUESTION:
If #1 IR is switched to OFF, is the #1 ADR still operational?
ANS: NO -- the DIRU is not energized and both ADR and IR

data is NOT available.
N20: NOTE:
It is ADIRS #1 that supplies the input:
speed is less than or greater than 100 kts
as one of the conditions for RAT deployment logic.
N21: LOW ENERGY WARNING INHIBITED:

Normally, triggered during deceleration before
ALPHA FLOOR Protection is reached.
"SPEED, SPEED, SPEED" is sounded;

Thrust MUST BE Increased.
It is computed by the FACs.
Low Energy Warning is INHIBITED:

1. TOGA is selected
2. Below 100' RA
3. Above 2000' RA
4. Alpha Floor is triggered
5. GPWS Alert is triggered
6. Alternate Law
7. Direct Law
8. Both RAs fail
9. Flaps 1
10. Flaps UP
N22: TEST QUESTION:

Under what conditions does the FAC generate a
"SPEED, SPEED, SPEED" message?
ANS: This is the Low Energy Warning.
This is triggered when the pilot needs to increase thrust

in order to achieve a positive flight path through pitch.
This protection is available in configurations 2, 3, and FULL.

during deceleration, the Warning is triggered before Alpha Floor,
(unless Alpha-Floor is triggered by Sidestick deflection).
See web site, www.redtriangle.bz, FREE EXTRAS,

scroll down to Airbus section and the Airbus Laws downloads
for further excellent guides on this subject.
N26: TEST QUESTION:

What is the difference between the two
RAT MAN ON pushbuttons?
Ans: Look at the RAT SCHEMATIC Sheet.
N27: MAN ON Switch:
CAUTION: RAT extension will occur anytime the switch is selected;

even when on the ground with potential injury to ground personnel.
Switch is always powered.
N28: TEST QUESTION:

Under what condition would you use
GEN 1 LINE pushbutton?
Ans: This pushbutton is used for the

Smoke Procedure.
N29: TEST QUESTION:

After the GEN 1 LINE pb is pressed,
what is supplying power to the AC BUS 1?
Ans: The AC BUS 1 is supplied from GEN 2

through the Bus Tie Contactor.
N30: TEST QUESTION:

After the GEN 1 LINE pb is pressed,
what components receive power from
the #1 GEN?
Ans: The GEN #1 will power one Fuel Pump

in each wing Tank.
N38: TEST QUESTION:

When are the Passenger Oxygen Masks automatically deployed?
Ans: Each Passenger Oxygen Container has an electrically activated

door that OPENS automatically when the Cabin Altitude exceeds
14,000'.
N39: TEST QUESTION:

What long will the Passenger Cabin Supplemental Oxygen last?
Ans: Chemical depletion will occur after about 13 minutes.

N40: TEST QUESTION:
What method is used to supply Passenger Cabin Supplemental Oxygen?
Ans: Oxygen Generation for a particular group of Masks begins when a

Mask is pulled toward the Seat. Once Oxygen Generation begins,
it will continue until the chemicals are depleted. There will be
considerable heat and may be some smell. Cabin temperature may
rise. FA may have to manually deploy some of the Masks.
Chemical depletion will occur after about 13 minutes.
N42: EMER CALL Switch:

ON --
1. Flashes for an Emergency Call from the Flight Deck to the Cabin.
2. Pink Light flashes at all area Call Panels.
3. EMERGENCY CALL appears on all FA Indication Panels
4. High - Low Chimes sound three times
CALL flashing --
1. This Light flashes for an Emergency Call from the Flight Deck to the Cabin.
O28: TEST QUESTION:

When does the RAT automatically deploy?
Ans: If:
both Main AC Buses lose electrical power and
the airspeed is above 100 kts,
then:
the Ram Air Turbine will automatically deploy and
pressurizes the BLUE Hydraulic System,
which drives the hydraulically-driven Emergency Generator.
O29: TEST QUESTION:

T/F? The predictive Windshear Alerts have priority over;
TCAS
EGPWS
and other FWC Aural Warnings
Ans: TRUE -- [ They are INHIBITED however, by

Windshear detection by FAC and
Stall Warning Aural messages. ]
O30: TEST QUESTION:

If a Terrain Warning is generated (either Caution or Warning),
and the TERR ON pb is NOT selected ON, will the Terrain be
automatically displayed?
Ans: A Pop-up Terrain Display Function causes the Terrain Display

to come ON and the TERR ON ND Pushbutton Light to illuminate.
[ See FWD INST PNL Sheet for this pb and light. ]
TOC P P D EMERGENCY EXIT LIGHTING MATRIX
APU SYSTEM SAFETY PRESSURIZATION SYSTEM
MORE SYSTEM SCROLL DOWN ? ? ? ? ?? ?? CABIN PRESSURE ECAMS
APU BLEED AVIONICS VENTILATION CLOSED CONFIGURATION
WINDOW/PROBE
ECB HEATING PNEUMATICS DIAGRAMS
ANTI-ICE SYSTEMS
PRIORITIES BLEED AIR COND
ANTI ICE PROBE/ WINDOW ELECTRICAL SCHEMATICS
HEAT APU ECAMS
WING ENG 1 ENG 2
A BLEED ENG APU
FAULT FAULT FAULT U
! T
O ELECTRICAL ECAMS
RAIN RPLNT WIPER ON ON ON ON
OFF
SLOW
STROBE BEACON
EXT LT WING APU
NAV & LOGO
OFF
OFF OFF OFF
FAST
A MASTER SW
U
T 1
O FAULT
ON ON ON 2
ON
APU
LAND
RWY TURN OFF
L R NOSE START
OFF
RETRACT
OFF AVAIL
OFF
TAXI ON
ON T.O.
ON
?? RAIN REMOVAL
? ? ? ? ? ? ? ? ?? ??
EXTERNAL LIGHTS
? ? ?? ?? ??
AIRCRAFT
PRESSURIZATION
CABIN PRESSURE LDG ELEV
AUTO
MAN V/S CTL MODE SEL DITCHING
-2
0
NOTE: US AIRWAYS HAS REVERSED THE
UP FAULT A
U
T 14 2
O N
"ON" AND "OFF" POSITIONS TO STANDARDIZE
MAN RAIN RPLNT
WIPER
THE AIRBUS WITH THEIR BOEING FLEETS.
O
DN 12
10 6
4 RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
8 OFF
© 1999, 2000, 2001 Red Triangle Productions LLC
OVHD INTEG LT
ICE IND & INT LT SLOW
STBY COMPASS ANN LT
DOME
FAST
OFF TEST
DIM DIM
BRT BRT
OFF BRT ON
SIGNS
NO PED
SEAT BELTS EMER EXIT LT
OFF OFF
OFF
A
U
T ARM
O OFF
ON
ON ON
? ? ??
INTEGRAL LIGHTING AND

SIGNS
TOP
A2: System Info:

Fuel is supplied to the APU from the LEFT Manifold by Tank Boost Pumps.
If the Tank Boost Pumps are not operating or in case of a Battery start, the ECB activates a dedicated APU Fuel Pump to supply the APU.
FIRE PROTECTION SYSTEM:

APU is equipped with two identical Detection Loops (A & B) each of which contain one Heat Sensing Element and a FDU.
The Loop in the fireproof enclosure.
The FDU issues a FIRE WARNING when BOTH Loops detect an Overheat.
If one Loop fails the Warning System remains intact.
If both Loops fail within 5 sec of each other a Warning is generated.

This is accompanied by CRC and both APU FIRE and MASTER WARN lights.
One Fire Extinguisher is provided and can be activated by pressing the AGENT DISCH pb on the APU FIRE panel.
On the ground, fire detection causes the Agent to be discharged automatically.

This is accompanied by Nose Wheel Bay Horn and APU FIRE light on the External Service Interphone Panel.
The Light goes out when the fire is extinguished.
In case of GROUND FIRE

1. APU Fire Warnings activate in the Cockpit
2. Horn in Nose Gear Bay sounds
3. AVAIL Light extinguishes
4. FAULT Light illuminates
5. APU shuts down
6. APU Extinguisher discharges
A3: More System Information:

The APU is located in a fireproof enclosure in the unpressurized tail cone.
The Air Intake Flap is located on the underside of the fuselage. It is ABOVE the waterline.
The APU is equipped with a direct drive generator and a separate compressor that supplies the pneumatic system.
Electrical power is supplied and air is provided for both air conditioning and engine start.
It can be operated to the maximum service ceiling.
The generator can supply 100% of the load to 25,000'.
Above this there is a slight capacity reduction.
On the ground the APU can provide 100% of the electrical load while supplying air for either air conditioning or engine start.
Electrical demands have priority over bleed air.
Bleed Air is provided up to 20,000'. (see APU Bleed box)
For improved engine thrust performance the APU can pressurize the aircraft on take-off.
A4: APU Bleed:

1. Climb
Air provided until 23,500'; get FAULT light
2. Descent
Through 21,000' Bleed Valve reopens
A5: ECB: Electric Control Box

It controls and monitors:
1. Start sequence
2. Speed
3. Temperature
4. Bleed air output
5. Shutdown sequence
6. Autoshutdown
7. Dedicated fuel pump
A6: Priorities:
Electrical Priority: to the AC Buses --
1. Engine Generators
2. External Power
3. APU
4. Emergency Generator
5. Batteries
NOTE: There are actually two Electrical Priority sequences depending on:
a) on the Ground
b) In-flight
a) On the Ground:
Eng Generators
Ext Pwr
APU
BATTERY
b) In-flight
Engine Generator(s) (on side)
APU
Engine Generator (off side)
EMER GEN - RAT
BATTERY
D22: TEST QUESTION: T/F

The Rain Repellent PB inhibited on the
ground with the Engines stopped.
ANS: TRUE.
D45: TEST QUESTION:

What Flight Deck Lighting is maintained if
normal electrical power is lost?
Ans: Captain's Instrument Panel

Standby Compass
Right Dome Light, provided the
DOME Switch is set at DIM or BRT.
E45: TEST QUESTION:

Is the ANN LT TEST Switch utilized during Preflight?
Ans: NO --
(This question is perhaps ambiguous)
Chapter 3, Originating/Receiving Checklist,

INT LT Panel,
….
ANN LT Switch …….. As required
PH 5.15.2 says the same information as is

already stated above in the
ANN LT Switch data box.
F45: TEST QUESTION:

What Deck Lighting is available with the
loss of Normal Electrical Power?
ANS: This is available:

A) Captain's Instrument Panel
B) Standby Compass
C) Right Dome Light
(if the Dome Switch is positioned to DIM or BRT)
G12: RAIN REPELLANT:

PUSH -- permits Le Bozec in a measured amount to go to the window.
INHIBITED: (both conditions required)

1. On the ground, and
2. Engines stopped
G31: MAN V/S CTL Switch:

Operation:
Spring-loaded to neutral position.
Controls the Outflow Valve position using the
Manual Motor -- when the MODE SEL pb is
placed in the MAN position.
If the MODE SEL is in MAN, then:

UP -- Outflow Valve OPENS
DN -- Outflow Valve CLOSES
NOTE: This is a slow Valve.
NOTE: DITCHING Switch closes Outflow Valve only

in MODE SEL AUTO mode.
G36: OVHD INTEGRAL LIGHTS Rheostat:

Adjusts the intensity of the lumens.
This adjusts the Overhead Panel's Lighting.

G41: SEAT BELT LIGHTS
ON -- illuminates the
1. FASTEN SEAT BELTS signs in the cabin
2. RETURN TO SEAT signs in lavatories
3. Sounds a Low Chime
OFF -- Turns off the Signs; with a Low Chime
NOTE: Automatically illuminate if cabin pressure exceeds about 11,300' ~ 350'
J30: MODE SEL Switch:

Operation: Automatic switchover from one controller to
the other occurs:
A) in case of failure.
B) three (3) minutes after landing.
Extinguished (AUTO) --
the Outflow Valve is controlled by one of two Controllers.
See CABIN PRESSURE ECAMS Quick Link above, and
the next red triangle pop-up directly below this one.
To select the other System:

ACTION: Go MAN for 10 seconds, then AUTO
MAN -- Pilot has manual control of the Outflow Valve through the
MAN V/S CTL Switch.
NOTES:
1) Baro correction is lost in MAN Mode.
2) There will be NO Fault light.
3) Selecting for 10 sec switches Systems 1 - 2
FAULT -- Illuminates only when BOTH Automatic Systems are faulted
NOTE: AUTO permits DITCHING Switch to closed Outflow Valve.
J36: ICE INDICATOR & STBY COMPASS Switch:

Selects to ON the lighting for the
1. Standby Compass
2. Visual Ice Detector -- extends outside the center divider
of the forward windshields. At night its internal light
works very well. If there is little icing the illumination is
not as nearly visible as when there is icing present.
The Standby Compass is illuminated if

normal electrical power is lost;
on Battery only power.
NOTE: When starting the APU there may be some anomaly in

the Standby Compass due to the proximity of
electromagnetic fields in the nearby APU switchology.
J41: NO PED LIGHTS Switch:

Replacing No Smoking (placarded) function is the No Personal Electronics Devices.
ON -- Turns on the NO PED lights in the cabin. With low tone chime.
OFF -- Turns off the signs. With low tone chime.
AUTO -- NOT used by US Airways.
NOTE: Automatically illuminate if cabin pressure exceeds about 11,300' ~ 350'
K12: WIPER Switch:

Two Speeds:
1. Slow
2. Fast
OFF -- Wiper stows out-of-sight
MAXIMUM SPEED: 230 kts
M30: LDG ELEV Selector:
AUTO -- as shown, SELECTOR points up

The FMGS Data is used to construct an
optimized pressurization schedule.
Other -- PULL and TURN;

This selector determines the flight profile.
The FMGC Landing Elevation Data is NOT used.
Landing field elevations can be selected from:
-2000' up to +14,000'
CABIN PRESSURE ECAM displays the different

labels for the two MAN annunciations.
Use Quick Link above to go there.
M36: DOME LIGHTS Switch:
OFF -- Dome lights are off
DIM -- Dome lights are dim
BRT -- Dome lights are bright
NOTE: When electrical power is supplied by only the batteries,

only the RIGHT Dome Light is ON with
the Dome Light Switch in the DIM or BRT position.
M41: EMER EXIT Light:
This is the only AMBER OFF light.
OFF -- the EMER EXIT LT Switch is positioned to OFF.
P3: TEST QUESTION:

What will cause the ANTI ICE ENG FAULT Light to illuminate?
Ans: Disagreement light:

Valves disagree with commanded position
Momentarily illuminates when valves are in transit
P14: STROBE Lights Switch:

Three synchronized lights, wingtips and tail.
ON -- Energized, flashing
AUTO -- ON when Main Gear Strut is not compressed.
OFF -- unpowered
P19: RWY TURN OFF Lights Switch:

Two 45º angled Lights on the Nose Gear Strut.
Automatically extinguish when the Gear is raised.
OFF -- Runway Turnoff Lights are OFF
ON -- Runway Turnoff Lights are ON
P36: ANNUNCIATOR LIGHTS Switch:
TEST --
A) All flight deck annunciator lights are ON
B) All LCD's display 8's
C) PFD's and ND's display flags
NOTE: US Airways does NOT use this position.
NOTE: Transfer of data between ECAM and ND is

prohibited during a TEST.
DIM -- Lights are dimmed by a reduced voltage to them.
BRT -- All annunciator lights are bright; (normal).

P41: EMER EXIT LIGHTS Switch:
ON -- illuminates the following: see Table

a) Overhead Emergency Lights = "OEL"
b) EXIT lights = "EXIT"
c) Floor Proximity Emergency Escape Path = "PATH"
OFF -- Turns off the above lighting systems
ARM -- See Table to the right
With the Emergency Generator operating,

only the Overhead Emergency Lighting will
be powered through the DC ESS SHED BUS.
If it fails they are powered by internal batteries
kept charged by the DC ESS SHED BUS.
NOTE: the LIGHT-EMER pb on the Purser's Panel

can turn ON ALL the Emergency Lighting Systems
independent of this Cockpit Switch going to "ON."
Q3: TEST QUESTION:

When should ENG ANTI ICE be used?
Ans: From Limitations:
2.6.1 ENGINE ANTI ICE.

ENGINE Anti-ice must be ON during all ground and flight operations when icing
conditions exist or are anticipated (except during Climb and Cruise when the
temperature is below -40° c SAT).
Engine anti-ice must be ON prior to and during Descent in icing conditions

(including temperatures below -40° C SAT).
Q8: WING ANTI-ICE Switch:

Operation: Wing Anti-ice is provided for Slats 3, 4,& 5 on both sides.
APU Bleed is NOT permitted for/with Wing Anti-ice.
Wing Anti-ice is NOT permitted on the ground.
ECAM memo.
ECAM BLEED Page has two triangular Eng A/I Indicators at opposite sides;
Extinguished (OFF) -- Valves are CLOSED.
FAULT -- Disagreement light: (+ ECAM MEMO)

1. A Valve disagrees with its commanded position
2. Low Air Pressure is detected
3. Momentarily illuminates for Valves in transit
ON -- Valve OPEN if Pneumatic Air is available.

TEST: On ground the Valve automatically open and
close after 30 seconds.
Q10: WING ANTI-ICE OPERATIONS:

TAKEOFF / LANDING:
The WAI should be selected ON in anticipation of icing conditions.
Check the Visual Icing Detector (illuminated probe outside center windshield divider).
Check the Windshield Wipers.
1. If required, selected WING ANTI ICE -- ON after the Thrust Reduction Altitude
2. Normally, WING ANTI ICE should be selected OFF at the FAF.
3. If in Severe Icing conditions, the WING ANTI ICE may be left ON for Landing.
NOTE: Its Valve will automatically upon landing.
CAUTION:
1. Avoid extended flight in icing conditions with the SLATS EXTENDED.
2. If a significant amount of ice is accumulated on non-deiced parts of the airframe,
then the Approach Speed must NOT be LOWER than:
CONF FULL:
Vls + 5 kts and the Landing distance must be multiplied by 1.1
CONF 3:
Vls + 10 kts and the Landing distance must be multiplied by 1.15
Q11: WING ANTI-ICE VALVE AUTOMATIC OPERATION:
Hot Engine Bleed Air goes to Slats 3, 4, 5.
The Valve will CLOSE automatically for:

1. LEAK
2. Lost of electrical power
3. Landing
4. Fire PB used.
Q27: TEST QUESTION:

With the LDG ELEV AUTO selected, what altitude is
used for Landing Field Pressurization reference?
Ans: The Pressurization System uses the FMGS Data to

construct an optimized pressure schedule.
Q31: DITCHING Switch:
ON -- Closes all doors below the water line:

1. Emer Ram Air Inlet Valve
2. Avionics Ventilation Inlet Valve
3. Avionics Ventilation Extraction Valve
4. Pack Flow Control Valves
If the MODE SEL Switch is AUTO, then also,

5. Outflow Valve
NOTE: The APU Air Intake Flap is

ABOVE the waterline.
NOTE: When the DITCHING pb is selected

to ON for De/Anti Icing Fluid applications
on the aircraft, the Avionics Ventilation
System is placed in the CLOSED
CONFIGURATION with both Fans running.
a) Due to low OAT there is NO LIMIT to
this operation and configuration.
b) If the ECAM Warning,
VENT AVNCS SYS FAULT
is received, PULL and RESET the
Circuit Breaker after the procedure.
1. CB: D06 on panel 49VU
2. CB: Y17 on panel 122VU
See AVIONICS VENTILATION QUICK LINK above.
R3: TEST QUESTION:

When should WING ANTI ICE be selected ON after Take-off?
Ans: If required, select WING ANTI ICE -- ON after Thrust Reduction Altitude.
R27: TEST QUESTION:

When does the Pressurization System switch AUTO Modes?
Ans: After each landing the two Controllers swap roles.
S3: TEST QUESTION:

When should WING ANTI ICE be selected OFF on Approach?
Ans: Normally, WING ANTI ICE should be selected OFF at the FAF.
If in Severe icing conditions, WING ANTI ICE may be left ON for landing.
S14: BEACON Lights Switch:

Two Anti-collision Fuselage Lights, one top and one bottom.
OFF -- Beacon Lights are OFF
ON -- Beacon Lights are ON
S27: TEST QUESTION:

What does the Ditching Switch do?
ANS: When selected to ON, a CLOSE signal is sent to:

1. Outflow Valve (if NOT in Manual Mode)
2. Emergency Ram Air Inlet
3. Avionics Ventilation Inlet Valve
4. Avionics Extraction Valve
5. Pack Flow Control Valves
6. Forward Cargo Isolation Outlet Valve
(if installed)
T3: TEST QUESTION:
When should Wing Anti-ice be used, if icing
conditions are anticipated or has occurred?
ANS: Use these criteria:

1. Select Wing Anti-ice ON after Thrust Reduction Altitude.
2. Normally, select Wing Anti-ice OFF at the FAF
3. In SEVERE icing, leave Wing Anti-ice ON for landing.
T18: LANDING Lights Switches:
RETRACT -- Lights are retracted and OFF.
OFF -- Lights are extended and OFF
ON -- Lights are extended and ON
T27: TEST QUESTION:

What is the CAUTION about activating the Ditching PB
while on the ground with External Air (low pressure) and
having all the Doors closed?
ANS: A differential pressure will build up..
U3: TEST QUESTION: T/F

Engine Continuous Ignition is automatically provided
when ENG 1 or ENG 2 Anti-ice is selected ON?
ANS: TRUE.
U27: TEST QUESTION:

If Window Heat is required before Engine Start,
how do you select the System ON?
ANS: Probe/Window Heat PB -- ON

NOTE: TAT is NOT heated on the ground.
V8: ENGINE 1, 2 ANTI-ICE Switches:
Extinguished (OFF) -- Valves are CLOSED.
FAULT -- Disagreement light: (+ ECAM MEMO)

Valves disagree with commanded position.
Momentarily illuminates when Valves are in transit.
ON -- Engine Anti-ice Valve OPEN if Bleed Air is available

from a running Engine.
Continuous Ignition is provided when Valve is OPEN
and the ANTI ICE ENG pb is selected ON.
On the ground the N1 will automatically increase to

give better protection against flameout.
The N1 Limit is reduced (tick on gauge) because air is
being used from the Engine for Anti-ice.
NOTE: Fan Blades are NOT anti-iced.
V14: WING Lights Switch:

Two single beam lights, one each wing.
Illuminates leading edge and engine intakes for ice detection.
NOTE: Do NOT rely on visual cues for Engine Anti-ice detection.
V23: TEST QUESTION:

What is the normal position for the NAV and LOGO Switch?
Ans: Chapter 3, Originating/Receiving Checklist,

EXT LT Panel:
….
NAV & LOGO Switch …………2
….
W23: TEST QUESTION:

What lights automatically extinguish when the Landing Gear is retracted?
Ans: Nose Taxi and Take-off Lights; Runway Turn-off Lights
Y14: NAV & LOGO Lights
Dual navigation lights, wingtips and tail cone.

Logo Lights are on the THS and focus on the Rudder.
OFF -- unpowered
1 or 2 -- NAV Lights are ON

-- LOGO Lights are ON:
If
Gear Struts are compressed, or
Slats are extended
Then, selecting:
1: turns on the first set of lights
2: turns on the second set of lights
US Airways selects 2 for normal operations.
Y19: NOSE Light Switch:
OFF -- Taxi and Takeoff Lights are OFF

Both Light extinguish when the Gear is RETRACTED.
TAXI -- Nose Strut Taxi Light is ON
T.O. -- Taxi and Takeoff Lights on the Nose Strut are ON
Y23: TEST QUESTION:

What is the MAXIMUM ALTITUDE where the APU Bleed Air may be used?
Ans: Bleed Air may be provided up to 20,000'.
Z23: TEST QUESTION:

If the APU is running, must Bleed Air be manually selected OFF
prior to APU shutdown?
Ans: NO --
When the APU MASTER pb is selected OFF,
the APU will shut down after a cooling period elapses.
(PH 16.3.5)
AA23: TEST QUESTION:

Can the APU provide power to ALL the electrical users on the ground?
Ans: On the ground, the APU Generator can supply the

entire electrical system
while it provides Bleed Air for
Air Conditioning or
Engine Start.
AB23: TEST QUESTION:

Will the APU automatically shutdown for a fire on the ground?
Ans: YES
TEST QUESTION:
Will the APU automatically shutdown for a fire in-flight?
Ans: NO
AB34: RAIN REPELLANT:

PUSH -- permits Le Bozec in a measured amount to go to the window.
INHIBITED: (both conditions required)

1. On the ground, and
2. Engines stopped
AC8: PROBE/WINDOW HEAT Switch:
Operation:
AUTO --
1. The Probes are heated in-flight
2. The Probes are heated on the ground when;
The Probes are heated after the first Engine is running.
Chapt 3: May be ON for cold weather operations.
WHC (Window Heat Computers):
regulate
protect
TAT probes are NOT heated on the ground.
Window Heat automatically switches from Low to High on takeoff.
Extinguished (AUTO) -- Probes and Windows heated:

Automatically in-flight; High Heat
Automatically on the ground if one Engine running; Low Heat
ON -- Probes/Windows are permanently, manually heated.

Probes are heated prior to Engine START.
Low Heat is used on the ground, High Heat in-flight
NOTE: Before Engine START the Windows may be cleared
by selecting Probe / Window Heat to ON.
AC14: MASTER Switch:

ON -- the following occurs:
APU ECAM is displayed (w/ AC bus)
1. BAT BUS supplies electrical power
2. ECB performs self-test
3. APU Air Intake Flap opens
4. APU Fuel Pump (DC) operates if no
Fuel Tank Pumps are ON.
Also, the APU ECAM Page appears on SD.
AC15: MASTER Switch:
OFF -- Manual shutdown sequence: (+ ECAM CAUTION)

1. the ON light extinguishes
2. the AVAIL light on the START pb goes out
once the cool down period ends.
3. APU continues at 100% for 120 seconds
NOTE: if Bleed Air is NOT being used then the
APU will shutdown immediately.
4. at 7% the Air Intake Flap closes (1)
Normal Ops: wait till Flap closes, 2 minutes,

before switching Batteries -- OFF.
(1) APU can be re-selected to ON during the cooling period.
AC16: MASTER Switch: Wait 2 min for Flap to close

before switching off the batteries.
FAULT -- Autoshutdown:
1. Fire -- only on the ground (1)
2. Flap not open
3. Overspeed
4. Loss of Overspeed protection
5. No acceleration
6. Slow start
7. No flame
8. Reverse flow
9. Low oil pressure
10. High oil temperature
11. ECB failure
12. Underspeed
13. EGT Overtemp
14. DC power lost (BAT -- OFF when acft only on Battery power)
(1) Fire on the ground:

a. Horn in Nose Gear Bay
b. Light in Nose Gear Bay
c. APU Agent is DISCHARGED
AC17: DESIGN:
The APU operates a separate Compressor.
Thus, you don't see Turbine temperatures
rise as the loads on the APU increase.
AC18: STARTING Info:

The APU can be started with:
1. Batteries,
2. External power or
3. normal aircraft power.
Operating parameters are displayed on the APU ECAM page.
The starting sequence is completely automatic:

the pilot initiates it and the electric starter is energized
once the Air Intake Flap is fully OPEN.
AC19: START Switch:
ON -- (press); the following occurs:

1. the ON light illuminates
2. APU Air Intake Flap OPENS
3. When fully OPEN the Starter is energized
4. 1.5 seconds later the Ignition is turned ON
5. When N = 55% the Starter is de-energized and
the Ignition is turned OFF
6. At N = 95% plus 2 seconds or
at N = 99.5%
then,
a) the ON light goes out
b) the APU may now supply bleed air (1)
c) the APU may now provide electrical power
d) after 10 seconds the APU ECAM page disappears
e) the AVAIL light illuminates and appears on the ECAM
(1) Bleed air for Wing Anti-ice is NOT permitted.
AVAIL -- illuminates and appears on the ECAM

N = 95% plus 2 seconds
N = 99.5%
AC23: TEST QUESTION:

Can the APU provide 100% of the ELECTRICAL LOAD at 39,000'?
Ans: NO --
The APU Generator can supply 100% of the load up to 25,000'.
Above this altitude there is a slight reduction in capacity.
AD23: TEST QUESTION:

After the terminating flight, you must allow the APU Flap to
Fully CLOSE. How long does the Pilot Handbook require you to
wait before selecting the BATTERIES to OFF?
Ans: Wait until the APU Flap is fully closed,

(about 2 minutes after the APU AVAIL light extinguishes)
before switching the Batteries to OFF.
AE23: TEST QUESTION:

Can APU Bleed Air be used if Ground Air is connected?
ANS: NO
AF23: TEST QUESTION:

During the Securing Checklist, concerning shutting down the APU,
how long after the APU AVAIL Light goes out should the crew
wait so that the APU Flap is fully closed?
ANS: 2 minutes.
TOC P P
P !
Eng Signals AGENT 1 AGENT 2 AGENT 1 AGENT 2 ??
APU Signals APU FIRE
??
1 2
SQUIB SQUIB SQUIB SQUIB
ENG FIRE ENG FIRE
ENG Fire DISCH DISCH
PUSH
DISCH DISCH
PUSH PUSH
TEST AGENT TEST TEST
APU Fire SQUIB

APU Gouge DISCH
APU ECAMS
P
HYD ?
Summary GREEN BLUE YELLOW ?
PTU
Cargo Door ??
A
RAT MAN ON
FAULT
U
T
??
ELEC PUMP
OFF
??
O
ELEC PUMP
ENG 1 PUMP ENG 2 PUMP
! A
U
FAULT
! RAT
FAULT FAU LT T FAULT ON
O HYDRAULICS
OFF OFF OFF
HYD ECAMS
FUEL ?
System ENG 1 APU
X FEED
ENG 2 ?
OPEN ?? ??
ON ?? ??
CTR TK CTR TK
LEFT TANK MODE SEL 1 RIGHT TANK
1 2 PUMP 1 PUMP 2 2
PUMPS PUMPS
FAULT
FUEL DIAGRAM
FAULT FAULT FAULT A FAULT FAULT FAULT
MAN
U
T FUEL ECAMS
OFF OFF OFF O OFF OFF OFF
ELEC COMMERCIAL
BAT 1 BAT 2 ? ?
BATT CHK ? ?
26.8V
1 BAT 2
BATT Data
OFF
OFF
DC BUS 1
26.8V FAULT FAULT
DC BUS 2
? ?
Priority GND GALY & CAB
OFF OFF AC ESS FEED ?? ??
Priority FLT FAULT
A
FAULT ?? ??
U AC BUS 1 AC ESS BUS
Stat Inverter OFF
T
O
ALTN AC BUS 2 ?? ??
Differences BUS TIE ??
C B's ! A
U
IDG 1 T IDG 1
OFF
APU GEN
O
EXT PWR ELECTRICAL SCHEMATICS
GEN 1 GEN 2
P FAU LT
FAULT AVAIL FAULT
FAU LT
FAULT
OFF OFF ON OFF ELECTRICAL ECAMS
AIR PACK FLOW COCKPIT FWD CABIN AFT CABIN

?
HOT AIR
Leaks LO
NORM
HI
! ?
FAULT
Control ??
OFF
??
COLD HOT COLD HOT COLD HOT
PACK 2
??
PACK 1
FAULT AIR CONDITIONING DIAGRAMS
FAULT
PACK 1 X BLEED PACK 2 AIR CONDITIONING ECAMS
OFF
OFF
PNEUMATICS DIAGRAMS
RAM AIR AUTO BLEED AIR COND ECAMS
ENG 1 BLEED APU BLEED ENG 2 BLEED
FAULT
SHUT OPEN BLEED ENG APU
FAULT FAULT
START GND HP START
OFF O N ON OFF
TOP
FUEL ??
System ENG 1 APU
X FEED
ENG 2 ??
Differences OPEN
ON NOTE: THE DIFFERENCE ARE THE

LEFT TANK
ACT CTR TK
MODE SEL
CTR TK ! RIGHT TANK
ACT AND CTRK TK XFR SWITCHES.
1 2 FAULT A L XFR R XFR 1 2
PUMPS PUMPS
U
FAULT A
FAULT FAULT FWD
T
O
FAULT U FAULT FAULT FAULT 321 FUEL DIAGRAM
T
MAN O
OFF OFF OFF OFF OFF OFF
P 321 FUEL ECAM
TOP
AIR COCKPIT FWD CABIN AFT CABIN NOTE: THE DIFFERENCE IS THE
ECON FLOW HOT AIR
Control ! ! ECON FLOW PB FOR PACK FLOW.
FAULT
OFF OFF

PACK 2
AIR CONDITIONING DIAGRAMS
PACK 1
FAULT AIR CONDITIONING ECAMS
FAULT
PACK 1 X BLEED PACK 2
OFF
OFF
AUTO
ENG 1 BLEED RAM AIR APU BLEED ENG 2 BLEED
SHUT OPEN
FAULT FAULT FAULT
START GND HP START
OFF O N ON OFF
TOP
RED TRIANGLE PRODUCTIONS (registered RED

3-15-9
TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
A3: ENGINE FIRE SYSTEM OPERATION:

Each engine is equipped with two identical detection Loops (A & B) each
of which contain three Heat Sensing Elements and a Fire Detection Unit (FDU).
The Sensing Elements are located in the Pylon Nacelle, Engine Core, and Fan Section.
WARNING is activated when both loops an overheat in one area.
If one loops fails the Fire Warning System remains operational with the other Loop.
The Warning is also activated if both Loops fail within 5 seconds of each other.
ECAM displays any messages.
The Engine Fire is signaled by:

1. CRC
2. ENG FIRE pb illuminates
3. FIRE Light on the Pedestal Engine Panel illuminates
4. MASTER WARN lights
5. ENG FIRE ECAM message
6. Squib Lights illuminate (if Charge is available)
7. DISCH Lights illuminate
There are two Fire Extinguisher Bottles to fight any fires.
A4: APU FIRE System:

The APU is equipped with two identical Loops (A & B) each of which contains one Heat Sensing Element and an FDU.
The Sensing Element is in the APU Compartment.
The FDU issues a Warning when both Loops detect an OVERHEAT.
If one Loop fails the System remains operational with the other Loop.
A Warning is also issued if both Loops fail within 5 seconds of each other.
The APU is equipped with one Fire Extinguisher Bottle.
On the ground a detection of APU FIRE causes an automatic shut down of the APU and the discharge of the Extinguisher.
In flight the Extinguisher must be manually discharged.
Fire indications are signaled by:

1. CRC
2. APU FIRE pb illuminates
3. MASTER WARN Light
4. ECAM message
On the ground a Horn sounds in the Nose Wheel Bay and there is also a APU FIRE Light on the External Service Panel.
The APU Extinguisher automatically fires 3 seconds after the sensing of the FIRE.
The Horn quits and the External Panel Light goes OUT when the fire is extinguished.
A8: APU FIRE PB GOUGE:

GOUGE: 3 0 2 1 2
1. APU -- SHUTDOWN
2. CRC Aural Warning -- SILENCED
3. Fire Extinguisher Squib -- ARMED
(Squib Light illuminates)
0. No Hydraulic Action
1. APU Fuel Pump -- OFF

2. Fuel LP Valve -- CLOSED
1. APU Generator -- OFF
1. Crossbleed Valve -- CLOSED

2. APU Bleed -- CLOSED
A11: PUMP SUMMARY:

ENG 1 BLUE ENG 2 YELLOW
PUMP ELEC PTU PUMP ELEC
RESERVOIR QUANTITY LOW X. X. X(1) X. X
RESERVOIR OVERHEAT X. X. X(1) X. X
RESERVOIR AIR PRESSURE LOW X. X. X(1) X. X
PUMP PRESSURE LOW X. X. X. X
PUMP OVERHEATS X. X
(1) GREEN'S or YELLOW'S RESERVOIR
A12: CARGO DOOR:

The Cargo Door Handle only
provides Yellow Electric Pump
pressure to the Cargo Door,
until OPEN.
The Yellow Electric Pump will

also pressurize the Accumulator.
A19: A319/A320 FUEL SYSTEM Information:

Normal fuel feed sequence is automatic.
When there is fuel in all the Tanks, the Center Tank feeds the Engines first.
-- The Wing Tank Pumps are continuously operating during this time, however.
With the Fuel Mode Selector in AUTO, after both Engines are Started, the Center Tank Pumps operate for two minutes.
Then, after Takeoff and Slat Retraction, they operate until empty plus five minutes, or Slat Extension.
With the Fuel Mode Selector in Manual Mode, the Center Tank Pumps operate continuously.
The crew must position CTR TK PUMP pushbutton(s) to OFF when the Center Tank is empty.
The IDG is cooled by fuel.

Some fuel from the High Pressure Pump passes through the IDG Heat Exchanger and returns to the Wing Outer Tank through a Fuel Return Valve.
The FADEC controls this Fuel Return Valve to regulate the IDG temperature.
If the Outer Wing tank is full, the recirculated fuel overflows to the Inner Wing Tank.
To prevent the Wing Tank from overflow when the Center Tank is supplying fuel, the Center Tank Pumps stop automatically when the Inner Tank is full.
This allows the Wing Tanks to feed the Engines until 1100 LBS of fuel is used. Then the Center Tank Pumps resume operation.
A27: Battery CHECK: BATTERIES ....... > 25.5V, AUTO
-- If Battery is < 25.5,

Then a Charging Cycle of 20 minutes is required.
a) Battery 1 & 2 -- AUTO
b) EXT PWR -- ON
-- Check ELEC ECAM Page and Battery Contactor -- CLOSED
-- After 20 minutes: Check Battery > 25.5

NOTE: Batteries > 25.5 ensures Battery Charge is more than 50%.
If Batteries > 25.5,
Then BAT 1 & 2 -- AUTO
-- If APU will be started on Battery power then it should be started

within 30 minutes after selecting Battery 1 & 2 -- AUTO.
NOTE: After 35 minutes the Battery Charge is less than 25% capacity.
A28: Battery Information:

Two Batteries each have 23 Amp/Hr capacity.
Each has a Battery Line Contactor (BLC) to connect and maintain their charge.
Each has a Battery Charge Limiter (BCL) to monitor and control the BLC.
They are permanently connected to the HOT BAT BUSES.
The Batteries are connected to the DC BAT BUS when:
A. APU Starting (MASTER Switch = ON and N < 95%)
NOTE: This is limited to 3 minutes when Emer Gen is running.
B. Battery is < 25.5 V. The charging cycle stops when charge current is
less than 4 Amps:
-- on the ground, immediately
-- in flight, after 30 minutes
C. Loss of AC BUS 1 and 2 when below 100 kts (Emer Gen not running)
-- BAT 1 supplies AC STAT INV BUS and
if speed is > 50 kts, then the AC ESS BUS
-- BAT 2 supplies DC ESS BUS
NOTE: Normally the Batteries are disconnected most of the time.
NOTE: Batteries excessive drain is prevented by opening the contactors:

1. Aircraft is on the ground
2. The BAT pbs are in AUTO
3. The main power supply (EXT PWR + GEN ) is cut OFF
4. Battery Voltage is below 22 V for more than 1 second.
A29: Priority on the Ground:

Eng Generators
Ext Pwr
APU
BATTERY
A30: Priority when in Flight:

Engine Generator(s) (on side)
APU
Engine Generator (off side)
EMER GEN - RAT
BATTERY
A31: STATIC INVERTER:

If the aircraft loses Total AC Power, and aircraft speed is >50 kts,
an Inverter connects to the HOT BAT 1 BUS and inverts DC to Single Phase AC.
This Single Phase AC powers the AC ESS BUS.
This action is independent of and disregards the Battery Switches positions.
If the aircraft speed is <50 kts, then both BAT pb must be in AUTO for this
switching to take place and the Inverter to assume the load.
A32: DIFFERENCES:
Any one source can supply the entire
Electrical System through the BUS TIE.
A319/A320:
if only one Generator is supplying,
then PART of the GALLEY Load is SHED
(displayed on ECAM ELEC Page).
A321:
if only one Generator is supplying,
then ALL of the GALLEY Load is SHED
(displayed on ECAM ELEC Page).
A33: TEST QUESTION:

What is the significance of the
Circuit Breakers' colors?
Ans:
Monitored by ECAM:
GREEN
NOT Monitored by ECAM:

BLACK
YELLOW (Battery power only)
RED (Wing Tip Brake CB's) [ ROAM acronym ]
R -- Runaway
O -- Overspeed
A -- Asymmetry
M -- Movement (uncommanded)
A39: LEAKS:
The Detection System senses high temperatures in:
1. APU associated Hot Air Ducts (fuselage)
2. Engine Pylons
3. Wings
APU and Pylons are single loop Detectors.

APU LEAK is detected: PYLON LEAK is detected:
1. Cross Bleed Valve -- CLOSES 1. Cross Bleed Valve CLOSES
(except during Engine START) (except during Engine START)
2. APU Bleed FAULT Light illuminates 2. ENG Bleed FAULT Light illuminates
3. APU Bleed Air Valve -- CLOSES 3. Bleed Air Valve -- CLOSES (affected side)
Wings use a double loop Detector.

a) Both Loops detect, or
b) One Loop detects (other is inop).
If a WING LEAK is detected:
1. Bleed Air Valve CLOSES on that side
2. ENG BLEED FAULT illuminates
3. Cross Bleed Valve -- CLOSES (except during Engine START)
4. APU Bleed Valve CLOSES if on the LEFT side, (except during Engine START)
A40: ZONE CONTROL:

CHANNEL 1 -- if LOST: regulated to a FIXED Cabin Temperature, Flow Modulation and Optimized Temperature Regulation is lost.
Pack 1 Control Flight Deck Temp
Pack 2 controls Cabin (FWD and AFT) Temp, fixed at 76º F
ALTN MODE displays on ECAM COND Page, XX is displayed for failed components.
Temperature Selectors and Pack Flow Selector are inoperative. <<< DIFFERENCE
CHANNEL 2 -- if LOST: NO CHANGE, temperature control remains normal.
BOTH FAIL: Packs deliver fixed temperatures to the Mixing Unit: Pack 1 set to 68º F, Pack 2 set to 50º F.
PACK REG displays on ECAM COND Page.
PACK CONTROL: Two DUAL Channel Controllers, one for each Pack.
Commands are received from Zone Controller and adjust Pack Outlet Temperature to the coldest demanded Zone Temperature.
Pack Controllers also regulate Bleed Air Flow through the Packs by modulating the associated Pack Flow Control Valve.
Cooling Ram Air through the ACM Heat Exchangers are regulated by the Pack Controllers.
Ram Air Inlet Flaps CLOSE during take off to prevent debris ingestion.
CHANNEL 1 -- if LOST: Channel 2 takes over; Flow Modulation and Optimized Temperature Regulation is lost.
Temperature is FIXED at the pre-failure setting.
CHANNEL 2 -- if LOST: NO CHANGE, temperature control remains normal by the function of Channel 1.
ECAM BLEED Page -- XX is displayed for failed components.
BOTH FAIL: Packs Outlet Temperature is controlled by the respective Anti Ice Valve and is fixed to 59º F (15º C). (+ ECAM MEMO)
ECAM Signals related to the associated Pack are LOST.
A52: A321 FUEL SYSTEM Information: 1) AFT ACT to CTR 2) FWD ACT to CTR 3) CTR to WING 4) WING TANKS then EMPTY
Normal fuel feed sequence is automatic.
When there is fuel in all the Tanks, the Fuel Transfer System controls the flow from the Center Tank to the Wing Tanks.
The Wing Tanks feed directly to the Engines. There are no Inner or Outer Wing Tanks -- it is just one Tank. There still are Vent Tanks.
The AFT Additional Center Tank (ACT) feeds the Center Tank until empty. Then the Forward ACT feeds the Center Tank until empty.
With the Mode Selector in AUTO, the Fuel Level Sensing Control Unit (FLSCU) has automatic control of the Transfer Valve.
When the Transfer Valve is OPEN, fuel from the Wing Tank Pumps flow through the Jet Pump creating suction.
This suction is what forces the fuel from the Center Tank into the Wing Tank.
When the Wing Tank is full the FLSCU closes the associated Transfer Valve.
When the Engine has used 550 LBS of fuel the Transfer Valve will again OPEN permitting more fuel to enter the Wing Tank.
After Takeoff and Slat Retraction, the automatic control of fuel begins.
It begins if the Center Tank High Level Sensor has been dry for 10 minutes and there is fuel in either Aft or Forward ACT.
Transfer of ACT fuel is accomplished by:
1. Pressurizing the Tanks with Cabin Air through the Air Shutoff Valve,
2. The ACT Vent Valves are CLOSED (one per Tank),
3. and OPENING the Air Shutoff Valve,
4. and OPEN the appropriate ACT Fuel Inlet Valve (Aft then Fwd). [ ACT 2 in some manuals = ACT Aft & it transfers first.]
If the Center Tank High Level sensor gets wet, the transfer of fuel from the ACT(s) is stopped.
When it is dry for 10 minutes, transfer resumes.
In the MANUAL Mode the Center Tank Transfer Valves are OPEN.
Wing Tank overflow must be prevented by positioning the CTR TK XFR pushbuttons to OFF when the Wing Tanks are FULL.
The CTR TK XFR pushbuttons must also be selected OFF when the Center Tank is EMPTY.
The IDG is cooled by fuel.

Some fuel from the High Pressure Pump passes through the IDG Heat Exchanger and returns to the Wing Tank through a Fuel Return Valve.
The FADEC controls this Fuel Return Valve to regulate the IDG temperature.
A53: A321 DIFFERENCES:

1. Fuel System differs with two Additional Center Tanks (ACT).
Fwd and Aft ACT transfer fuel to the Center Tanks which
feeds the Wing Tanks which feed the Engines.
2. There are no Outer Wing Fuel Tanks.
Two messages will not occur:
a) CTR TK FEEDG
b) OUTR TK FUEL XFRD
One new message may be received when fuel in either
Wing Tank is below 1500 KG (3300 LBS):
a) FOB BELOW 3 T
3. On the Upper ECAM there are two GREEN Memos that may appear:
a) FUEL X FEED in the lower right quadrant.
b) REFUELG in the lower left quadrant.
4. Total Fuel Indication (upper right quadrant of the Upper ECAM display):
A) An AMBER BOX surrounds the FOB when the
Quantity shown is not completely usable.
-- This indicates that BOTH Center Tank Transfer Valves
have FAILED in the CLOSED position.
B) If the data signal is degraded the last two digits of the
FOB numbers will appear with DASHES across them.
Check the Fuel System Diagrams/Schematics and Fuel ECAM displays.
A61: ZONE CONTROL:

CHANNEL 1 -- if LOST: regulated to a FIXED Cabin Temperature, Flow Modulation and Optimized Temperature Regulation is lost.
Pack 1 Control Flight Deck Temp
Pack 2 controls Cabin (FWD and AFT) Temp, fixed at 76º F
ALTN MODE displays on ECAM COND Page, XX is displayed for failed components.
ECON Flow Selector is inoperative. <<< DIFFERENCE
CHANNEL 2 -- if LOST: NO CHANGE, temperature control remains normal.
BOTH FAIL: Packs deliver fixed temperatures to the Mixing Unit: Pack 1 set to 68º F, Pack 2 set to 50º F.
PACK REG displays on ECAM COND Page.
PACK CONTROL: Two DUAL Channel Controllers, one for each Pack.
Commands are received from Zone Controller and adjust Pack Outlet Temperature to the coldest demanded Zone Temperature.
Pack Controllers also regulate Bleed Air Flow through the Packs by modulating the associated Pack Flow Control Valve.
Cooling Ram Air through the ACM Heat Exchangers are regulated by the Pack Controllers.
Ram Air Inlet Flaps CLOSE during take off to prevent debris ingestion.
CHANNEL 1 -- if LOST: Channel 2 takes over; Flow Modulation and Optimized Temperature Regulation is lost.
Temperature is FIXED at the pre-failure setting.
CHANNEL 2 -- if LOST: NO CHANGE, temperature control remains normal by the function of Channel 1.
ECAM BLEED Page -- XX is displayed for failed components.
BOTH FAIL: Packs Outlet Temperature is controlled by the respective Anti Ice Valve and is fixed to 59º F (15º C). (+ ECAM MEMO)
ECAM Signals related to the associated Pack are LOST.
B1:
C1:
D3: AGENT Switches:
PRESSED -- Fire bottle discharges if:

ENG FIRE Switch has been Released OUT.
SQUIB -- Illuminates when ENG FIRE Switch is pushed

to identify the correct Agent Switch
to be pressed.
-- Illuminates during FIRE TEST.
DISCH -- Bottle is discharged (for any reason)

-- Illuminates during FIRE TEST (lamp test only)
D7: TEST Switch:

PUSH -- tests the system:
1. CRC
2. MASTER WARN Lights flash
3. ENG FIRE Warning on ECAM
4. ENG FIRE pb illuminates
5. SQUIB Lights ON -- if Discharge Agent is available
6. DISCH Lights ON
7. FIRE Light on pedestal ENG PNL
D26: COMMERCIAL Switch:

On A321 Tail 184 and higher.
ON -- (extinguished, default)
All aircraft Commercial Loads are supplied:
1. Cabin and Cargo Lighting
2. Water and Toilet Systems
3. Drain Mast Icing Protection
4. Galleys
5. Passenger Entertainment Systems
OFF -- Commercial Loads are not supplied.
D29: GALLEY & CAB Switch:
Extinguished (AUTO) -- normal operation;

Supplied:
1. Main Galley Bus
2. Secondary Galley Bus
3. In-seat power
NOTE: On the ground all Galley Buses can be powered by APU or EXT power.
OFF -- Main and Secondary Galley Buses, and in-seat power are NOT powered.
FAULT -- Load of any Generator > 100% rated output (+ ECAM CAUTION)
A319/A320:
Main Galley Bus SHEDs when:
a) In-flight: single (any) Generator is operating
b) on the ground: single Engine Generator is operating
DIFFERENCES:
A319/A320: if only one Generator is supplying, then PART of the GALLEY Load is SHED.
A321: if only one Generator is supplying, then ALL of the GALLEY Load is SHED.
E33: IDG Switches:
PRESS -- The IDG will disconnect if engine is turning.
CAUTION: If the IDG switch is held for more than 3 seconds damage may occur.
Do NOT disconnect if engine is NOT running / windmilling.
E34: IDG Switches: Integrated Drive Generator
PRESS -- The IDG will disconnect if engine is turning.
FAULT -- Illuminated for: (+ ECAM CAUTION)

1. IDG Oil Outlet Overheat ( >185º C)
2. IDG Low Oil Pressure (INHIBITED when N2 < 14%)
-- Extinguishes when IDG is disconnected.
E43: PACK Switch:
Extinguished -- normal operation; Pack Flow automatically controlled.

Pack Valves OPEN if pneumatic air is available and there is no Overheat.
Valve will CLOSE for:
1. Low Pneumatic Pressure (upstream pressure)
2. Overheat (Compressor Outlet Overheat)
3. FIRE Switch is pushed
4. Ditching Switch is selected to ON
5. Engine START sequence:
A) When ENG MODE = IGN/START or CRANK,
1. then Crossbleed Valve -- CLOSES
2. and Pack Valve on that Engine immediately CLOSES
B) When ENG MASTER Sw = ON; (or MAN START pb = ON)
1. then Start Valve is OPEN
2. and PACK Valve remains CLOSED while N2 < 50%
NOTE: On the ground, reopening of the Pack Valves is delayed for
30 seconds to avoid a supplementary Pack Closure during the
second Engine Start.
NOTE: If the Crossbleed Valve is OPEN at Engine START,
then both Pack Flow Control Valves will CLOSE.
OFF -- Pack Valve is CLOSED
FAULT -- Either: (+ ECAM CAUTION)

2. Pack Outlet Overheat
2. Valve position disagrees with the selected position.
E56: WING TANK PUMP Switches: (L/R, 1/2)

1. Pump is energized
2. Fuel is fed from Wings only when
Center Pump pressure drops below threshold.
OFF -- Pump is deactivated
FAULT -- Delivery pressure is Low. (+ ECAM CAUTION)

Inhibited (extinguished) when pump is OFF.
E61: ECON FLOW Switch: Crew can manually select the amount of Bleed Air through the Pack.
Permits the selection of ECON or Normal Pack Valve Flow, according to
the number of passengers and the ambient conditions, such as:
A) smoke removal
B) hot conditions
C) wet conditions
ON -- ECON Flow is selected. If the Temperature demand cannot be satisfied,

the System will deliver Normal Flow (20% more than ECON Flow).
NOTE: Manual selection is irrelevant in either:

A) Single Pack operation, or
B) APU Bleed supplying
In these cases the System provides HIGH Flow (40% more than ECON Flow)
NOTE: If ECON Flow is selected, and the temperature demand cannot be satisfied,
the System can automatically select up to Normal Flow (20% more than ECON Flow).
The Zone Controller may override pilot selected Pack Flow, (Normal or ECON),
or it may increase APU speed or Engine Idle to meet temperature needs.
E65: PACK Switch:
Extinguished -- normal operation; Pack Flow automatically controlled.

Pack Valves OPEN if pneumatic air is available and there is no Overheat.
Valve will CLOSE for:
1. Low Pneumatic Pressure (upstream pressure)
3. FIRE Switch is pushed
4. Ditching Switch is selected to ON
5. Engine START sequence:
A) When ENG MODE = IGN/START or CRANK,
1. then Crossbleed Valve -- CLOSES
2. and Pack Valve on that Engine immediately CLOSES
B) When ENG MASTER Sw = ON; (or MAN START pb = ON)
1. then Start Valve is OPEN
2. and PACK Valve remains CLOSED while N2 < 50%
NOTE: On the ground, reopening of the Pack Valves is delayed for
30 seconds to avoid a supplementary Pack Closure during the
second Engine Start.
NOTE: If the Crossbleed Valve is OPEN at Engine START,
then both Pack Flow Control Valves will CLOSE.
OFF -- Pack Valve is CLOSED
FAULT -- Either: (+ ECAM CAUTION)

2. Pack Outlet Overheat
2. Valve position disagrees with the selected position.
F23: WING TANK PUMP Switches:

1. Pump is energized
2. Fuel is fed from Wings only when
Center Pump pressure drops below threshold.
FAULT -- Delivery pressure is Low. (+ ECAM CAUTION)

Inhibited (extinguished) when pump is OFF.
F39: PACK FLOW Switch: Crew can manually select the amount of Bleed Air through the Pack.
LO -- 80% of normal
NORM -- normal
HI -- 120% of normal
Permits the selection of Pack Flow according to passenger load and ambient conditions; such as:
1. Hot
2. Wet
3. Smoke Removal
Manual Selection is irrelevant when using a single Pack or with APU Bleed supplying.
In these situations, HIGH is always selected automatically.
Otherwise, if LOW is selected, the Pack Flow is automatically selected to 100% when
the demand to cool is not being satisfied.
NOTE: The Zone Controller may override pilot selected Pack Flow, (HI / NORM / LOW),
or it may increase APU Speed or Engine Idle to meet temperature needs.
F61: ECON FLOW Switch: Crew can manually select the amount of Bleed Air through the Pack.
Permits the selection of ECON or Normal Pack Valve Flow, according to
the number of passengers: US Airways -- ON ECON FLOW if less than 140 passengers.
G39: NOTE: On all aircraft --

When in one-pack operation, or when the APU is the Bleed source,
the Zone Controller commands 120% Flow regardless of the position of the Pack Flow Sensor.
The Pack Flow Needles indicate actual flow, NOT Valve Flap position.
When the APU is the single source, if the Flow is NOT sufficient,
then the Pack Flow Needles may NOT indicate in the HIGH area on the display.
G47: ENGINE BLEED Switch:

Bleed Valve OPENS if:
1. Upstream pressure is > 8 psi
2. APU Bleed Sw = OFF
3. APU Bleed Valve is CLOSED
4. ENG FIRE Sw NOT Released OUT
5. Eng Start Valve is CLOSED
6. Not detected:
a. Leak b. Overpressure c. Overheat
OFF -- Engine Bleed and HP Valves are CLOSED
FAULT -- Illuminates for: (+ ECAM CAUTION)

1. Overpressure downstream
2. Overheat
3. Wing leak
4. Engine leak
5. Bleed Valve NOT CLOSED during Engine Start
6. Bleed Valve NOT CLOSED with APU Bleed ON
-- Extinguishes when the ENG BLEED pb is

OFF if the Fault has disappeared.
G61: NOTE: On all aircraft --

When in one-pack operation, or when the APU is the Bleed source,
the Zone Controller commands 120% Flow regardless of the position of the Pack Flow Sensor.
The Pack Flow Needles indicate actual flow, NOT Valve Flap position.
When the APU is the single source, if the Flow is NOT sufficient,
then the Pack Flow Needles may NOT indicate in the HIGH area on the display.
G69: ENGINE BLEED Switch:

Bleed Valve OPENS if:
1. Upstream pressure is > 8 psi
2. APU Bleed Sw = OFF
3. APU Bleed Valve is CLOSED
4. ENG FIRE Sw NOT Released OUT
5. Eng Start Valve is CLOSED
6. Not detected:
a. Leak b. Overpressure c. Overheat
OFF -- Engine Bleed and HP Valves are CLOSED

1. Overpressure downstream
2. Overheat
3. Wing leak
4. Engine leak
5. Bleed Valve NOT CLOSED during Engine Start
6. Bleed Valve NOT CLOSED with APU Bleed ON
-- Extinguishes when the ENG BLEED pb is

OFF if the Fault has disappeared.
H15: ENG 1 PUMP pbs:
Extinguished (ON) -- normal operations, Pump will

pressurize the System when Engine is operating.
OFF -- the pump is depressurized
FAULT -- illuminates and ECAM message if:

A. Reservoir Level is Low
B. Reservoir Overheats
C. Reservoir Air Pressure is Low
D. Pump Pressure is Low (INHIBITED on
the ground with Engine STOPPED)
-- Goes OUT when crew selects OFF,

except during an Overheat;
Light stays ON as long as Overheat remains.
H35: GENERATOR Switches:
Extinguished -- normal operation;

The Generator Field is energized and Line Contactor CLOSES
provided electrical parameters are normal.
OFF -- The Field is de-energized and Contactor is OPEN.

RESETS the FAULT Circuit.

1. GCU initiates the protection trip
2. Line contactor OPENS (except if GEN Sw = OFF)
I3: ENGINE FIRE Switches:

PUSHBUTTON:
IN (guarded) -- normal operations
Pilot pushes it to release it OUT, sending a Signal to perform the following:

1. SILENCES --- Aural Warning
2. ARMS --- Fire Extinguisher Squibs
3. CLOSES --- Hydraulic Fire Valve
4. CLOSES --- Low Pressure Fuel Valve
5. DISCONNECTS --- FADEC Power supply
6. DEACTIVATES --- Integrated Drive Generator (IDG)
7. CLOSES --- Engine Bleed Valve
8. CLOSES --- Pack Flow Control Valves (due to #7)
FIRE LIGHT:
Illuminates whenever the Fire Warning is activated regardless of pb position.
K55: ACT TANK SWITCH:
AUTO (extinguished):
Transfer of Fuel (FORWARD) is automatic when:
1. In-flight
2. Slats retracted
3. An ACT Low Level Sensor is WET
4. Center Tank High Level
Sensor has been DRY for at least 10 minutes.
Automatically STOPS if any of the above is NOT satisfied.
FWD -- Manual Transfer:

1. ACT Transfer Valve -- OPEN
2. ACT Inlet Valve 1 or 2 -- OPEN
-- Then ACT Transfer Pump is commanded ON
FAULT Light -- illuminated (+ ECAM CAUTION)

ACT pb is in AUTO, and:
1. Center Tank has < 6614 LBS
2. An ACT has > 550 LBS
L27: BATTERY VOLTAGE Indicators:

Displays battery voltages.
L39: ZONE TEMPERATURE Selector:

COLD -- 64° F, 18° C
Center -- 76° F, 24° C
HOT -- 86° F, 30° C
L47: RAM AIR Switch:

The RAM AIR Inlet is CLOSED,
Outflow Valve operation is normal, (this Valve may be nearly fully CLOSED).
When CABIN PRESS MODE SEL Sw = AUTO:

ON -- If Ditching Switch is Normal, then:
If Cabin Pressure Differential > 1 psi,
Then:
Ram Air Inlet Opens and
Outflow Valve control remains Normal
BUT the Outflow Valve is closed so
NO FLOW of Ram Air comes through.
If Cabin Pressure Differential < 1 psi,

Then:
Outflow Valve Opens to about 50% (it is NOT in Manual Control)
Thus, Emergency Ram Air is supplied to the Mixer Unit.
OFF -- Ram Air Inlet CLOSES
L61: ZONE TEMPERATURE Selector:

COLD -- 64° F, 18° C
Center -- 76° F, 24° C
HOT -- 86° F, 30° C
L69: RAM AIR Switch:

The RAM AIR Inlet is CLOSED,
Outflow Valve operation is normal, (this Valve may be nearly fully CLOSED).
When CABIN PRESS MODE SEL Sw = AUTO:

ON -- If Ditching Switch is Normal, then:
If Cabin Pressure Differential > 1 psi,
Then:
Outflow Valve control remains Normal
BUT the Outflow Valve is closed so
NO FLOW of Ram Air comes through.
If Cabin Pressure Differential < 1 psi,

Then:
Outflow Valve Opens to about 50% (it is NOT in Manual Control)
Thus, Emergency Ram Air is supplied to the Mixer Unit.
OFF -- Ram Air Inlet CLOSES
M14: RAT MAN ON Switch:

PRESSED -- RAT extends to pressurize the BLUE HYDRAULIC System.
-- If the RAT is already extended for Hydraulic purposes, and
then later AC 1 and AC 2 are lost,
the Emergency (RAT) Generator will automatically connect.
On older technology aircraft, during Go Around,

the Emergency (RAT) Generator tripped OFF,
and needed to be RESELECTED (see Left Overhead Panel).
NOTE: RAT also extends with the loss of AC BUS 1 and AC BUS 2.
M15: RAT MAN ON Switch:

WARNING: The switch is always powered.
M35: APU GENERATOR Switch:

The APU GEN Field is energized and Line Contactor is CLOSED when:
A) power output is normal, and
B) EXT PWR Contactor is OPEN
1. If External Power is still available, and Engine Generators are supplying,
the EXT PWR ON Light will remain illuminated.
2. If the EXT PWR ON Light is illuminated and the Engines are NOT running,
the External Power is supplying because it has priority over the APU.
OFF -- Generator Field is de-energized and Contactor is OPEN.

RESETS the FAULT Circuit.

1. Protection trip
2. Line Contactor is OPEN -- except when APU GEN Sw = OFF
3. Light is inhibited when:
a) APU speed is too slow, or
b) the APU GEN Line Contactor OPENS after:
1) EXT PWR takes over, or
2) ENG GEN takes over.
N23: CENTER TANK PUMP
Extinguished -- normal operation (AUTO)

Pump is automatically controlled.
Pump is ON if MAN MODE is selected with

the MODE SELECTOR pb.
FAULT -- Delivery pressure drops (+ ECAM CAUTION)
N56: CENTER TANK L (R) XFR Switch:
Extinguished -- normal operation (AUTO)

1. The Transfer Valve is automatically controlled.
2. If MODE SELECTOR pb is in MAN Mode, then
the Transfer Valve OPENS.
OFF --Transfer Valve is CLOSED
FAULT -- (+ ECAM CAUTION)

-- Associated Wing Tank OVERFLOWS
O7: APU AGENT pb:

This Switch becomes active once the APU FIRE pb is Released OUT.
The SQUIB Light illuminates to identify the correct Agent to discharge.
PRESS -- Discharges the Fire Extinguisher

DISCH illuminates when the Fire Extinguisher Bottle has lost pressure.
NOTE: A RED Disk is located on the rear exterior of the aircraft to

indicate if the Agent has NOT been discharged.
P27: BATTERY Switches: (for more see "DATA" to the left)
Extinguished (AUTO) -- Battery Charge Limiter connects as needed the Battery to the DC BAT BUS.
This is done by opening and closing the Battery Line Contactor.
Connects:
1. APU started: MASTER Sw is ON and N < 95%
NOTE: Limited to 3 min with Emer Gen running.
2. BAT Voltage < 26.5

NOTE: Charge cycle stops when charge current is below 4 Amps:
a) immediately when on the ground or
b) after 30 minutes when in-flight.
3. On the ground and speed < 100 kts and neither AC BUS 1 or 2 are powered.
NOTE: To prevent excessive drain when on the ground the Batteries disconnect if
Voltage is < 22 V for 1 sec.
OFF -- Battery line contactors are OPEN (illuminate white if DC BAT BUS is powered).
HOT BAT BUSES remain supplied.
RESET contactors by going OFF then AUTO.
FAULT -- Illuminates when charging current rate is outside limits.

The Battery Line Contactor OPENS.
Q2: APU FIRE Switch:

On the ground, if a FIRE is detected,
an APU Emergency Shutdown occurs with automatic extinguishing.
APU AUTOSHUTDOWN occurs for:

Overspeed
Underspeed
High Oil Temp
Low Oil Pressure
In-flight
APU Autoshutdowns may occur for these same reasons except
there is NO automatic shutdown for a FIRE, nor extinguishing.
Q19: CROSS FEED Switch:
Extinguished (OFF) -- normal operation

-- Cross Feed Valve is CLOSED
ON -- Cross Feed Valve is OPEN.
OPEN -- Illuminates once the Valve is FULLY OPEN.
Q23: MODE SELECT Switch:
Extinguished (AUTO) -- normal operation

Center Tank Pump control is automatic:
1. Pumps run for 2 minutes after Engine Start
2. Pumps are switched OFF 5 minutes after
Center Tank Low Level is reached.
3. Center Tank Pumps normally run if Slats are retracted
and Low Level is NOT sensed.
MANUAL -- Center Tank Pumps are controlled with the

CTR TK PUMP Switches.
FAULT -- (Auto Feed Fault) (+ ECAM CAUTION)

Illuminates when:
A. Center Tank has more than 550 LB and
B. Left or Right Tank has less than 11,000 LB
Q47: APU BLEED Switch:
Extinguished -- APU Bleed Valve is CLOSED
ON -- APU Bleed Valve will OPEN if:

1. N > 95%
2. No leak on APU
3. No leak on Left Side (1)
(1) Right Side Leak closes the Crossbleed Valve
FAULT -- APU Bleed leak has been detected

(+ ECAM CAUTION)
APU Bleed has priority over Engine Bleeds.

With APU Bleed pb ON, the BMC will shut the
Engine Bleeds Valves to CLOSE.
Q52: CROSS FEED Switch:
Extinguished (OFF) -- normal operation

-- Cross Feed Valve is CLOSED
ON -- Cross Feed Valve is OPEN.
OPEN -- Illuminates once the Valve is FULLY OPEN.
Q56: MODE SELECT Switch:

Center Tank Transfer Valves are automatic:
1. Transfer Valves OPEN if the associated Wing Tank is NOT Full.
2. Transfer Valves CLOSE 5 minutes after Center Tank Low Level is reached.
MANUAL -- Center Tank Pumps are controlled with the CTR TK XFR Switches.
FAULT -- Illuminates when MODE SELECTOR is in AUTO, and

A. Center Tank has more than 550 LB and
B. Left or Right Tank has less than 11,000 LB
(+ ECAM CAUTION)
Q69: APU BLEED Switch:
Extinguished -- APU Bleed Valve is CLOSED
ON -- APU Bleed Valve will OPEN if:

1. N > 95%
2. No leak on APU
3. No leak on Left Side (1)
(1) Right Side Leak closes the Crossbleed Valve
FAULT -- APU Bleed leak has been detected

(+ ECAM CAUTION)
APU Bleed has priority over Engine Bleeds.

With APU Bleed pb ON, the BMC will shut the
Engine Bleeds Valves to CLOSE.
R2: APU FIRE Switch:

PUSHBUTTON:
IN (guarded) -- normal operations
Pilot pushes it to release it OUT, sending a signal to perform the following:

1. APU -- SHUTDOWN
2. SILENCES the Aural Warning
3. ARMS the Fire Extinguisher Squib
4. Squib Light ILLUMINATES
5. Fuel LP Valve CLOSES
6. APU Fuel Pump -- OFF
7. APU Generator is DEACTIVATED
8. APU Bleed -- CLOSES
9. Crossbleed Valve -- CLOSES
FIRE LIGHT:
Illuminates whenever the Fire Warning is activated regardless of pb position.
R15: BLUE ELECTRIC PUMP pb:
Extinguished (AUTO) -- ON if AC power is available.

Pump operates in-flight.
On ground pump runs if:
1. AC power is available and at least one Engine is running or
2. BLUE PUMP OVRD Switch has been pressed. (1)
OFF -- Pump is de-energized.
FAULT -- Illuminates for:

A) When the Pump itself Overheats, and:
B) Reservoir Level is Low
C) Reservoir Overheat
D) Reservoir Air Pressure Low
E) Pump Low Pressure (INHIBITED on
the ground with Engines STOPPED)

except during an Overheat:
(1) Mtc function on Upper Overhead Panel
R32: BUS TIE Switch:

There are two Bus Tie Contactors.
Think of them as being "controlled" by either
1. the APU GEN Switch or
2. the EXT PWR Switch.
Any one source can supply the entire electrical System.
See DIFFERENCES to the right.
Simultaneous supply by multiple sources is prohibited.

The BUS TIE will OPEN or CLOSE as
necessary to maintain power to
AC BUSES 1 and 2.
NOTE: The Bus Tie Contactor 1(2) will CLOSE

automatically if GEN 1 or 2 is NOT operating.
NOTE: Both BUS TIE Line Contactors CLOSE when:
a) single Engine operations, or
b) only APU GEN supplying, or
c) only EXT PWR supplying.
OFF -- Both BUS TIE Contactors are OPEN
R39: ZONE TEMPERATURE Selector:

COLD -- 64° F, 18° C
Center -- 76° F, 24° C
HOT -- 86° F, 30° C
U11: PTU Switch:

Extinguished (AUTO) -- functions:
A) PTU is ARMED to run automatically when
Green and YELLOW Electro-hydraulic Valves are OPEN.
PTU will operate when greater than 500 psi differential between
GREEN and YELLOW Hydraulic Systems is detected.
PTU will automatically TEST during the second Engine Start.
B) PTU is INHIBITED: [ see the first Test Question "?" to the right. ]
1. during the first Engine Start
2. during Cargo Door operation (see YELLOW ELEC PUMP switch).
3. when;
a. Parking Brake is ON and
b. only one ENG MASTER switch is ON.
4. Parking Brake is OFF
5. NWS in the Towing position
b. NWS is deactivated when Tow Pin is installed, and
c. only one ENG MASTER switch is ON.
OFF -- Both GREEN and YELLOW Electro-hydraulic Valves are CLOSED.

PTU stops.
FAULT -- Illuminates for GREEN or YELLOW:

A) Reservoir Low Level
B) Reservoir Air Pressure Low
C) Reservoir Overheat; except during an Overheat,
-- Light stays ON as long as Overheat remains.
U46: CROSSBLEED SELECTOR Switch:
AUTO -- Valve will OPEN/CLOSE with APU Bleed Valve.
-- Valve will CLOSE, except during Engine Start, for

1. Wing leak,
2. Pylon leak, or
3. APU leak
SHUT -- X-Bleed Valve is CLOSED
OPEN -- X-Bleed Valve is OPEN
U68: CROSSBLEED SELECTOR Switch:

AUTO -- Valve will OPEN/CLOSE with APU Bleed Valve.
-- Valve will CLOSE, except during Engine Start, for

1. Wing leak,
2. Pylon leak, or
3. APU leak
SHUT -- X-Bleed Valve is CLOSED
OPEN -- X-Bleed Valve is OPEN
V34: EXT PWR Switch:
Extinguished -- External power not connected
AVAIL -- External Power is plugged in and

electrical parameters are normal.
ON -- Line Contactor is CLOSED

AVAIL Light extinguished.
ON Light remains illuminated.
see Elec Priority
PRESSED -- with AVAIL light ON:

Line Contactor CLOSES,
AVAIL light goes OUT,
ON light comes ON
(remains even when Eng Gens are supplying power).
PUSHED -- with ON light ON:

Line Contactor OPENS and
AVAIL light comes ON.
V55: PARKING & SECURING CHECKLIST:

FUEL PUMPS [ C ] -- OFF
Turn the Wing Tank Pumps and the
Center Tank Transfer Valves OFF.
W39: ZONE TEMPERATURE Selector:

COLD -- 64° F, 18° C
Center -- 76° F, 24° C
HOT -- 86° F, 30° C
X30: ACC ESS FEED Switch:

AC ESS BUS powered by AC BUS 1
ALTN -- AC ESS BUS powered by AC BUS 2
FAULT -- AC ESS BUS is NOT powered (+ECAM CAUTION)
NOTE: With the loss of BOTH ENG GENs AC ESS BUS is

powered automatically by the EMER GEN or
if EMER GEN is not available then BAT 1
powers it through the STAT INV.
Y15: ENG 2 PUMP
Extinguished (ON) -- normal operations, Pump will

pressurize the System when Engine is operating.
OFF -- the pump is depressurized
FAULT -- illuminates and ECAM message if:

A. Reservoir Level is Low
B. Reservoir Overheats
C. Reservoir Air Pressure is Low
D. Pump Pressure is Low (INHIBITED on
the ground with Engine STOPPED)

except during an Overheat;
AC14: YELLOW ELECTRIC PUMP pb:

Extinguished (AUTO) -- normal operation, Pump is OFF.
Pump comes ON if Cargo Door Manual Selector Valve

is moved to OPEN or CLOSE.
ON -- Pump is on.
If electrical supply is removed, and then reapplied,
the Pump will remain OFF.
-- Accumulator is pressurized.

A) When the Pump itself Overheats, and:
B) Reservoir Level is Low
C) Reservoir Overheat
D) Reservoir Air Pressure Low
E) Pump Low Pressure (INHIBITED on
the ground with Engines STOPPED)
This gives a singular Fault Light.
NOTE: PTU FAULT Light also comes ON

for the above A, B, C, D reasons.

except during an Overheat; Light stays
ON as long as Overheat remains.
AC15: YELLOW ELECTRIC PUMP pb:
Cargo Door Handle operates the

Yellow Electric Pump just until the
Cargo Door is OPEN.
Then the Pump turns OFF.
The Hand Pump will NOT operate

the Yellow Electric Pump.
AC39: HOT AIR Switch:

Hot Air Valve regulates pressure.
OFF -- Hot Air Valve CLOSES

Trim Air Valves CLOSE
FAULT Circuit is RESET
FAULT -- Duct Overheat: (+ ECAM CAUTION)

1. Hot Air Valve CLOSES
2. Trim Air Valves CLOSE
-- Light goes OUT when
Temp is below limits
<70° C (158° F)
and OFF is selected.
OVERHEAT is sensed when Duct Temp:

A) reaches 88° C (190° F) 1 TIME or
B) reaches 80° C (176° F) 4 TIMES
in one flight.
AC61: HOT AIR Switch:

Hot Air Valve regulates pressure.
OFF -- Hot Air Valve CLOSES

Trim Air Valves CLOSE
FAULT Circuit is RESET
FAULT -- Duct Overheat: (+ ECAM CAUTION)

1. Hot Air Valve CLOSES
2. Trim Air Valves CLOSE
-- Light goes OUT when
Temp is below limits
<70° C (158° F)
and OFF is selected.
OVERHEAT is sensed when Duct Temp:

A) reaches 88° C (190° F) 1 TIME or
B) reaches 80° C (176° F) 4 TIMES
in one flight.
AE3: TEST QUESTION:

What conditions result in an Engine FIRE Warning?
ANS: The FDU issues a FIRE Warning when

both Loops detect an overheat in
a particular area.
If both Loops fail within 5 seconds of

each other.
If operating with one Loop working

(one Loop failed), an overheat will
result in a FIRE Warning.
AE4: TEST QUESTION:

Can the APU FIRE Test be performed with
the APU running?
ANS: YES, the Test will NOT cause

an automatic shutdown.

When is the PTU inhibited?
Ans: PTU operation is INHIBITED when the:

1. First Engine is being started
2. Cargo Doors are operated
3. PTU pb is OFF
4. Parking Brake is ON and only one

ENG MASTER Switch is ON.

What is the difference between the two
RAT MAN ON pushbuttons?
Ans: Look at the RAT SCHEMATIC Sheet.

What is the function of the RAT and when
will it automatically deploy?
ANS:
The primary function of the RAT is to
power the BLUE Hydraulic System.
The RAT will automatically deploy with

the loss of both Main AC Buses
(airspeed greater than 100 kts).
The RAT can power the Blue

Hydraulically-driven Generator if necessary.

Name the three Hydraulic Systems and
how they are powered.
ANS: GREEN -
Engine 1 Pump
PTU
YELLOW -
Engine 2 Pump
PTU
Yellow Electric Pump
Hand Pump for Cargo Door
operation
BLUE -
Blue Electric Pump
RAT

What is the purpose of the
Power transfer Unit (PTU)?
ANS: It permits the GREEN and

YELLOW Hydraulic Systems
to pressurize each other
without any fluid transfer.

What is the sequence of Fuel Tank usage with
the Fuel MODE Selector in AUTO?
Ans: Normal fuel feed is automatic. When there

is fuel in all tanks, the Center Tank feeds the engines
first (even though the Wing Tank Pumps operate
continuously).
With the Fuel MODE SEL in AUTO,

the Center Tank Pumps operate for two
minutes after both engines are started
to confirm Center Tank Pump operation
prior to take-off.
After take-off, the Center Tank pumps

restart when the Slats are retracted and
continue to operate for five minutes
after the Center Tank is empty.

The Wing Tank Transfer Valves automatically
latch OPEN when the Wing Inner Cell Fuel
QUANTITY drops to what?
Ans: 1650 LBS

Is frost permitted on the bottom of the wings?
ANS: Frost is permitted as long as it does NOT

extend outside the area of the Fuel Tanks
and is NOT thicker than 3mm (1/8 inch).

What electrical power is required to
Refuel the aircraft?
ANS: External Power,

APU Generator or
Battery.

What is the MINIMUM Battery Voltage?
Ans: 25.5 V
TEST QUESTION:
What must be done if the Battery is
below 25.5V?
Ans: A CHARGING CYCLE of 20 minutes

is required.
If the BAT 1(2) Switches are in AUTO position
overnight without any other power,
will the batteries discharge completely?
Ans: NO --
the Battery Automatic Cut-off Logic
prevents complete discharge of the
Battery when the aircraft is on the ground
and unpowered.

What is the normal priority for supplying
electrical power to the Main AC Buses?
Ans: Eng Gen

Ext Pwr
APU
The EMER GEN will only supply the

Essential Buses.

An ECAM action requires the IDG to be
disconnected.
Can it be reconnected while in-flight?
ANS: NO.
AE30: TEST QUESTION: T/F

In-flight, with only one Generator supplying
the aircraft, the entire Galley Load is shed.
ANS: TRUE.
A319/320 the Main Galley is shed
A321 all Galleys are shed
and In-seat Power is shed

If the EMER ELEC PWR MAN ON is selected
to ON with normal AC electrical power
available, what will happen?
ANS:
Activation of the RAT under these conditions
will result in the RAT Generator assuming
the loads of the:
1. AC ESS BUS
2. DC ESS BUS
3. ESS SHED BUSES
All other Buses will be powered by
their normal suppliers.

Can the Aircraft Batteries be fully
depleted in-flight? ...or on the ground?
ANS: In-flight: YES

(they must be able to provide
30 minutes of emergency power).
on the ground: NO
From the Manual:

The Battery Chargers are powered any
time the BAT Bus is powered and
provide charging when the Battery
Voltage drops below a set value.
Battery Automatic Cut-off Logic

prevents complete discharge of the
Batteries when the aircraft is on
the ground and unpowered.

With the APU supplying Bleed Air, what will be the
Pack Flow if the PACK FLOW Switch is in LOW?
Ans: The manual selection is irrelevant in single

Pack operation or with APU Bleed supply.
In these cases, HI is automatically selected.

When would RAM AIR pushbuttons be used?
Ans: Ram Air Valve is an air scoop at the bottom

of the fuselage.
It allows the ventilation of the cabin in the
event of a Dual Pack Failure or
for smoke removal.

When working in hot weather conditions, is it
possible to augment the already operating
Air Conditioning System with External Air to
facilitate air flow?
ANS: This is a CAUTION:

It is possible to introduce External
Air into the already operating system,
but it is NOT PERMITTED.

When the Pack Flow is selected to LO (A319/A320)
or ECON (A321), will the Pack Flow automatically
go to 100% if cooling demand cannot be satisfied?
ANS: YES,
When:
1. Single Pack operation
2. APU is the sole source
3. If Pack Cooling is NOT meeting demand,
Then:
A319/A320: Flow reverts to HI
regardless of Selector position
A321: Flow increases to 40% more than ECON

regardless of Selector position when:
AE42: TEST QUESTION: (A319/A320)

When would you use the LO or HI Pack Flow
Selector positions?
ANS: LO -- long flights with less than

50 passengers
HI -- abnormally hot and humid
conditions
TEST QUESTION: (A321)

When would you use the ECON Pack Flow
Selector position?
ANS: ECON -- with less than 140 passengers

OFF -- normal flow

Is frost permitted on the bottom of the wings?
ANS: Frost is permitted as long as it does NOT

extend outside the area of the Fuel Tanks
and is NOT thicker than 3mm (1/8 inch).

What electrical power is required to
Refuel the aircraft?
ANS: External Power,

APU Generator or
Battery.
AF20: TEST QUESTION: (A319/A320 only)

When do the Wing Tank Transfer Valves
automatically latch OPEN?
ANS: When the fuel in an Inner Tank

reaches 1650 LBS,
(both open simultaneously).
AF21: TEST QUESTION: (A319/A320 only)

When do the Center Tank Pumps
operated in AUTO?
ANS: After Engine START for 2 minutes.
After take-off, and after Slat

Retraction, the Center Tanks
feed the Engines first.
Pumps operate until Center Tank is

empty and then for 5 minutes; OR
until Slat Extension.

What source is supplying power if BOTH:
1. APU AVAIL Light and
2. EXT PWR AVAIL Light
are illuminated?
Ans: APU
If EXT PWR ON Light is illuminated then

EXT PWR is supplying because it has
priority over the APU.
NOTE: if the Engine Generators are

supplying with External Power connected
you can still see the EXT PWR ON Light
illuminated.
What pre-Cautions exist when disconnecting
an IDG?
Ans:
CAUTION: If the IDG switch is held for
more than 3 sec damage may occur.
CAUTION: Do NOT disconnect if engine is

NOT running / windmilling.

What is the significance of the
Circuit Breakers' colors?
Ans:
Monitored by ECAM:
GREEN
NOT Monitored by ECAM:

BLACK
YELLOW (Battery power only)
RED (Wing Tip Brake CB's)

If External Electrical Power is connected and
supplying the aircraft, will the EXT PWR pb
remain ON after Engine START?
ANS: EXT PWR pb Light will remain ON.

Electrical Priority:
Engine Generators
External Power
APU Generator

What would be required is the Battery Voltage
is less than 25.5 V (during Pre-flight)?
ANS: A charging cycle of 20 minutes

is required.

When do the Aircraft Batteries connect
to the DC BAT Bus?
ANS: BAT 1 (2) pb -- AUTO:

a) APU Starting
(Master Switch -- ON and
APU N < 95%)
b) Battery Voltage < 26.5

(Battery is charging)
c) Loss of AC BUS 1 and 2

when below 100 kts
(EMER GEN not supplying)
TOC P P
The switches
OXYGEN SERVICE INT AVIONICS
located on this
TMR RESET OVRD COMPT LT
panel are NOT
FAULT
A
U
normally used
ON ON ON
T
O by Flight Crew
Members.
HYDRAULIC READING LT
BLUE PUMP LEAK MEASUREMENT VALVES
READING LT
OVRD B G Y
HYDRAULIC
OFF BRT
OFF OFF OFF
OFF BRT
O N
HYDRAULIC SCHEMATIC
ENG APU
1 FADEC GND PWR 2 AUTO EXTING
TEST RESET
OK
?? ?? ?? PEDESTAL
O N O N ON
?
TOILET
AUDIO SWITCHING
OCCPD
NORM
CAPT F/O
Some aircraft configurations may have the

RADIO MANAGEMENT PANEL & AUDIO CONTROL PANEL
ENG FADEC GND PWR Switches and
APU AUTO EXTING Switch switched form left to
right.
D1: NOTE: YELLOW CBs ARE FOR

BATTERY POWER ONLY SITUATIONS.
L5: TMR RESET Switch:

Maintenance uses this to RESET the Control Circuit
after the System was operated.
ON --
PASSENGER SYS ON Light goes OFF,
TMR RESET ON Light comes ON
FAULT --
Illuminates when the Door Latch Solenoids are energized for > 30 seconds.
or
Time Delay failure > 30 seconds
Electrical power to the Unit Door Latches was not turned off automatically.
L23: LAVATORY Light:
OCCPD -- Indicates if the forward lavatory is occupied.
M9: BLUE PUMP OVERRIDE Switch:
ON -- Blue Electric Hydraulic Pump is energized,

if:
1. the ELEC PUMP Switch on the HYDRAULIC PANEL is in AUTO,
2. and AC BUS 1 is powered.
M14: ENGINE 1, 2 FADEC GROUND POWER Switches:
ON --
FADEC has electrical power on the ground if the
ENG FIRE pb is NOT released.
or
Full Authority Digital Engine Control (FADEC) is
electrically powered from Ground Power.
Q5: SERVICE INTERPHONE OVERRIDE Switch:
Communication with Service Interphone Jacks are possible

only on the ground with Landing Gear Strut compression.
ON -- Communication is possible without Strut compression.
NOTE: Service interphone is accessed by the CAB button

on the Audio Control Panel.
T16: AUTO EXTINGUISHING TEST Switch:

OK -- All components are operating properly.
ON -- Tests the APU Fire Warning, Auto Extinguishing, and Shutdown Circuits.
NOTE: If the APU is running, pushing this TEST Switch will shutdown the APU.
U22: TEST QUESTION:

Does the LOUDSPEAKER control the loudness
of oral alerts and voice messages?
Ans: The Volume Knob for the Loudspeaker

does NOT control the volume of
aural alert and voice messages.
V4: AVIONICS COMPARTMENT LIGHT Switch:
Extinguished -- (AUTO) normal operations:

Avionics Compartment Lighting is automatically
controlled by Avionics Door being opened.
ON -- Light is ON
V9: BLUE, GREEN, YELLOW LEAK MEASUREMENT VALVE Switches:
Extinguished -- The respective Electro-hydraulic Valve OPENS to

go back to Normal Hydraulic Supply.
OFF -- the respective Valve CLOSES and

Hydraulic Fluid is shut OFF to the Primary Flight Controls.
W16: APU AUTO EXTINGUISHING RESET Switch:

Resets APU Auto Extinguishing Test and Shutdown Circuits.
Y16: TEST QUESTION:

The Full Authority Digital Engine Control (FADEC)
is powered by what?
ANS: The System has its own Alternator.

If this Alternator fails, the FADEC switches
over to aircraft electrical power.
Z16: TEST QUESTION:

There are five Thrust Lever Detents.
Each of these represents an Upper Thrust Limit.
What does the FADEC do if the Thrust Lever is
placed between two Detents?
ANS: The FADEC selects the Rating Limit of

the higher Detent.
This is displayed on the Upper ECAM.

What does the FADEC do during an
Automatic Engine START interruption?
ANS: The FADEC does this:

1. Terminate Ignition
2. Close the HP Fuel Valve
3. Close the Start Valve
4. Sequence additional Start attempts
5. Provide FAULT annunciations
6. Dry crank the Engine
AC25: AUDIO SWITCHING:

Enables the Captain or First Officer to
use ACP 3 in case of failure in ACP 1 or 2.
AUDIO 3 XFRD appears on ECAM MEMO.
NORM -- Each crew member uses their

respective ACPs.
CAPT 3 -- Captain makes selections on

ACP 3 and ACP 1 is deactivated.
F/O 3 -- First Officer makes selections on

ACP 3 and ACP 2 is deactivated.
TOC
FLT CTL RADIO MANAGEMENT PANEL
P FLT CTL
Operations ELAC 2 SEC 2 SEC 3 FAC 2
WING FLIGHT CONTROLS
Alternate Law FAULT FAULT FAULT FAULT
Redundancy OFF OFF OFF OFF
CARGO HEAT
?
HOT AIR AFT ISOL VALVE
CARGO OVERHEAT LIGHT
FAULT FAULT
HEAT
OFF OFF HOT AIR AFT ISOL VALVE
FAULT FAULT
Cargo AFT
OFF OFF
DISAGREEMENT LIGHT
AIR CONDITIONING DIAGRAMS
COLD HOT
AIR CONDITIONING ECAMS
CARGO DISCH CARGO SMOKE DISCH
SMOKE FWD TEST AFT ??
SMOKE SMOKE
DISCH DISCH
AVIONICS
VENT VENTILATION
Galley BLOWER EXTRACT CAB FANS AVIONICS VENTILATION
Lav Vent FAULT
A A CARGO SMOKE SYSTEM
U FAULT U
Avionics OVRD
T
O
T
O OFF
OVRD
OVRD
ENG DIFFERENCES: A319

MANUAL Only ONE Fire Bottle is installed and can be discharged
MAN START
START into
1 2
either the Forward or Aft Cargo Compartment.
O N O N DIFFERENCES: A321
The A321 Aft Cargo Compartment has THREE Smoke
Detection Loops with two Detectors in each.
REDRED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
A4: Operations:
Slat/Flap Lever works through the Slat Flap Control Computer (SFCC),
NOT these computers.
Another perspective:
Pitch Roll Yaw
NORMAL Law ---------- ELAC ELAC

SEC
FAC
ALTERNATE Law ----- ELAC None FAC

SEC
DIRECT Law ----------- ELAC ELAC

SEC
ABNORMAL Law ------ ELAC

(attitude) SEC
OTHER ----------------- SEC: speedbrake

FAC: rudder travel limit
rudder trim
A5: Alternate Law:

Multiple failures may result in Alternate Law.
A6: Redundancy:
7 computers from:
different manufacturers
different computer languages
different algorithms
different hydraulic mix
A12: CARGO COMPARTMENTS:

There are pressurized forward and aft cargo compartments.
The aft compartment is heated and ventilated.
A319 aircraft do not have FWD Cargo Heat Systems.
Both compartments are equipped with smoke detector loops.

The forward compartment has two smoke detectors.
The aft compartment has two loops with two detectors each.
The Smoke Detection Control Unit (SDCU) issues a smoke warning when two detectors of one loop detect smoke.
If one detector fails the system remains operational with the other detector.
Cargo smoke is signaled by ECAM, a CRC, the MASTER WARN Light, and the CARGO SMOKE Light.
One extinguisher bottle supplies one nozzle in the forward compartment and two nozzles in the aft compartment.
The agent is discharged by pressing either the FWD DISCH or the AFT DISCH pb.
If the Cargo Smoke Warning is activated in either compartment, the associated Isolation Valves CLOSE and the Extraction Fan STOPS.
Cargo Doors are monitored by ECAM.
NOTE: If the YELLOW Electric Pump is activated by either Cargo Door Selector Lever to operate the FWD or AFT Cargo Door,
most other YELLOW System users are not pressurized and cannot be operated. (See YELLOW ELEC PUMP sw).
A24: Galley and Lavatory Ventilation:

The Lavs and Galleys are ventilated by cabin air which is drawn by an Extraction Fan near the Outflow Valve.
This is NOT the same as the CAB FANS Switch's Fans on this Panel.
It is operating any time there is electrical power available.

The Zone Controller Temperature Sensors sample this ventilation air.
If this fan fails then the cabin temperature is fixed at a predetermined value.
A25: AVIONICS:
One Smoke Detector is installed in the Air Extraction Duct of the Avionics Compartment.
Smoke detection is signaled by:
ECAM
MASTER CAUT Light
BLOWER FAULT Light
VENTILATION FAULT Light
SMOKE Light on the EMER ELEC PWR panel (see LEFT OVHD PNL Sheet in this workbook file)
A single chime.
A26: OVRD Positions:

Just think of it this way:
BLOWER OVRD forces the Blower Fan to STOP
EXTRACT OVRD forces the Extraction Fan to RUN
E4: ELAC 2: Elevator Aileron Computer
FAULT -- illuminated:
1. A failure is detected (+ ECAM CAUTION)
2. During ELAC Power-up Test it illuminates for 8 seconds.
NOTE: Transients illuminate if longer than 25 milliseconds

Also RESETS the Computer by selecting OFF then ON.
E18: DISCH Switches:

Ignites the Squib to discharge the Extinguishing Agent in the corresponding compartment (FWD or AFT).
DISCHARGE of either Discharge Switch will illuminate both DISCH Lights. There is only one Bottle.
E23: BLOWER Switch:

A) Low Blower Pressure (1)
B) Avionics Duct Overheat (1)
C) Computer (AEVC) power supply failure
D) Avionics Smoke Warning
OVRD -- Forces Blower to STOP
(1) On the ground, with Engines NOT running,

this Warning will cause the External Horn to sound.
H4: SEC 2: Spoiler Elevator Computer
OFF -- Computer is OF

H19: FWD Indicators: See AFT Switch for differences.

SMOKE -- when the System detects smoke in the compartment indicated;
if:
1) Both Channels detect Smoke
2) One channel detects Smoke with the SDCU finding the other Channel faulty.
then:
A) CRC
B) Illuminates with ECAM Warning
NOTE: Expect the SMOKE Light to remain illuminated -- Gases from the source are NOT evacuated and
they remain, causing the Detector to continue to sense the presence of Smoke.
DISCH -- Illuminates if the Bottle has discharged.

NOTE: Both Lights should illuminate -- there is only one Bottle.
See AFT Switch for differences.
H23: EXTRACTION Switch:

FAULT --Illuminates for:
A) Low Extraction Pressure (1)
B) Computer (AEVC) power supply failure
C) Avionics Smoke Warning
OVRD -- forces Extraction Fan to RUN
(1) On the ground, with Engines NOT running,

this Warning will cause the External Horn to sound.
H28: MAN START Switches:

Essentially, these Switches: OPEN the Starter Valve, and both Pack Valves CLOSE.
ON -- Start Valve OPENS if

ENG MODE Selector = CRANK or IGN/START
and
N2 < 20%.
-- Both Pack Valves CLOSE
NOTE: Supplemental Procedure 3b.7.1, PH 3B Power plant
This procedure requires timing, twice.
Step 3 -- start the Clock
The Pack Valves may OPEN after 30 seconds.
There is the sub-procedure if the Pack Valve Auto Closure fails.
Step 7 also requires timing to be started.
NOTE: The Start Valve CLOSES automatically when N2 >= 50%.
Extinguished -- (OFF)
When the ENG MAN START Switch is set to OFF during a Manual START,
the Start Valve CLOSES if the MASTER Switch is OFF.
I23: BLOWER and EXTRACT Switches:
BOTH switches in AUTO (Extinguished) --
On the Ground before take-off power is applied:
Ventilation is in OPEN configuration; CLOSED if skin temperature is low.
After take-off power is applied (and therefore in flight)
Ventilation is in CLOSED configuration; or
Ventilation is in INTERMEDIATE configuration if skin temperature is
above flight threshold.
EITHER switch in OVRD --

System is in CLOSED configuration
Air Conditioning air is added to Ventilation air.
If BLOWER Switch is in OVRD then Blower Fan STOPS
BOTH switches in OVRD --

Air Conditioning air is circulated and extracted (Extraction Fan) overboard.
BLOWER Switch in OVRD forces Blower Fan to STOP
EXTRACT Switch in OVRD forces the Extraction Fan to RUN
I28: MAN START Switches:

Ignition / Start:
1. FADEC energized
2. PACK Valves CLOSE
3. Engine ECAM
J19: TEST Switch:

PRESS --
1. Tests the Smoke Detectors Lights in sequence.
2. Illuminates the SMOKE lights twice.
3. Closes the Isolation Valves of the Ventilation System.
4. Illuminates the DISCH lights.
5. Displays ECAM Warning message
Another answer: Each will occur twice --

1. CRC
2. MASTER WARN Lights illuminate
3. SMOKE Lights illuminate
4. DISCH Lights illuminate
5. CARGO SMOKE Warning on the E/WD
L4: SEC 3: Spoiler Elevator Computer
OFF -- Computer is OF

L9: HOT AIR Switch:
Extinguished (AUTO) -- The Pressure Regulating Valve regulates the hot air pressure.
OFF -- Pressure Regulating Valve CLOSES

Fault Circuit is RESET
FAULT -- NOTE: Nothing happens automatically.

-- Illuminates for a Duct Overheat: 190º F (88º C), and
-- RESETS when temperature decreases; <158º F (70º C), and OFF is selected.
System RESET if the ISOL VALVE Switch = AUTO.
M19: Indicators:
SMOKE -- when the System detects smoke in the compartment indicated;
if:
1) Both Channels detect Smoke
2) One channel detects Smoke with the SDCU finding the other Channel faulty.
then:
A) CRC
B) Illuminates with ECAM Warning
NOTE: Expect the SMOKE Light to remain illuminated -- Gases from the source are NOT evacuated and
they remain, causing the Detector to continue to sense the presence of Smoke.
AFT Light also:

A. Closes AFT Cargo Inlet Isolation Valve
B. Closes AFT Cargo Outlet Isolation Valve
C. Shuts off AFT Cargo Extraction Fan
DISCH -- Illuminates if the Bottle has discharged.

NOTE: Both Lights should illuminate -- there is only one Bottle.
O4: FAC 2: Flight Augmentation Computer

Also resets the computer by selecting OFF then ON.
NOTE: FACs give speeds to the PFDs.
O13: AFT CARGO TEMPERATURE Selector:

COLD = 41°F ( 5ºC)
Center = 60°F (15.5ºC)
HOT = 79°F (26ºC)
O23: CABIN FAN Switch:
Extinguished -- ON, normal operation

The two Cabin Recirculation Fans RUN
OFF -- The two Fans STOP.
P8: AFT ISOLATION VALVE:
Extinguished (AUTO) --
Provided NO Smoke is detected in the Cargo Bay:
1. Inlet Isolation Valve OPENS
2. Outlet Isolation Valve OPENS
3. Extraction Fan RUNS
OFF --
1. Inlet Isolation Valve CLOSES
2. Outlet Isolation Valve CLOSES
3. Trim Air Valve CLOSES
3. Extraction Fan STOPS
FAULT -- Illuminates if either Inlet or Outlet Isolation Valve disagrees

with the selected position.
P18: DISCH Switches:

Ignites the Squib to discharge the Extinguishing Agent in
the corresponding compartment (FWD or AFT).
S7: TEST QUESTION:

Is the FWD CARGO heated?
Ans: NO --
From the Ventilation Section of the PH:

Closed Configuration is the normal in-flight configuration.
Air is drawn from the Avionics by the Extract Fan through
the Skin Heat Exchanger and then forced back into the
Avionics Equipment by the Blower Fan. A portion of the
cooling air is exhausted through the cargo underfloor.
S18: TEST QUESTION:

Do both Cargo Smoke Detectors (in one Loop) have
to detect Smoke before an alarm will sound?
ANS: YES. A Smoke Detection Control Unit (SDCU)

will issue a Smoke Warning when two
Smoke Detectors of one Loop detect smoke.
TOC a b c d e f g AUTO THRUST SYSTEM DATA BOXES WING FLIGHT CONTROLS
! ! ! AUTOPILOT ACTIVATION / DISENGAGEMENT DATA DISPLAY SWITCHES PEDESTAL
P P P P FLT CONTROL ECAMS
EMER SWITCH REPRODUCED
CANC
(FROM ECAM PANEL)
BARO
CHRONO
29.92 CSTR WPT VOR D NDB ARPT
MASTER MASTER
40
ROSE WARN WARN
MASTER NAV 20 80
VOR ARC
WARN in Hg h Pa
PLAN
? 10 160
ILS
AUTO ? ?? PULL ! 320
STD
LAND ? 1 2
SIDE STICK PRIORITY MASTER MASTER
ADF VOR ADF VOR CAUT

CAUT
MASTER
CAUT CAPT FD OFF OFF

ILS
PFD CONTROL PANEL ND CONTROL PANEL

! ? ? ? ?? FCU
HDG LAT ALT LVL/CH V/S

SPD
HDG
150 --- V/S
5000 -- 07 00
100 1000
! UP
HDG V/S
TRK FPA PUSH
TO
SPD LEVEL
MACH METRIC OFF
ALT
AP 1 AP
AP 22
DN
LOC A/THR
!
EXPED APPR
ALSO WHERE THE

G METER
IS LOCATED
A7: EMER CANC SWITCH:

PUSH -- any current aural warning is canceled
(including GPWS).
-- any current caution;
(ECAM MSG + MASTER CAUTION + AURAL)

is canceled for the remainder of flight
(nuisance warning)
Status Page is automatically called and "CANCELLED CAUTION" with

the canceled failure's Title is displayed.
The canceled caution may be restored by pressing the RCL Switch

for more than 3 seconds.
B2: AUTOPILOTS:
Autopilot Guidance Modes are selected on the FCU and MCDU.
Autopilot Engagement is displayed on the FMA.
Autopilots use Ailerons, Elevators and Spoilers to achieve the desired flight profile.
FACs control the Rudder, Yaw Damping and Rudder Trim and are automatic with Autopilot(s) engaged.
During ROLL OUT Mode the Autopilot controls the NWS Unit.
Full AUTOLAND capability exists with only one Engine.
B19: POSSIBLE FCU FAILURES:

The Altitude Selector Knob may experience the following failures:
1. Untimely activation of the Push/Pull function
2. Permanent or transient Loss of Engagement capability
NOTE: Failures are often the result of turning the Knob too slowly, and can be
accompanied by the loss of an FCU Channel.
The ECAM will display this Warning:
AUTO FLT FCU 1(2) FAULT
On the INOP Systems Status Page will be displayed:
FCU 1(2)
RESET by pulling the appropriate CB for at least 10 seconds.
These Knobs:
Speed/MACH; Heading/Track; Vertical Speed/Flight Path Angle; and QFE/QNH
may experience the following;
1. Unexpected one click variation of the value selected by the pilot,
2. Permanent or transient Loss of Selection capability
3. Push to Level-Off function transitorily inoperative
Push to Level-Off action may NOT be taken into account when the V/S - FPA Knob
is PUSHED and TURNED at the same time.
PERFORM a new turn to return to normal operations.
C1: AUTO THRUST SYSTEM:

The Autothrust System sets the required thrust based on inputs from both FMGC and Thrust Lever position.
The Thrust Levers do NOT move when the A/THR System is active.
NOTE: When Autothrust is disconnected, the Thrust Levers directly control the thrust.
When the aircraft loses all electrical power, there are three mechanical controls in the cockpit:
1. Rudder
2. Manual Pitch Trim Wheels
3. Manual/Emergency/Alternate Gear Extension
But there is also a fourth, in that the Thrust Levers, normally considered electrical, control the Engines via the FADECs.
ARMING:
A) On the ground:
1. PUSH the A/THR pb on the FCU when the Engines are NOT running
2. Placing Thrust Levers to FLEX or TOGA with the Engines running
B) In flight:
1. ENGAGE the Go Around Mode
2. When the A/THR System is:
a) ACTIVE, setting the Thrust Lever(s):
1) One Lever beyond MCT Detent
2) Both Levers beyond CL Detent
b) NOT Active (the Thrust Levers are OUT of the Active Range (pb illuminated GREEN)),
-- PUSH the A/THR pb on the FCU
NOTE: If the A/THR System is NOT Active, the following will NOT REARM the system:
1) One Lever beyond MCT Detent
2) Both Levers beyond CL Detent
C2: AUTOPILOTS ENGAGEMENT:

To engage the Autopilot(s):
1. One A/P can be engaged on the ground if Engines are NOT operating.
Upon the FIRST Engine START it will disengage.
2. The aircraft must be airborne for 5 seconds before an A/P can be engaged.
3. Only one A/P can be engaged, except for after when APPR is ARMED/ENGAGED.
The second A/P will remain ENGAGED until completion of the Go Around Phase.
Then A/P 1 will be ACTIVE and A/P 2 will be in Standby.
4. If at least one F/D is ON, then the A/P will ENGAGE in the Active Flight Director Mode(s).
5. If no F/D are active, then the A/P will ENGAGE in either HDG V/S or TRK FPA.
C19: TEST QUESTION:
On an RNAV Approach, when will the Autopilot automatically disengage?
Ans: All RNAV Approaches are predicated on the use of a DA.

From PH Chapter 18;
CAUTION: When FINAL APP NAV modes are engaged, the

AP/FD will disengage at [DA minus 50'] (if entered) or
DA = 400' (if NO DA entered)
The FDs will revert to basic modes (HDG / TRK).
D1: AUTO THRUST SYSTEM:

DETENTS:
1. TOGA = Go Around / Maximum Takeoff Thrust
2. FLEX MCT = Maximum Continuous Thrust or Flex at takeoff
3. CL = Maximum Climb Thrust
4. IDLE -- for both forward and reverse thrust
5. MAX REV -- Maximum Reverse Thrust
SETTINGS / Throttle Quadrant Indications:

1. TO GA = Max Takeoff / Go Around
2. FLX MCT = Max Continuous / Flex
3. CL = Max Climb
4. 0 (IDLE) = Forward Thrust Idle
5. REV IDLE = Reverse Idle
6. FULL = Max Reverse
D2: AUTOPILOTS DISENGAGEMENT:

To disengage the Autopilot(s):
1. PRESS either Takeover Switch
2. Side Stick is moved beyond the Load Threshold.
3. The other A/P is ENGAGED, except:

a) LOC G/S Modes ARMED/ENGAGED
b) ROLLOUT and GA Modes ENGAGED
4. Both Thrust Levers set to TOGA Detent on the ground.

Prevents Takeoff with A/P Engaged following a Touch and Go.
5. Reaching DA minus 50' with APPR ENGAGED on a NON-ILS (RNAV) Approach.
ALSO, in Normal Law when:
6. High Speed Protection is ACTIVATED
7. ALPHA PROT is ACTIVATED
8. Bank Angle exceeds 45º
9. Rudder Pedal Deflection is greater than 10º out of Trim.
D10: AUTO LAND Light:

Illuminates FLASHING with Triple Clicks Aural Warning --
When below 200' RA and the aircraft in LAND Mode, and one of the following:
1. Loss of BOTH AUTOPILOTS
2. Excessive deviation (LOC and G/S Scales flash on the PFD)

LOC -- 1/4 Dot above 15' RA
G/S -- 1 Dot above 100'RA
3. Loss of signal from Transmitters:

LOC -- above 15' RA
G/S -- above 100' RA
4. Difference between Radio Altimeter Indications is greater than 15'.

The Flight Director Bars flash on the PFD,
BUT the LAND Mode remains ENGAGED.
D19: TEST QUESTION:

How can the Auto Thrust System be disconnected?
Ans: The A/THR System may be disconnected by any of the following actions:
1. Pressing either Instinctive Disconnect pushbutton on the Thrust Levers.

2. Placing both Thrust Levers to the IDLE Detent
3. Pressing the A/THR pb on the FCU when the System is active
4. Setting one Thrust Lever beyond the MCT Detent when RA < 100'
5. Setting both Thrust Levers beyond the CL Detent when RA < 100'
NOTE: If an Instinctive Disconnect pb is held for more than 15 seconds,

the Autothrust System is disconnected for the remainder of the flight,
including Alpha Floor Protection.
The A/THR System can only be reset during the next FMGC power-up.
D25: SPEED / MACH Changeover Switch:

PRESSED -- Changes the values displayed in the Speed Window to Speed Target or Mach Target as desired.
NOTE: SPD / MACH changeover by the FMGC is automatic at the crossover altitude (a function of Mach).
E1: AUTO THRUST SYSTEM:
ACTIVATING: The A/THR System is activated when:
A/THR is displayed in WHITE in Column 5 on the FMA
The operating Mode is in GREEN in Column 1 on the FAM;
1. Thrust Levers are set in the Active Range when A/THR is ARMED
2. A/THR pb on the FCU is PRESSED when the Thrust Levers are in the Active Range
3. ALPHA FLOOR Protection is triggered, regardless of Thrust Lever position or Arming status.
ACTIVE RANGE:
1. With both Engines operating; both Thrust Levers are between the IDLE and CL Detents
2. With one Engine operating: Thrust Lever on that Engine between IDLE and MCT
DISCONNECTING: This is required when canceling ALPHA FLOOR, TOGA LOCK, and THRUST LOCK
1. Both Thrust Levers are placed to IDLE
2. PRESS A/THR pb on the FCU when the A/THR System was Active or Armed
3. PRESS either Instinctive Disconnect Switches on the Thrust Lever(s) " MATCH and MASH"
-- Thrust will immediately adjust to correspond with the Thrust Lever position.
To avoid Thrust surges,
first place the Thrust Levers to align with the Thrust Lever Angle (TLA) Indicator (little white circle),
then disconnect the A/THR System.
NOTE: Holding the Instinctive Disconnect Switches >15 seconds will:

1. Disarm the A/THR System for the remainder of the flight
2. With the A/THR System disconnected, ALPHA FLOOR Protection is LOST
The System can only be RESET during the next FMGC power-up on the ground.
4. When RA is <100', placing:

a) one Thrust Lever beyond MCT Detent
b) both Thrust Levers beyond CL Detent
E12: TEST QUESTION:

What causes the AUTO LAND Light to illuminate?
Ans:
1. Excessive deviation (LOC or G/S)
2. Loss of both A/P
3. Loss of signal from LOC or G/S Transmitter.
(See PH 14.1.6 for the details of why the A/P may or may not be
Engaged or Disengaged).
E19: TEST QUESTION:

What happens if the Autothrust Instinctive pb is held for more than 15 seconds?
Ans: If an Instinctive Disconnect pb is held for more than 15 seconds,

the Autothrust System is disconnected for the remainder of the flight,
including Alpha Floor Protection.
The A/THR System can only be reset during the next FMGC power-up.
F1: AUTO THRUST SYSTEM:

THRUST LOCK:
This prevents the Thrust from shifting or adjusting when the A/THR System FAILS and Disengages.
ACTIVATION of Thrust Lock:
1. The pilot Disengages A/THR System by using the A/THR pb on the FCU, or
2. The A/THR FAILS and disconnects;
and,
1. Both Thrust Levers are in CL (both Engines operating), or
2. One Thrust Lever in MCT (one Engine operating).
INDICATIONS:
THR LK will flash on the FMA.
MASTER CAUTION flashes every 5 seconds
ENG THRUST LOCKED appears on ECAM every 5 seconds.
THR LEVERS..... MOVE appears on the ECAM
A single CHIME sounds every 5 seconds
RESULTS:
Thrust stays at the pre-disconnect level.
THEN,
Moving the Thrust Lever(s) out of CL (or MCT), will defeat the Thrust Lock, thus the
Thrust will now be in Manual control by the pilot. Move them like a conventional aircraft.
All Indications cease.
F19: TEST QUESTION:

How should the ADF/VOR Selector on the
Glareshield be positioned for all phases of flight?
ANS: OFF
G1: AUTO THRUST SYSTEM:
ALPHA FLOOR:
ALPHA FLOOR commands TOGA Thrust.
This Protection is available from lift-off until RA = 100' on approach.
It does NOT depend on Thrust Lever position(s).
INDICATIONS:
A FLOOR appears on the FMA. It is boxed flashing AMBER. See ALL PFD MODES Sheet
A FLOOR appears on the E/WD Display.
DISENGAGE:
Disconnect the A/THR System.
INHIBITED:
ALPHA FLOOR is inhibited when:
1. Alternate Law
2. Direct Law
3. Single Engine and Flaps EXTENDED
TOGA LOCK:
When the aircraft leaves an ALPHA FLOOR condition, you are then in a TOGA LOCK situation.
TOGA Thrust is FROZEN and Thrust Lever movement will have NO effect.
INDICATIONS:
THR LK will flash on the FMA. It is boxed flashing AMBER. See ALL PFD MODES Sheet
RECOVERY:
In case a ALPHA FLOOR situation or TOGA Lock: DISCONNECT the A/THR System. " MATCH and MASH"
G3:
THIS KNOB IS THE ILLUMINATION CONTROL FOR

THE SLIDE TRAY AREA.
G25: SPEED / MACH Selector Knob:

PUSHED -- Managed Speed is commanded by the FMGS.
Dashed lines are displayed on the FCU and
the Managed Speed Light illuminates.
PULLED -- Speed is selected (BLUE) and control by the pilot.

It is digitally displayed on the FCU.
Aircraft will fly this speed.
TURNED -- 1st Click: display the current speed if in Managed Speed Mode.
Subsequent turns change the value from 100 (.10) to 399 (.99).
If not pulled within a predetermined time (45 seconds) to
engage Speed Mode the selection is lost and dashes reappear.
H1: AUTO THRUST SYSTEM:

RETARD MODE:
ACTIVE:
Available when AUTO LAND Operations with Autopilot ENGAGED.
This commands IDLE Thrust during the Flare.
ACTION:
Engages at approximately RA = 40' and remains engaged after touchdown.
Voice Aural Call Out, "RETARD" at RA = 10'
NOTE: This Call Out is also sounded at RA = 20' when performing a Manual Landing.
INDICATIONS:
IDLE is displayed on the FMA
IDLE is displayed on the E/WD
OTHER:
If the Autopilot is DISENGAGED during the Flare,
before the aircraft touches down,
Then RETARD Mode is replaced by SPEED Mode and the pilot must manually reduce the Thrust.
H8: MASTER WARN Lights and pb:

Flashes for a Level 3 Warning.
Accompanied by CRC, voice, other sounds.
EXTINGUISHED --
1. Press the light (except for some, e.g., Overspeed, Stall)
2. Situation is over
3. ECAM CLR pb is pressed (except for some, e.g., Overspeed, Stall)
4. ECAM EMER CANC pb is press (see data above)
Aural warnings cease when:

1. Press the MASTER WARN (except for some, e.g., Overspeed, Stall)
2. Warning situation is over
3. ECAM EMER CANC pb is pressed (see reproduced Switch for data).
NOTE: See example to the right;

Captain's MASTER and FO's WARN illuminate together, and
FO's MASTER and Captain's WARN illuminate together.
H13: MASTER CAUT Lights and pb:
Illuminates steady for Level 2 Caution.
Accompanied by a single chime.
EXTINGUISHED --
1. Press the light (except for some, e.g., Overspeed, Stall)
2. Situation is over
3. ECAM CLR pb is pressed (except for some, e.g., Overspeed, Stall)
4. ECAM EMER CANC pb is press (see reproduced Switch for data).
NOTE: See example to the right;

Captain's MASTER and FO's WARN illuminate together, and
FO's MASTER and Captain's WARN illuminate together.
H18: SLIDING TABLE & MAP HOLDER LIGHTING CONTROLS:

Knob turns Light ON/OFF.
Rotating the Knob adjusts the brightness.
H21: MANAGED SPEED Light:

Indicates FMGS Managed Speed is being flown
I1: AUTO THRUST SYSTEM:

GROUND SPEED MINI:
This computed speed is NOT displayed to the pilots.
This function uses aircraft inertia and momentum to react to varying wind conditions during an approach.
The goal is to keep the ground speed above the GS Mini Speed.
GS Mini is computed by the FMGC as the IAS Target -- this is the VAPP Target on the APPR PERF Page.
By keeping the GS Mini above the VAPP the aircraft energy is maintained and Stall Margin protected.
COMPUTATION:
GS Mini = VAPP - Tower Wind (the Headwind Component down the Runway Centerline)
NOTES:
Tower Wind is entered by the pilot on the APPR PERF Page in MAG WIND.
Tower Wind is always counted to be positive.
Tower Wind's minimum default value is 10 kts.
Thus, Headwind <10 kts or any Tailwind results in GS Mini = VAPP - 10 kts
In strong winds with Managed Speed the aircraft will carry extra speed in strong winds.
VAPP Target:
This is your Approach Target Speed.
In Managed Speed it is the magenta triangle on the PFD Speed Scale.
Because VAPP Target is continuously computed, it may vary during an approach.
If A/THR is active in SPEED Mode, it will automatically follow VAPP Target, to ensure efficient Thrust Management.
COMPUTATION:
VAPP Target = MAXIMUM of:
1. VAPP, or
2. GS Mini + Actual Headwind (from the ADIRS)
NOTES:
A) Actual Headwind Component is always counted to be positive.
B) Actual Tailwind Component is always counted to be negative.
C) No Maximum Value Limitation exists.
J3: GLARESHIELD ILLUMINATION CONTROLS ARE UNDER THE PANEL.
K11: TEST QUESTION:

What happens if both Sidesticks are operated at the same time?
Ans: If both sidesticks are operated simultaneously, both inputs are algebraically added;
however, the sum is limited to single Sidestick maximum deflection.
L11: TEST QUESTION: T/F

During the Flight Control Checks, ensure full Side Stick
displacement is held for sufficient time for full Control
Surface travel to be reached.
Accomplish this Check in a slow and deliberate manner.
ANS: TRUE.
L25: HDG / TRK Selector Knob:

PUSHED -- LNAV engages, LAT light illuminates,
dashed lines appear in the HDG / TRK window.
PULLED -- the selected Heading/Track in the HDG/TRK Window engages.
TURNED -- 1st Click: displays current heading (track) if in Managed Mode.

Subsequent turns change the displayed value from 000 to 359.
If not pulled in a predetermined time to engage Selected

Heading the selection is lost and the dashes reappear.
L30: LOC Engagement Switch:

PUSH -- illuminates GREEN Light
Arms, engages, or disengages LOC Mode.
M8: CHRONO Switches:

First PRESS -- starts the chronometer on the ND.
Second PRESS -- stops the chronometer on the ND.
Third PRESS -- resets the chronometer and

-- removes the display from the ND.
M14: SIDE STICK PRIORITY Lights:
ARROW Light -- Illuminates in front of pilot losing authority
-- Extinguishes when Side Stick activation is re-established by:
A. Release of the other Priority Switch in
less than 30 seconds
B. Pushing either Priority Switch momentarily
to cancel a latched priority condition
-- Audio voice warning, "Priority Left" or "Priority Right
CAPT or F/O Light --

Both lights flash when Side Sticks are simultaneously
deflected and neither Priority Switch has been pressed.
It illuminates in front of the pilot with priority.
Illuminates GREEN to indicate associated Side Stick has

established priority by activation of its Priority Switch,
and the opposite Stick is not in neutral.
Extinguishes when the opposite Stick is neutralized.
N21: LAT Light:

Indicates Managed Lateral Mode is ARMED or Engaged.
Q14: FD Switch:
PUSH -- illuminates pb GREEN Light
-- displayed on the associated PFD:
1. Flight Director, or
2. Flight Path Vector/Flight Path Direction Symbol
(if TRK FPA reference is selected).
Push again to remove these indications and the

pushbutton Light extinguishes.
Q27: AUTOPILOT 1 Selector:

Engages or disengages the Autopilot 1.
NOTE: Both Autopilots can be engaged

only when the APPR pb is engaged.
S6: BAROMETRIC DISPLAY WINDOW:

Displays the Barometric Reference.
Range: 745 hPa to 1100 hPa
S10: BAROMETRIC REFERENCE Selector:

Outer Ring -- Select hectoPascals or inches of mercury.
This does not appear on the display.
Inner Ring -- Used to select values.

Upon FCU initialization the window displays 1013 or 29.92.
Pulling the Knob OUT to set the Standard Baro Reference and
the Window displays STD.
Rotating the Knob has no effect.
Pushing the Knob IN will then make:
the previous Setting available, and
a new QNH selection possible again.
S11: TECHNIQUE:
Prior to Descent / Preliminary Checklist --
PUSH the Knob IN and set the current
Destination's Altimeter.
Then PULL it back to STD.
This will preselect the Altimeter for the next

Phase of Flight.
S25: HDG V/S -- TRK FPA switch:

PUSHED -- alternatively selects for display/guidance either
Heading - Vertical Speed or
Track - Flight Path Angle Modes.
Alternately on the PFD, is displayed:

Flight Director, or
Flight Path Director
Also displays or deletes the Flight Path Vector
Alternately in the HDG/TRK Window above, is displayed:

Heading Reference
Track Reference
Alternately in the V/S - FPA Window above, is displayed:

Vertical Speed Reference
Flight Path Angle Reference
TRK FPA is authorized only during VFR / VMC operations.
S30: AUTOTHRUST Selector:

Arms, engages or deactivates Autothrottle System.
See Data Boxes, Upper Left corner, for System Information.

T14: LS or ILS Switch:
PUSH -- illuminates pb GREEN Light
-- displayed on the associated PFD:
1. LOC SCALE and
2. G/S SCALE
Deviation Symbols are displayed when

a valid ILS Signal is being received.
Push again to remove these indications and the

pushbutton Light extinguishes.
T27: AUTOPILOT 2 Selector:

Engages or disengages the Autopilot 2.
NOTE: Both Autopilots can be engaged

only when the APPR pb is engaged.
T31: AUTOPILOT: A321 Minimum Engaged Height

Enroute (all other phases of Flight) -- 900 feet AGL
X25: ALTITUDE Selector Knob: Inner Knob, Outer Knob, Push or Pull functions;
PUSHED -- VNAV is engaged, provided LNAV is engaged.
-- LVL/CH light is ON
NOTE: No Vertical Managed Mode can be active unless you have a
Lateral Managed Mode active:
If you are in NAV (managed), then you can CLB, (or DES);
But if you are in HDG (not managed, but manual),
you can only Open Climb, (or Open Descent).
PULLED -- Selects, if displayed altitude is different than current altitude:

Open Climb or
Open Descent
TURNED --
Inner Knob -- Altitude will change by 100s or 1000s depending on
Outer Knob -- Changes the Inner Knob adjustments to 100s or 1000s.
Y13: VOR / ADF Selectors:

Provides the selection of:
1. VOR Bearing Pointers and/or
2. ADF Bearing Pointers
and
3. DME on the ND in any Mode except PLAN.
US Airways: ADFs not installed.
Y30: EXPED Selector Switch:

Selects the Expedite Mode for:

1.Climb; Climb Thrust @ Green Dot speed
2.Descent; Idle Thrust @ 340 KIAS / .80 Mach
NOTE: EXPED does not respect 250 kts @ 10,000'.
US Airways does NOT use EXPED function.
Z9: MODE Selector:

Provides the selection of the desired display.

Is Weather Radar information displayed on the ND when
the EFIS Mode Selector is in the PLAN Mode?
Ans: NO -- Weather Radar data is displayed in all other Modes.
AB21: LVL/CH Light:

Indicates Managed Vertical Mode is ARMED or Engaged.
AB25: FEET / METER Conversion Switch:

Converts altitude display between feet and meters.
Metric altitude is displayed only on the Lower ECAM.
AE2: DATA DISPLAY Switches:

Displays selected optional data in addition to
permanent data in:
PLAN,
ARC, and
ROSE NAV Modes.
Only one can be active at a time.
AF21: V/S / FPA Window:

Displays Vertical Speed or Flight Path Angle.
AF25: VERTICAL SPEED / FLIGHT PATH ANGLE Control Knob:
PUSHED -- Vertical Speed of 0 fpm is commanded:

the aircraft initiates a smooth level off profile.
-- NO Altitude Capture.
PULLED -- either:
1. Engages a vertical speed from:
-6000 fpm to +6000 fpm
2. Flight Path Angle from:

-9.9 deg to +9.9 deg.
TURNED -- V/S or FPA in the window display changes.
AF30: APPROACH Engagement Switch:

ARMS / DISARMS / ENGAGES / DISENGAGES
If an ILS has been selected:

Arms and engages the LOC and G/S Modes
OR
If RNAV has been selected:
Arms and engages FINAL and FINAL APP Modes.
AG6: OPTIONAL DATA Selector:

PUSH -- illuminates the GREEN Light, and
-- Provides the selection of:
1. Constraints
2. Waypoints
3. VOR D = VORTAC Stations
4. NDB
5. Airports
Only one Selection can be used,

except on some early model
aircraft on which both CSTR and ARPT
can be simultaneously selected and
displayed.
NOTE: There is some discussion about

the parameters that determine which
airports are displayed, and what their
attributes are; whether 7000' runways,
etc., are the prerequisite.
AG9: RANGE Selector:

Provides the selection of the desired
range on the ND.
If Range Data or Mode fails the default is

ROSE NAV at 80 NM range.
This also sets the same range for the

Weather Radar display.
TOC 1 2 3 4A 4B 4C 5 G GPWS MODES GRAPHS PRIMARY FLIGHT DISPLAYS NAVIGATION DISPLAYS STANDBY INSTRUMENTS
P
P
GPWS
P ??
GS
P
P
P
PFD PFD / ND ND
XFR
OFF OFF BRT

BRT
LOUD SPEAKER CONSOLE / FLOOR
BRT
DIM
OFF
?
OFF MAX
SCROLL RIGHT FOR MORE
GPWS GRAPHS ARE BELOW. USE THE LINKS ABOVE TO SEE

THEM.
RA 2450
2500
MODE 1: EXCESSIVE RATE OF
"SINK
DESCENT
RATE"
2000
"WHOOP, WHOOP, PULL UP"

1500
GPWS
G/S
1000
500
10
1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
TOP INITIAL SINK RATE FT/MIN
RA MODE 2A, 2B: EXCESSIVE TERRAIN CLOSURE 2450 > 310 kts
2500
RATE
2000
1650' (< 220

GPWS kts) Flaps NOT in Landing Configuration and NOT on
Glideslope. "TERRAIN,
1500 G/S
TERRAIN"
After TERRAIN is announced, Warning changes
to: "WHOOP, WHOOP, PULL UP"
After leaving the envelope the GPWS Light remains MODE 2A
ON
1000 and the discontinues
Warning Voice Warningwhen
continues
aircraftwith "TERRAIN".
increases Altitude by
300'.
Flaps in Landing Configuration or on Glideslope. Flap selection automatically puts the

aircraft into Mode 2B. Envelope changes from 200' to 600' depending on Altitude Rate.
500 On ILS Approach the envelope goes down to 30' (G/S Deviation < ± 2 Dots).
MODE 2B
Flaps in Landing Configuration or on Glideslope. Flap selection automatically puts the
aircraft into Mode 2B. Envelope changes from 200' to 600' depending on Altitude Rate.
500 On ILS Approach the envelope goes down to 30' (G/S Deviation < ± 2 Dots).
MODE 2B
Warnings are the same as Mode 2A, except when Gear and Flaps are selected on the "TERRAIN"
audio Warning is heard, the "Whoop, Whoop, Pull Up" is suppressed.
30
1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
TOP INITIAL SINK RATE FT/MIN
RA
MODE 3: ALTITUDE LOSS AFTER TAKE
2000 OFF
1500 GPWS
G/S
If a descent is made after Take Off or Go
Around:
"DON'T SINK"
1000
The envelop depends on both Time accumulated since departure and
Altitude.
500
10
25 50 75 100 150 200 250 300
TOP INITIAL ALTITUDE LOSS
RA
MODE 4A: UNSAFE TERRAIN

CLEARANCE
GPWS NOTE: MODES 4B AND 4C

ARE NOT AN "AND"
1500 G/S BUT ARE AN "OR"
GEAR RETRACTED, AND CONDITIONAL.
FLAPS NOT IN LANDING
CONFIGURATION
OTHER MAXIMUMS ARE USED AT CERTAIN AIRPORTS

1000
TO MINIMIZE THE CHANCE OF NUISANCE WARNINGS.
500
"TOO LOW,
TERRAIN"
"TOO LOW -- GEAR"
30
50 100 150 190 250 300 400
TOP AIRSPEED
RA
MODE 4B: UNSAFE TERRAIN
CLEARANCE
GPWS NOTE: MODE 4A IS NOT AN "OR"

BUT IS AN "AND" CONDITIONAL.
1500 G/S
GEAR RETRACTED, OR
CONFIGURATION
OTHER MAXIMUMS ARE USED AT CERTAIN AIRPORTS

1000 TO MINIMIZE THE CHANCE OF NUISANCE WARNINGS.
"TOO LOW -- GEAR"

OR
500 "TOO LOW -- FLAPS"
OR
"TOO LOW -- TERRAIN" "TOO LOW,
TERRAIN"
30
50 100 159 200 250 300 400
TOP AIRSPEED
RA
MODE 4C: UNSAFE TERRAIN
CLEARANCE
GPWS
NOTE: MODE 4A IS NOT AN "OR"
1500 G/S BUT IS AN "AND" CONDITIONAL.
GEAR RETRACTED, OR
CONFIGURATION
1000 Mode 4C provides protections against inadvertent

Controlled Flight Into Terrain (CFIT) during Take Off and
Climb.
500
500
"TOO LOW,
TERRAIN"
30
100 667 1333 2400
TOP MAXIMUM RA GAINED IN CLIMB SINCE

TAKEOFF
RA
GPWS MODE 5: DESCENT BELOW GLIDE
SLOPE
G/S AT CERTAIN AIRPORTS THE GEAR DOWN LOGIC REQUIREMENT IS DELETED
AND OTHER UPPER LIMITS ARE USED TO INCREASE THE WARNING ENVELOPE.
1000
"GLIDESLOPE,
GLIDESLOPE"
750 MODE 5 is ARMED when "GLIDESLOPE"

the ILS is selected and a
valid signal is received.
Pushing the G/S Switch-Light "GLIDESLOPE"

will cancel the Warning
temporarily.
MODE 5 is ARMED when
the ILS is selected and a
valid signal is received.
Pushing the G/S Switch-Light "GLIDESLOPE"

will cancel the Warning
500
temporarily.
400 "GLIDESLOPE"
"GLIDESLOPE"
WARNING COMES FASTER AND LOUDER. "GLIDESLOPE"
200
30
1 DOT 2 DOTS 3 DOTS 4 DOTS
TOP DOTS BELOW THE

GLIDESLOPE
EGPWS ENHANCED GROUND PROXIMITY WARNING SYSTEM
REFERENCE ALTITUDE IS THE CURRENT ALTITUDE REF ALT PLUS 2000 FT

BUT IF IN A DESCENT AT MORE THAN 1000 FPM
THEN IT IS THE PREDICTED ALTITUDE TO BE
REACHED IN THE NEXT 30 SECONDS.
REF ALT PLUS 1000 FT
REFERENCE
ALTITUDE
REFERENCE
ALTITUDE REF ALT MINUS 250 FT WITH GEAR DOWN
REF ALT MINUS 500 FT WHEN GEAR UP
REF ALT MINUS 1000 FT
.
400 FT AGL
RUNWAY
TOP
STANDBY INSTRUMENTS
CRUISE ECAM
??
THIS IS WHERE THE

METRIC ALTITUDE
AND
G METER
ARE LOCATED
THIS IS WHERE THE
METRIC ALTITUDE
AND
G METER
ARE LOCATED
GW IS ENTERED ON FUEL PRED

TAT -20 ºC ALT SEL 11276 M GW 134200 LBS AND THEN THE SPEEDS:
(F, S, GREEN DOT) ARE COMPUT
SAT -59 ºC 07 H 45
10000
> 310 kts
MODE 2A
10000
S NOT AN "OR"
AND" CONDITIONAL.
OT AN "OR"
" CONDITIONAL.
2400
US 1000 FT
US 2000 FT
RUNWAY
LEFT
DOWN
IS WHERE THE
TRIC ALTITUDE
AND
G METER
RE LOCATED
IS WHERE THE
TRIC ALTITUDE
AND
G METER
RE LOCATED
IS ENTERED ON FUEL PRED PAGE

D THEN THE SPEEDS:
S, GREEN DOT) ARE COMPUTED.
UP
LEFT
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual O
es see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC ! ! ! ! ! 2 P
SPEEDS ILS RNAV
! ! ! ! !
! ! ! !
! ! !
! ! ! MACH ALT CRZ NAV
ALTITUDES
! ! !
! ! !
!
20 20
280
NOTE: The pop-ups above
are also Quick Links to the
same image lower on this 10 10
sheet.
260
If your computer resolution
cannot display the full pop-
up
on the screen in this area,
then CLICK on it and you 240
will jump to it below.
10 10
Then use the "TOP" links
under each image to come 20 20
back up here. 220
.76 STD
23 24 25 26 28 29
SPD SEL ALT SEL

V1
INOP
V1
SI
INOP
CHE
ALT
CK
CHECK ATT
FD
V/DEV
G/S
W/S AHEAD
V/
S
WIND
SPD SHEAR
ALT
ATT
FPV
DH
SPD RA
LIM
LOC
MACH
ILS 1 HEADING
DME 1 CHECK HDG
TOP
PITCH NORMAL LAW

TOP
PITCH NORMAL LAW

TOP
PITCH NORMAL LAW
TOP
PITCH ALTERNATE and DIRECT LAW
TOP
PITCH ALTERNATE and DIRECT LAW

TOP
V1 DECISION SPEED
TOP
FLAP RETRACTION SPEED
TOP
GREEN DOT and SLAT RETRACTION SPEED

GREEN DOT and SLAT RETRACTION SPEED
TOP
TARGET AIRSPEED POINTER

TOP
TARGET AIRSPEED POINTER (MANAGED)

TOP
MANAGED DESCENT SPEED RANGE
TOP
TARGET ALTITUDE
TARGET ALTITUDE
TOP
ALTITUDE DEVIATION INDICATOR, SCALE, and VERTICAL SPEED POINTER

TOP
VERTICAL SPEED INDICATION and TARGET ALTITUDE (OFF SCALE)

TOP
DIGITAL VERTICAL SPEED INDICATION
TOP
GROUND REFERENCE and LANDING ELEVATION
TOP
RADIO ALTITUDE and BAROMETRIC REFERENCE

TOP
TOP
PFD COMMAND BARS and FIXED AIRCRAFT SYMBOL
TOP
TOP
ROLL INDEX and SLIP INDICATOR and EXCESSIVE PITCH ARROWS

ROLL INDEX and SLIP INDICATOR and EXCESSIVE PITCH ARROWS
TOP
GROUND INDICATIONS
TOP
FLIGHT DIRECTOR
TOP
TOP
DEVIATIONS: VERTICAL and LOCALIZER and GLIDESLOPE

DEVIATIONS: VERTICAL and LOCALIZER and GLIDESLOPE
TOP
MARKER INFORMATION and ILS DAGGER SYMBOL

TOP
RNAV INFORMATION
TOP
AP1
1FD2
A/THR
355
00
349 80
60
345
STD
ALL Flags except:

SI
V1 INOP
DME 1
(which are steady)
FLASH for NINE Seconds
and then are STEADY
DH Flag will
FLASH for THREE
Seconds
ALL Flags except:
SI
V1 INOP
DME 1
(which are steady)
FLASH for NINE Seconds
and then are STEADY
DH Flag will
FLASH for THREE
Seconds
and then is STEADY
V/
S
POINTER
CALE)
SYMBOL
H ARROWS
H ARROWS
PE
PE
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael E
© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle Production
gistered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trad
4, 2005 Red Triangle Productions LLC
al Oral Switch / Light Guide (trademark protected)
TOC Here are the Column guidelines. Right below are examples of the three lines above the PFD.
Column 1 Column 2 Column 3 Column 4 Column 5
AP / FD AP / FD Approach AP / FR
Autothrottle Vertical Lateral Capability A/THR
Operation Modes Modes DH or MDA Status
FIRST LINE SPEED ALT * HDG CAT3 AP1

SECOND LINE SINGLE 1FD2
THIRD LINE G/S* LOC DH 100 A/THR
Below are all the possible Display Annunciations and Messages for the First Line.
The First Line will display the Engaged or the Captured Modes of the aircraft.
Page Down to the next two sections to see similar information for the Second and Third Lines.
MAN SRS RWY CAT 1 AP 1 + 2

TOGA
MAN ALT CRZ HDG CAT 2 AP 1

FLX XX
MAN ALT TRACK CAT 3

AP 2
MCT
MAN ALT * LOC

THR
THR MCT ALT CST LOC *
THR CLB ALT CST * NAV

FIRST LINE INFORMATION
THR LVR ALT CST * RWY TRK
THR IDLE V / S -XXX GA TRK
FPA +XXX APP NAV

A. FLOOR
EXP CLB
TOGA LK
SPEED EXP DES

MACH G/S
G/S*
OP CLB
OP DES
CLB
DES
FINAL APP
FLARE
ROLL OUT
LAND
TOP
Below are all the possible Display Annunciations and Messages for the Second Line.
The Second Line will display the Armed Modes of the aircraft.
Page Up & Down to the other two sections to see similar information for the First and Third Lines.
ALT NAV SINGLE 1 FD 2
LOC DUAL 1 FD -
CLB APP NAV - FD 2

SECOND LINE INFORMATION
DES 2 FD -
FINAL - FD 1
G/S 1 FD 1
SECOND LINE I
ALT G/S 12 FD 12
ALT FINAL FD
Below are all the possible Display Annunciations and Messages for the Third Line.
The Third Line will display the Special Messages for the aircraft.
Page Up to the other two sections to see similar information for the First and Second Lines.
LVR ASYM MORE DRAG DH XXX A / THR

TOP
LVR CLB SET GREEN DOT SPD NO DH A / THR
LVR MCT SET MANAGED SPD MDA XXXX
THR LK SET HOLD SPD
USE MAN PITCH TRIM

THIRD LINE INFORMATION
MAN PITCH TRIM ONLY
CHECK APP SEL
DECELERATE
VERT DISCON AHEAD
MACH SEL: XX
SPEED SEL: XXX
TOP
lines above the PFD.
e.
d Lines.
??
FIRST LINE
INFORMATION
ne.
hird Lines.
SECOND LINE
INFORMATION
ne.
Lines.
THIRD LINE
INFORMATION
??
RED TRIANGLE PRODUCTIONS (registered 3-15-
PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switc
File, Properties] Visual Oral Switch / Light Guide (trademark protected) RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner
99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protect
riangle Productions LLC

h / Light Guide (trademark protected)
TOC 2 3 4 5 6 7 8 9 10 11 G EGPWS DISPLAYS AND GRAPH: 10 - G
P
GROUNDSPEED
and TRU VOR 2
TRUE GS 390 TAS 380
AIRSPEED CRS
095 / 20
WIND DIRECTION
and
SPEED
ACTUAL
AIRCRAFT
TRACK
CHRONOMETE
R
2' 30"
NAV AID INFO
ADF
IA
ND ARC
(MAP)
MODE
GS 390 TAS 380
XYZ
25.2
200 / 50
TBA
VOR/DME ABC
FL260
PSEUDO QWRTY
WAYPOINTS 250KT
D130R
FL340
FLIGHT
PLAN
XYZ
WAYPOINTS
+FL260
TOP
TEMPORARY
FLT PLAN:
DASHED
YELLOW
Displays any GS 390 TAS 380
XYZ
REVISION 25.2
before it is 200 / 50
INSERTED.
JKL XYZ
SECONDARY
FLT PLAN:
WHITE
Displays any
that are entered.
SECONDARY
FLT PLAN:
WHITE
Displays any
that are entered.
NOTE: YOU
WOULD NOT
HAVE ALL OF
THESE SHOWING
ON THE ND.
THESE ARE
ILLUSTRATED
ONLY TO ASSIST
THE YOU IN
VISUALIZING THE
POSSIBILITIES.
ROA
TOP
ILS
MARKER GS 202
ILS APP D - LG
BEACON
TAS 200 6
330 / 20 9
6.2
0 OM 33L D-LG
AIRPORT
SYMBOL
LGAT
33R
ABC
XYZ
NAVAIDS
.5L
ILS
COURSE ZY
SYMBOL
10
10
D120M
COMPASS
27
ROSE
RANGE
VALUE
TOP
ILS APP
MESSAGE
GS 165
ILS APP ILS 2
TAS 150
095 / 20 24 CRS
SELECTED
HEADING
or TRACK
LOCALIZER
DEVIATION
BAR
15
LOCALIZER
COURSE
POINTER
6
TOP
Displays Flt Plan QWERT / 098°

oriented to GS 388 TAS 394
TRUE NORTH
250 / 23 20
with the
RANGE as
selected on the
EFIS Control N
Panel. JKL
XYZ
MAP
REFERENC QWERT
E W E
POINT
UVW
ABC DEF
ACTUAL
AIRCRAFT
POSITION S
TOP
WEATHER
RADAR
TECHNIQUE
GS 394 TAS 388
ABC
VOR 65
BEARING 241 / 15
POINTER
WINDSHEAR
RADIALS
DEF
WEATHER
RADAR
IMAGE
160 ABC
XYZ
PREDICTIVE
WINDSHEAR 80 80
ICON
VOR 1
XYZ
.3R
75 NM ROA
TOP
HERE IS THE SUMMARY

P FOR MESSAGES THAT MAY
APPEAR IN THIS AREA.
Other Messages That

May Appear:
CHECK VOR 1 (2)
CHECK ILS 1 (2) CHECK

HDG
MAP PARTIALLY DISPLAYED
NAV ACCUR DOWNGRAD
HDG
NAV ACCUR UPGRAD
SPECIFIC VOR / D UNAVAIL
SET OFFSIDE RNG / MODE LOC
GPS PRIMARY
MODE CHANGE
GPS PRIMARY LOST
VOR
HERE IS THE SUMMARY
FOR MESSAGES THAT MAY
APPEAR IN THE CENTER.
MODE CHANGE
VOR 1 OFST R XX
RANGE CHANGE DME 1
MAP NOT AVAIL CHECK VOR 1
TOP
TCAS
RELATIVE ALT: GS 390 TAS 380

XYZ
Indicates in hundreds 25.2
of feet above or below 200 / 50
the Symbol depending
on the Intruder
position.
NOTE: NOT displayed
if Intruder Altitude is
not
available.
V / S ARROW: -01
Displayed only if the
Intruder Vertical Speed
> ± 500 fpm
NOTE: NOT displayed
if Intruder Altitude is
not
available.
V / S ARROW:
Displayed only if the
Intruder Vertical Speed
> ± 500 fpm
NOTE: NOT displayed QWRTY
if Intruder Altitude is +05
not
available.
PROXIMATE
INTRUDER +01
500' BELOW
-05
CLIMBING
RANGE RING:
If set to 10 or 20 NM
then a 2.5 NM Range
Ring is displayed.
TOP
DISPLAY
MESSAGES
EGPWS
GS 390 TAS 380
XYZ
TERRAIN
NAV 25.2
200 / 50
DISPLAY
COS
COS
2' 30"
VOR 1 M
COS 5 NM
TOP
DISPLAY
MESSAGES
GPWS QWERT / 098°

TERRAIN GS 388 TAS 394
ROSE 250 / 23 20
DISPLAY
N
W E
S
TOP
EGPWS ENHANCED GROUND PROXIMITY W
REFERENCE ALTITUDE IS THE CURRENT ALTITUDE

BUT IF IN A DESCENT AT MORE THAN 1000 FPM
THEN IT IS THE PREDICTED ALTITUDE TO BE
REACHED IN THE NEXT 30 SECONDS.
REFERENCE
ALTITUDE REF ALT MINUS 250
REF ALT MINUS 50
TOP
HEADING LUBBER
LINE
VOR 2 116.00
CRS 020°
XYZ M
SELECTED
HEADING
or TRACK
AIRPLANE
SYMBOL
ADF BEARING
POINTER
VOR BEARING
POINTER
NAV AID INFO

VOR 2
XYZ M
35 NM
TO WAYPOINT
DATA:
Identification
XYZ 320° Track to Go,
25.2 NM Dist To Go,
ETA
09:16
09:16
ACTUAL
AIRCRAFT
TRACK
ARC MODE
RANGE
MARKS
VNAV ALT
CONSTRAINT
DEF
FLIGHT
PLAN
XYZ 320° TYPES
25.2 NM
09:16 ACTIVE FLIGHT PLAN:
LNAV engaged --
SOLID GREEN
NOT engaged --
DASHED GREEN
FLIGHT PLAN CAPTURE:

when on HDG Mode intercept,
LNAV Armed, and FMGC has
computed the Intercept Path.
The portion of the Flt Plan
before the Intercept Point is
GREEN.
FLIGHT PLAN CAPTURE:
when on HDG Mode intercept,
LNAV Armed, and FMGC has
ABC computed the Intercept Path.
The portion of the Flt Plan
before the Intercept Point is
GREEN.
MISSED APPROACH:
BLUE
shows when a MAP Point
is selected on the
on-side MCDU
ENGINE OUT:
YELLOW -- NOT ACTIVE
GREEN -- IF/WHEN
ACTIVATED
ND ROSE
NAV
D - LG 065° (MAP)
6.2 NM MODE
17.:05
NAVAIDS
HOLDING PATTERN
CROSS TRACK
ERROR
ILS DATA:
FREQUENC
I L S 2 109.30 Y
IDENTIFICATION
CRS 327° COURSE
IXYZ
ACTUAL
AIRCRAFT
TRACK
GLIDESLOPE
DEVIATION
DIAMOND
33
ILS
APPROACH
ND PLAN
MODE
QWERT / 098°
20 NM
10:19
ABC 005°
65 NM
15:28
AUDIO RADIO XPNDR TCAS WX
TILT ANGLE
160 CALIBRATION MODE
TILT
-3.00
ND
FLAGS
CRS XXX
These FLAGS FLASH
for NINE Seconds
and then
are STEADY:
HDG
LOC
G/S
VOR.
VOR 1 (2)
G/S
DME 1 (2)
PRED W/S ?
VOR 2
DME 2
RED TRIANGLE PR
© 1999, 2000, 2001
! TCAS CONTROL PANEL
PFD TCAS DISPLAY
RELATIVE ALT:
XYZ 320° If Intruder Bearing is not available
then
25.2 NM the following is displayed at the
bottom
09:16 of the ND in digital format:
1. RANGE
2. RELATIVE ALTITUDE
3. VERTICAL SPEED if known
It is AMBER or RED if TA or RA.
OTHER INTRUDER
100' BELOW
DESCENDING
TA
INTRUDER
500' ABOVE
DESCENDING
RA
INTRUDER
100' ABOVE
DESCENDING
NOTE: If the Range of the Intruder
is NOT available then the Intruder
is NOT displayed.
NOTE: An Intruder may be partially
displayed when it's Range is out
of the Scale displayed.
XYZ 320°
25.2 NM
09:16
TERR
QWERT / 098°
20 NM
10:19
TERR
AHEAD
HANCED GROUND PROXIMITY WARNING SYSTEM
REF ALT MINUS 250 FT WITH GEAR DOWN

REF ALT MINUS 500 FT WHEN GEAR UP
.
400 FT AGL
RUNWAY
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File,
© 1999, 2000, 2001 Red Triangle Productions LLC
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected
ht protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC
FF RW
IF MA
OM TD
D .2 R MM A + alpha
IM
BM NOTE:
.2 L RC
CF
MD
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see
s (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC P P P
60
450 80
400 100
IAS
120
350 140
20
KT 20
160
300 180
250 200 10 12
10
10
0 10
9
1
1 2 750
8 2
7 3
ALT
?
m bar
6 ? 2 1 19.2
1013 4
5 ! DME- 1 DME- 2
VOR1
L VOR2
33 0
3
30
6
TERR ON ND 27 9
24 12
ON 15
21
18
12 E 6 3
NS EW
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and auth
chael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
de (trademark protected)
TOC
LEFT OVERHEAD
Master Master
Warning Warning
Master Master
Caution SD Caution
DMC 1 DMC 3 DMC 2
(COMMON DATA CONNECTIVITY & SHARING)
FWC 1 FWC 2
ADIRS DATA NAV DATA
SDAC 1 SDAC 2
CLR, STS, RCL, ALL, and

directly wired into the Flig
Display
Management Computers
AIRCRAFT SENSORS
NOTE: The E/WD (Upper Display) has priority over the SD (Lower Display).
If the E/WD CRT fails the displayed data is automatically transferred to ECAM
the T O
UPPER DISPLAY CONF
Lower Display.
If the SD (Lower Display) CRT:

1. fails, ENG BLEED PRESS
2. is switched OFF, OFF BRT
3. or only one Display is available, LOWER DISPLAY

then SD (Lower Display) data can be seen temporarily by:
a) Press and Hold (maximum of 3 minutes) the desired System pb APU COND DOOR
b) Press the ALL pb repeatedly until that System is shown.

NOTE: When that System is displayed, then you Hold the ALL pb.
OFF BRT CLR STS
THIS IS THE ECAM SYSTEM LEGEND
The general colors of the ECAM carry information.
WHITE -- labels
systems are functioning properly
GREEN -- normal
sometimes pulses as conditions approach
a limit of normal range
AMBER -- abnormal
RED -- warning
immediate crew action is required
BLUE -- crew action to be performed
"Blue-To-Do"
MAGENTA -- inhibited items like TO Warning
Underlined items are Independent failures

BOXED items are Primary failures
Star items are Secondary failures
CLR, STS, RCL, ALL, and EMER CAN pbs are

directly wired into the Flight Warning and
Display
Management Computers in case the Panel fails.
EMER
CANC
PRESS ELEC HYD FUEL
DOOR WHEEL F/CTL ALL
STS RCL CLR
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwa

© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle Productions LL
red 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (tradema
05 Red Triangle Productions LLC
ral Switch / Light Guide (trademark protected)
TOC P P WHEEL ECAMS BRAKES / GEAR SYSTEMS
LANDING LND GEAR BRK FAN ! ! !

GEAR UNLK UNLK UNLK
HOT !
INDICATORS ON
AUTOBRAKE ! ! ! A/SKID &

? ? ! MAINTENANCE ACTION
PANEL AUTO BRK N/W STRG ? ? ! APPLICATION WARNING
LO MED MAX
Brakes System ON ? ?
DECEL DECEL DECEL
Normal ?? ??
ON ON ON
Alternate OFF ?? ??
Accumulator ?? ??
Parking Brake ??
Anti Skid
Autobrake, 1
Autobrake, cont.
CHR
RST CHR
GPS
CLOCK TERR ON ND
MIN SEC
DATE UTC GPS ON
SET INT LIMIT SPD (IAS)

SET VLE 280 KT/M67 A319 / A320
HR/MO MIN/DY SEC/Y VLO EXT 250 KT PLACARD
RUN RET 220 KT SHOWN
1 230 KT
STP HERE
VFE 1+F 215 KT
HR RST 2 200 KT
ET MIN
3 185 KT
FULL 177 KT
LANDING
GEAR LEVER
Lever ??
UP
Red Arrow
Brake Press
TEST
Accumulator ACCU PRESS
4
0
3 3
1 1
BRAKES
PSI X 1000
DOWN
TOP
DIFFERENCES:
A319 / A320 --
Normal brakes are available when:
1. A/SKID & N/W STRG Switch -- ON
2. GREEN Hyd System Pressure
available
3. Parking Brake is OFF
A321 --
Normal brakes are available when:
1. A/SKID & N/W STRG Switch -- ON
2. GREEN Hyd System Pressure
available
A321 PLACARD:
LIMIT SPD (IAS)

VLE 280 KT/M67
VLO EXT 250 KT
RET 220 KT
1 235 KT
VFE 1+F 225 KT
2 215 KT
3 195 KT
FULL 190 KT
The
TRIPLE GAUGE
Just think of it as the

YELLOW HYD SYS GAUGE
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A
el Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
rademark protected)
TOC
LEFT OVERHEAD
SWITCHING
ECAM
SWITCHING ATT HDG AIR DATA EIS DMC ECAM/ND XFR
NORM NORM NORM NORM
PANEL CAPT F/O CAPT F/O CAPT F/O CAPT F/O TAKEOFF CONFIGURATI
3 3 3 3 3 3 3 3
These are triggered when
when the T. O. CONFIG p
1. Slats/Flaps not i
2. Pitch Trim not in
3. Speed Brakes no
4. Side Stick FAUL
ECAM 5. Hot Brakes
CONTROL 6. Doors not close
PANEL ECAM
These are triggered
Operations UPPER DISPLAY
T O
CONF
EMER
being applied:
CANC
7. Park Brake ON
Computers
8. Flex Temp NOT
Display
Colors
ENG BLEED PRESS ELEC HYD FUEL
Alert Levels OFF BRT
Priorities LOWER DISPLAY

Note
APU COND DOOR WHEEL F/CTL ALL
Non-T.O. Inhibit
T. O. CONFIG
OFF BRT CLR STS RCL CLR
CLICK ON THE SYSTEM KEYS, GO

TLA Ranges
P
AUTO THRUST a b c d e f g ALSO LISTED ON THE GLARESHIELD

Pitch Wheels
5 5
Reversers UP CG
CG UP
12 4 TO TO 4 12
A/T Disconnect UP GA GA UP
CG CG
Thrust Levers 15 3 15
FLX FLX 3
UP MCT MCT UP
Pitch Trim Scale 45
CG CL CL CG
CAUTION 20 2 40 2 20
UP UP
EMERGENCY 35
A/THR
A/THR
30
??
CG 1 1 CG
?? 25
25 UP UP 25
??
0 20 0
15
0 10 0
REV
REV
CG 5 CG
30 30
TOP 0
1 1
DN FULL FULL DN
CG CG
35 2 2 35
DN DN
3 3
DN DN
P
ENGINE ?
MASTER ENG
MASTER 1 MASTER 2
SWITCHES ?
ON ON
FADEC Notes
AIDS ENG ENG
1 2
PRINT OFF OFF
FLOOD LT INTEG LT
MAIN PNL MAIN PNL & PED
FIRE MODE FIRE ??
DFDR FAULT
CRANK
NORM
IGN
FAULT ??
EVENT START
OFF BRT OFF BRT

1 2
Symbology
FLAP
SELECTION ?
TABLE
P GND SPOILER ARMED
SPEEDBRAKE ? 0 0
RET RET
SPEED ? 1 1
RUDDER BRAKE 1/2 1/2 ??
L 0.4 RUD TRIM 2 2 FLAPS
TRIM
NOSE NOSE
RESET L R 3
FULL FULL 3
TOP RESET FULL FULL
FLAP LEVER
Extension
Disconnect
Operation
PARKING BRK
PARKING PULL & TURN
BRAKE OFF
P
ON
PARK BRK
EMERGENCY
GRAVITY
GRAVITY
GEAR
R
GEA
R
GEA
EXTENSION GEAR
EXTN
PULL
&
TURN
TOP
PUSH THIS BUTTON TO DROP THE

GRAVITY GEAR EXTENSION HANDLE
DOWN TO RETRACTED POSITION.
R
GEA
R
GEA
TOP
LEFT OVERHEAD
TAKEOFF CONFIGURATION:
These are triggered when T. O. thrust is applied or
when the T. O. CONFIG pb is PRESSED:
1. Slats/Flaps not in T. O. Range
2. Pitch Trim not in T. O. Range
3. Speed Brakes not Retracted
4. Side Stick FAULT
5. Hot Brakes
6. Doors not closed
These are triggered only by Takeoff Thrust

being applied:
7. Park Brake ON
8. Flex Temp NOT set
ICK ON THE SYSTEM KEYS, GO TO THE PAGES

FUEL DIAGRAM FUEL ECAMS SCROLL RIGHT
FLOOD LT AIDS DFDR

PED
?? PRINT EVENT
??
OFF BRT
??
! ??
??
FLT CONTROL ECAMS
DIFFERENCES: CRUISE ECAM
ENGINE ECAMS
FLAPS RUDDER SYSTEM LEFT
FULL
PARKING BRAKE DIAGRAM
GEAR GRAVITY
EXTENSION
HANDLE.
UTTON TO DROP THE

AR EXTENSION HANDLE
ETRACTED POSITION.
LANDING GEAR
GRAVITY EXTENSION
HANDLE,
EXTENDED,
FOR TURNING
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates
copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC P REACTIVE & PREDICTIVE W / S UPPER OVERHEAD
RADIO
ACTIVE STBY / CRS MANAGEMENT
PANEL
126.70 126.70
ALTERNATE
VHF1 VHF2 VHF3 RADIO
MANAGEMENT
PANEL
SEL
HF 1 HF 2 AM
STBY NAV ON
NAV
VOR ILS MLS ADF BFO
OFF
AUDIO NAVIGATION TUNING

CONTROL 1. AUTOTUNING
CALL CALL CALL CALL CALL
MEC
ATT
PANEL 2. MANUAL TUNING
H
3. RMP REMOTE TU
VHF 1 VHF 2 VHF 3 HF 1 HF 2 INT CAB
TUNING STANDBY N
This is the procedure u
A) Both FMGECs or
INT B) All MCDUs are in
ON PA PROCEDURE:
VOICE RESET 1. RMP ON/OFF Swit
RAD 2. NAV Key (guarded)
3. On the RMP to be T
VOR 1 VOR 2 MKR ILS MLS ADF 1 ADF 2 a) VOR or ILS Key
b) Select Frequenc
c) Set Course -- R
4. To select another S
PRESS
P
AUTO
STBY ON
ATC FAIL TRANSPONDER
1 2 3
1 2
IDENT
4 5 6
ALL ABV TA
OFF ON
THRT BLW STBY TA/RA
7 0 CLR
ALT RPTG
P
WEATHER RADAR
!
AUTO OFF
10 10
5 WINDSHEAR 5
15 15
0 0
OFF
15 15 TILT using ADIRS 3
5 10 1 5 10
WX / TURB WX / TURB
BOTH
CAPT F/O
WX CONTROLS WX
PREDICTIVE WINDSHEAR: AIRCRAFT HEIGHT ABOVE THE GROUND DATA:

!
1500
ADVISORY ONLY
DISPLAY ONLY 5 NM
1200
WARNING CAUTION
CAUTION
ALERTS
365
NO ALERTS
WARNING on TAKEOFF
BELOW 50'
CAUTION on LANDING
50
.5 NM 1.5 NM 3 NM 5 NM
FAC REACTIVE WINDSHEAR: AIRCRAFT HEIGHT ABOVE THE GROUND

FAC REACTIVE WINDSHEAR: AIRCRAFT HEIGHT ABOVE THE GROUND
1300 1300
CONFIGURATION CONFIGURATION LEFT OVERHEAD

1 OR MORE 1 OR MORE
TAKEOFF APPROACH
AND AND
TOP CLIMB OUT LANDING
Aural Warning:
WINDSHEAR, WINDSHEAR, WINDS
FAC uses Independent Channels.

Each FAC interfaces with ELACs wh
50 DISENGAGED.
Each FAC interfaces with FMGS whe
REACTIVE PREDICTIVE
Appears for at AMBER or RED
least 15 seconds Depends on Alert Le
20 20 20 20
WIND
SHEAR10 10 W10/ S AHEAD 10
10 10 10 10
TOP
ACTIVE STBY / CRS
126.70 126.70
VHF1 VHF2 VHF3
SEL
HF 1 HF 2 AM
STBY NAV ON
NAV
VOR ILS MLS ADF BFO
OFF
NAVIGATION TUNING METHODS:

1. AUTOTUNING
2. MANUAL TUNING -- RAD NAV Page
3. RMP REMOTE TUNING
TUNING STANDBY NAVIGATION RADIOS:

This is the procedure used when:
A) Both FMGECs or
B) All MCDUs are inoperative.
PROCEDURE:
1. RMP ON/OFF Switch -- ON (both RMPs)
2. NAV Key (guarded)(both RMPs) -- PRESS
3. On the RMP to be TUNED:
a) VOR or ILS Key -- PRESS
b) Select Frequency -- ROTATE Knob
c) Set Course -- ROTATE Knob
4. To select another Station, TRANSFER --
PRESS
TRANSPONDER
WEATHER RADAR
TILT using ADIRS 3 horizon:
ATT HDG
NORM
CAPT F/O
3 3
SHOW ME THE WEATHER NAV DISPLAY
0º
-25º 25º
ADVISORY ALERTS 40º
-40º
5 NM
3 NM
CAUTION
ALERTS
1.5 NM
WARNING WARNING ALERT S

ALERTS on the ground
CAUTION ALERTS
in-flight
.5 NM
WARNING ALERT S
on the ground
CAUTION ALERTS
in-flight
.5 NM
LEFT OVERHEAD
Aural Warning:
INDSHEAR, WINDSHEAR, WINDSHEAR
AC uses Independent Channels.

ach FAC interfaces with ELACs when Autopilots are
ISENGAGED.
ach FAC interfaces with FMGS when Autopilot(s) are ENGAGED.
DICTIVE
AMBER or RED RED TRIANGLE PRODUCTIONS (registered 3-15-99
Depends on Alert Level
RED TRIANGLE PRODUCTIONS (registered 3-15-99

© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Tria
ODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch /
ODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch /
2002, 2003, 2004, 2005 Red Triangle Productions LLC
Properties] Visual Oral Switch / Light Guide (trademark protected)
Properties] Visual Oral Switch / Light Guide (trademark protected)

TOC 2 3 4 5 6 7 8 9 ELECTRICAL ECAMS LEFT OVERHEAD CENTER OVERHEAD LOWER OVERHEAD APU ECAMS
10 11 12 13
DC BAT BUS
D SMOKE
DC TIE BATTERY
CONFIGURATION BAT BAT 1 CONTACTORS BAT 2 BAT DC TIE
FAULT
FAULT
ESS DC TIE
OFF BATT OFF
Data BAT 2 DC GND / FLT BUS

BAT 1 DC BUS 2
STAT INVERT
NOTE: The DC BUS 1 HOT BAT BUS 2
HOT BAT BUS 1 CONTACTOR
TIE TIE
are automatic
interactive TIE
switching for
DC power DC ESS BUS
STATIC
distribution. TR 1 INV
DC ESS SHED TIE

MAINTENANCE
AC STAT INV RAM AIR TURBINE TR 2 BUS
SWITCH
RAT & MAN ON
EMER GEN
ESS FAULT AC GND / FLT BUS
1 1 TR
AC ESS BUS
1 FUEL PUMP EACH
AC ESS SHED
EMER GEN (RAT)
RAM AIR TURBINE
AC BUS 1 AC BUS 2
AC ESS FEED
FAULT BUS TIE
A
ALTN U
T
OFF
O
GEN 1 LINE
SMOKE
OFF
GEN 1 APU GEN EXT PWR GEN 2

! FAULT FAULT
SMOKE OFF
FAULT AVAIL
OFF ON OFF
ELEC
ECAM
APU 2
!
1 APU
EXT PWR
E EXTERNAL POWER CONNECTED, APU OPERATING - NOT
CONNECTED
DC BUS 1 DC BAT BUS DC BUS 2
BAT 1 BAT 2
HOT BAT BUS 1 HOT BAT BUS 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT
AC BUS 1 ALTN AC BUS 2
BUS TIE
A
U
OFF T
O
EXT PWR
1 APU 2
TOP
EXTERNAL POWER CONNECTED, BATTERY ONE DISCHARGING NORMALLY, BATTERY TWO --

OFF
E EXTERNAL POWER CONNECTED, BATTERY ONE DISCHARGING NORMALLY, BATTERY TWO --
OFF
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT
BUS TIE
A
U
OFF T
O
EXT PWR
1 APU 2
TOP
E APU GENERATOR ONLY, EXTERNAL POWER AVAILABLE - NOT SUPPLYING, READY FOR ENGINE
START
BAT 1 BAT 2

TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT
BUS TIE
A
U
OFF T
O
EXT PWR
1 APU 2
TOP
E APU GENERATOR and ENGINE 1 GENERATOR, AIRCRAFT ON THE

GROUND
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT
BUS TIE
A
U
OFF T
O
1 APU 2
TOP
E ENGINE 1 and ENGINE 2 OPERATING, APU -- OFF, NORMAL

OPERATIONS
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT

BUS TIE
A
U
OFF T
O
1 APU 2
TOP
E ENGINE 1 GENERATOR FAILURE (IDG DISCONNECTED), APU -- OFF, IN-

FLIGHT
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT
BUS TIE
A
U
ENG -- OK OFF T
O
1 APU
1 APU 2
TOP
E TR 1 FAILURE, DC BUS 1 POWERED via DC BUS 2 and DC BAT BUS, DC ESS by AC ESS via ESS
TR
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT
BUS TIE
A
U
OFF T
O
1 APU 2
TOP
E TR 1 and TR 2 FAILURE, DC ESS BUS POWERED BY AC ESS BUS via ESS
TR
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT
BUS TIE
A
U
OFF T
O
1 APU 2
TOP
E BATTERY ONLY POWERING, STATIC INVERTER OPERATION/DUAL ENG GEN

FAILURE
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT
BUS TIE
A
U
ENG -- OK OFF T ENG -- OK
O
1 APU 2
TOP
E AC BUS 1 FAILURE, before the AC ESS FEED SWITCH is selected to

ALTN
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT
BUS TIE
A
U
OFF T
O
1 APU 2
TOP
E AC BUS 1 FAILURE, after AC ESS FEED SWITCH --

ALTN
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS SHED
AC ESS FEED
FAULT
BUS TIE
A
U
OFF T
O
1 APU 2
TOP
E RAT POWERING THE

AIRCRAFT
BAT 1 BAT 2
TR 1 TR 2
DC ESS BUS
STATIC
INV ESS DC ESS SHED
TR
AC ESS BUS
AC ESS SHED
AC ESS FEED
FAULT

BUS TIE
A
U
ENG -- OK OFF T ENG -- OK
O
1 APU 2
TOP
Light Guide (trademark protected)
Switch / Light Guide (trademark protected)
TOC ANOTHER PRESENTATION METHOD HYDRAULIC SCHEMATIC CRUISE ECAM
FLIGHT FAC FUNCTIONS AND LOW ENERGY GRAPH LEFT OVERHEAD RIGHT OVERHEAD
CONTROL FLT CONTROL ECAMS HYDRAULIC
SURFACES
FLARE MODE
ALPHA LOCK 5 SLATS
P
Wing Tip Brakes
WTB 5 SPOILERS
2 AILERONS
SLATS
SLATS
POWERED BY GREEN AND BLUE

HYDRAULICS
SPOILERS
POWERED BY
SPOILERS HYDRAULICS:
POSITION NUMBERS
5 4 3 2 1 1
SEC 2 1 1 3 3 3
CONTROLLING:
AILERONS
AILERONS
POWERED BY
HYDRAULICS:
TOP
FLAPS
FLAPS
Flap Disconnect POWERED BY
Flap Extension HYDRAULICS:
SPEEDBRAKE
S
ROLL CONTROL
TOP
??
THIS MAY BE SIMILAR TO HOW THIS MATERIAL WAS PRESENTED IN GROUND
?? SCHOOL.
ALPHA LOCK ?? SPEEDBRAKES 2-4 SPEED BRAKES 2-4
??
WTB GROUND SPOILERS 1-5 GROUND SPOILERS 1-5
ROLL CONTROL 2-5 + Ailerons ROLL CONTROL 2-5 + Ailerons
SFCC 1 G G G G G G G G G G
Five SLATS - B B B B B B B B B B
per wing SFCC 2
POSITION NUMBERING POSITION NUMBERING
ROLL CONTROL 5 4 3 2 1 1 2 3 4 5
SPOILERS &
SPEEDBRAKES LT OUTBD LT INBD G Y B Y G G Y B Y G
AILERONS B G G
2 1 1 3 3 SEC 3 3 1 1 2
FLARE MODE
1 ELAC 2 1 ELAC 2
??
Y / G Y / G
FLAPS
Two FLAPS Y / G Y / G
per wing
Flap Disconnect ELAC 1 SEC 1 FAC 1
FLT CTL
Flap Extension ELAC 2 SEC 2 SEC 3
FAULT FAULT FAULT

FAULT FAULT FAULT
OFF OFF OFF

OFF OFF OFF
TOP MORE LEFT OVERHEAD RIGHT OVERHEAD
FAC'S 4 FUNCTIONS:
1 2 3 4 LOW ENERGY WARNING INHIBITED
SYSTEM CONTROLS
TABLE
PITCH CONTROL
ELEVATOR: ELECTRICAL LOW ENERGY WARNING
STABILIZER: ENVELOP:
ELECTRICAL
1. NORMAL
2. ALTERNATE
MECHANICAL -- MANUAL TRIM CONTROL TOGA NOT SELECTED
ROLL CONTROL
AILERONS: ELECTRICAL CONFIG = 2, 3, FULL
SPOILERS: ELECTRICAL
YAW CONTROL
ELECTRICAL
1. YAW DAMPENING
2. TURN COORDINATION
3. TRIM
MECHANICAL -- RUDDER
SPEED BRAKES: ELECTRICAL

SPOILERS: ELECTRICAL
YAW CONTROL
ELECTRICAL
1. YAW DAMPENING
2. TURN COORDINATION
3. TRIM
MECHANICAL -- RUDDER
ALL FLIGHT CONTROL SURFACES
SPEED BRAKES: ELECTRICAL REQUIRE HYDRAULICS FOR ACTUATION.
TOP
ENGINE ECAMS
RIGHT OVERHEAD GLARESHIELD
5 SPOILERS
2 FLAPS
N AND BLUE
CS
2 3 4 5
3 1 1 2
NTED IN GROUND
L CONTROL 2-5 + Ailerons
G
B
SLATS
RT INBD RT OUTBD SPOILERS

G B AILERONS
1 ELAC 2
/ G SFCC 2
-
SFCC 1
FLAPS
/ G
FAC 2
FAULT FAULT
OFF OFF
ARNING
2000' RA
T SELECTED
100' RA
OL SURFACES
CS FOR ACTUATION.
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael E

© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle Production
gistered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trad
al Oral Switch / Light Guide (trademark protected)
TOC
1 2 3
ELEVATORS
THS INFO ??
COMMAND ELECTRICAL TRIM
MOTORS
G GREEN HYD SYS
Y YELLOW HYD SYS
B BLUE HYD SYS
STABILIZER HYDRAULIC MOTORS
G Y
ELAC 2 1
SEC 1 2
ELEVATOR
B G Y B
ELAC 2 1 ELAC 2 1
SEC 1 2 SEC 1 2
FLT CONTROL ECAMS
HYDRAULIC SCHEMATIC
HYDRAULIC ECAMS
RICAL TRIM
OTORS
MECHANICAL
CABLE
CONTROL
MANUAL PITCH TRIM WHEELS
NOTE: THE ARROWS INDICATE THE

CONTROL RECONFIGURATION PRIORITIES
OF THE COMPUTERS.
THIS IS THE ORDER IN WHICH CONTROL
(COMPUTERS) DEFAULTS (FAILS) IN THE AIRCRAFT.
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and a
d Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
Productions LLC
Guide (trademark protected)
TOC FLT CONTROL ECAM
FAC TRAVEL LIMIT MOTORS HYDRAULIC SCHEM
1 2 HYDRAULIC ECAMS
RUDDER
DIFFERENCES:
1 A319 Rudder deflection is limited to
G G 30°.
FAC
Y Y
2
B
MECHANICAL
CONTROL
1 2
RUDDER PEDALS FAC RUDDER TRIM MOTORS
NOTE: THE ARROWS INDICATE THE CONTROL RECONFIGURATION PRIORITIES OF THE COMPUTERS.
THIS IS THE ORDER IN WHICH CONTROL (COMPUTERS) DEFAULTS (FAILS) IN THE AIRCRAFT.
FLT CONTROL ECAMS
HYDRAULIC SCHEMATIC
HYDRAULIC ECAMS
CES:
er deflection is limited to
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright p
r, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC SCROLL TO A321 FUEL SYSTEM CENTER OVERHEAD SCROLLS RIGHT TO REVIEW THE PANEL SWITCHES FUEL ECAMS
D SYSTEM
X-FEED VALVE
IDG OIL IDG OIL
COOLING COOLING
FUEL FUEL
RETURN ?? LP VALVE RETURN
LINE LP VALVE LINE
1 2
CENTER
TRANSFER TANK FUEL
TRANSFER
VALVES PUMPS
1&2 VALVES
1 2
1 2 DEFUEL
TRANSFER SPILL
SPILL VALVE FUEL PUMPS
PIPE FUEL PUMPS PIPE
OUTER
REFUELING VALVE REFUELING VALVE

REFUELING
CENTER VALVE
OUTER INNER INNER
surge tank 50 lbs

vent tank FUELING /
A319 / A320 FUEL SYSTEM APU APU FUEL PUMP DEFUELING
42,000 lbs Total Fuel COUPLING
APU LP VALVE CENTER OVERHEAD
APU
SYSTEM
OPERATIONS
DIFFERENCES CENTER TANK FUEL IS TRANSFERRED TO THE WINGS BY JET PUMPS.
DIFFERENCES THE JET PUMPS ARE DRIVEN BY FUEL FLOW TAPPED FROM THE ENGINE FEED PUMPS. IDG OIL
COOLING
LP VALVE FUEL
LP VALVE RETURN
X-FEED VALVE LINE
JET PUMP JET PUMP

FUEL PUMPS
FUEL RETURN
VALVE IS 2
CONTROLLED 1 2 1
BY THE FADEC. TRANSFER VALVE FUEL PUMPS
TRANSFER VALVE
REFUELING VALVE REFUELING VALVE

CENTER TANK REFUELING VALVE DEFUEL TRANSFER VALVE
ACT
A321 FUEL SYSTEM XFR
PUMP
ACT REFUELING VALVE
52,500 lbs Total Fuel

FUELING / DEFUELING CENTER TANK FUELING / DEFUELING
COUPLING, AS INSTALLED HIGH LEVEL SENSOR COUPLING
ACT XFR
VALVE
APU FUEL PUMP
surge tank 50 lbs VENT ACT 1 VENT VALVE
vent tank TANK
APU LP VALVE FWD ACT
TOP CABIN AIR INPUT
APU ACT 1
INLET
AIR SHUT OFF VALVE
321 FUEL ECAM ACT TRANSFER PUMP: VALVE
Pump insures ACT Fuel Flow 10,500 lbs Fuel
SCROLLS RIGHT TO REVIEW THE PANEL SWITCHES if ACT air pressure is lost. AFT ACT
CENTER OVERHEAD
AMBIENT AIR & VENT
ACT 2 INLET VALVE
ACT 2 VENT VALVE
TOP
TOP
TOP
LEFT
ENG 1 APU
X FEED
ENG 2
OPEN
ON
CTR TK CTR TK
1 LEFT TANK MODE SEL 1 RIGHT TANK 2
2 PUMP 1 PUMP 2
PUMPS PUMPS
FAULT
FAULT FAULT FAULT A FAULT FAULT FAULT
U
MAN T
HIT YOUR "HOME" KEY ON THE KEYBOARD TO RETURN TO THE LEFT.

HIT YOUR "HOME" KEY ON THE KEYBOARD TO RETURN TO THE LEFT.
ENG 1 APU
X FEED
ENG 2
OPEN
ON
ACT CTR TK CTR TK
A
2 FAULT U L XFR R XFR
PUMPS T PUMPS
O FAULT A
FAULT FAULT FWD FAULT U FAULT FAULT FAULT
T
MAN O
CABIN AIR INPUT

SHUT OFF VALVE
BIENT AIR & VENT

LEFT
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A32
LEFT
or Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
ael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC PTU LOGIC DIAGRAM LEFT OVERHEAD CENTER OVERHEAD FLT CONTROL ECAMS RUDDER SYSTEM HORIZONTAL STABILIZER WING FLIGHT CONTROLS
BRAKES / GEAR SYSTEMS
HAND PUMP
GREEN BLUE YELLOW
RESERVOIR RESERVOIR RESERVOIR
ENGINE 1 FIRE VALVE
RAT ELECTRIC PUMP ENGINE 2 FIRE VALVE
ENGINE1 ELECTRIC
PUMP PUMP ENGINE 2 FWD RIGHT
RAM AIR TURBINE PUMP SIDE
ACCUMULATOR ACCUMULATOR TOP
LEAK MEASUREMENT VALVE LEAK MEASUREMENT VALVE
LEFT INBOARD AILERON LEFT & RIGHT OUTBOARD AILERONS

LEFT SPOILER 5 LEFT & RIGHT SPOILERS 3 ACCUMULATOR CARGO DOOR
LEFT SLAT WTB LEFT & RIGHT ELEVATORS External Control
LEFT & RIGHT SLATS WTB Panel is beneath
RIGHT FLAP WTB LEFT & RIGHT FLAPS WTB LEAK MEASUREMENT VALVE and just aft of
RIGHT SLAT WTB RUDDER the
Cargo Door on
RIGHT SPOILER 5 LEFT SPOILER 4
the belly of the
RIGHT INBOARD AILERON LEFT FLAP WTB aircraft.
PRIORITY VALVE
LEFT & RIGHT SPOILER 1 RIGHT SPOILER 4
LEFT ELEVATOR SLATS
STABILIZER EMERGENCY GENERATOR LEFT & RIGHT SPOILER 2
RUDDER RAT & EMER GEN
MAN ON RIGHT ELEVATOR
YAW DAMPER 1 A
U
STABILIZER RIGHT TO THE CONTROL PANEL
NORMAL BRAKES ?? FAULT T
O
RUDDER
REVERSER 1 YAW DAMPER 2
? ! Data and Inhibits REVERSER 2

PRIORITY VALVE ALTERNATE BRAKES ??
POWER TRANSFER UNIT
PARKING BRAKE
SLATS / FLAPS PB Accumulator
LANDING GEAR
NOSE WHEEL STEERING PRIORITY VALVE
FLAPS
PTU Switch -- AUTO

AND PTU WILL OPERATE
GREEN YELLOW Pressure DIFFERENTIAL >500 PSI
FLIGHT MODE (AIR/GROUND Switch type of setting)
MLG STRUTS -- WEIGHT ON WHEELS INHIBIT CONDITIONS
BOTH ENGINE MASTER Switches -- OFF OR YELLOW PUMP Switch --OFF
AND
BOTH ENGINE MASTER Switches -- ON CARGO DOOR OPEN
NOTES: PTU IS INHIBITED FOR 40 SECONDS

PARKING BRAKE -- OFF AFTER CARGO DOOR OPEN OPERATION.
AND
NWS -- NOT TOWING position
TOP
RED TRIANGLE PRODUC
© 1999, 2000, 2001, 2002,
LEFT
GREEN BLUE YELLOW

PTU
FAULT A
RAT MAN ON U
T
OFF O ELEC PUMP
ELEC PUMP
ENG 1 PUMP ! ENG 2 PUMP FAULT
!
FAU LT A
FAULT U FAULT ON
OFF
T
OFF O OFF
TOP
TOC ! RAT MODIFICATIONS ! ABOUT ATTEMPTING A BATTERY START LEFT OVERHEAD
CENTER OVERHEAD
? GREEN BLUE YELLOW
PTU
FAULT A
RAT MAN ON U
T
OFF O ELEC PUMP
ELEC PUMP
! A
U
FAULT
!
O
OFF OFF OFF NOTE: THE PRIMARY FUNCTION OF THE

SUPPLY THE BLUE HYDRAULIC PR
SOLENOID # 1
BLUE
RESERVOIR
RAT
SOLENOID # 2
ELECTRICAL
PUMP
TEST CAPT
RAT &
GEN 1 LINE EMER GEN MAN ON
A
U
SMOKE FAULT T
LGCIU EMER OFF

O
ACCUMULATOR
and GEN
NOSE GEAR
Input EMERGENCY ELECTRICAL PANEL
TO THE BLUE SYSTEM
NOTE: YOU CAN FLY THE AIRBUS WITHOUT THE FLIGHT CONTROL COM
BUT YOU CANNOT FLY THE AIRCRAFT WITHOUT HYDRAULIC POW
DC ESS
NOTE:
ESS TR EMER GEN Loss of both MAIN AC BUSES, along with speed greater than 100 kts
28 V 116 V (from ADIRS #1), will automatically deploy the RAT.
11 A 400 HZ
These Switches are for pilot commanded activations and compliance
AC ESS with
the ECAM "blue-to-do" checklists.
HE PRIMARY FUNCTION OF THE RAT IS TO
UPPLY THE BLUE HYDRAULIC PRESSURE.
OUT THE FLIGHT CONTROL COMPUTERS,

RAFT WITHOUT HYDRAULIC POWER.
r than 100 kts
d compliance
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copy
and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC 2 3 4 5 ?? ?? ?? ?? ?? ?? ?? ? ? ? ? ? ?
ANTISKID OPERATION
! APPLICATION WARNING
BRAKES SYSTEMS ALTERNATE BRAKES PARKING BRAKES 1 2 AUTOBRAKES
NORMAL BRAKES ACCUMULATORS ANTI SKID ! MAINTENANCE ACTION
AIRCRAFT SPEED COMPUTATION ! !

AFTER IMPACT AUTO BRK
A/SKID &
N/W STRG
( WHEEL SPEED ) LO MED MAX
DECEL DECEL DECEL

LONGITUDINAL
HIGHEST ON ON ON
DECELERATION COMPUTATION
VALUE
( ADIRU )
BSCU
ON
OFF AUTOBRAKE SELECTION
HYDRAULICS
+ - RELEASE ORDER RELEASE ORDER + -
OR
AUTOMATIC NORMAL SERVO VALVES

SELECTOR
ALTERNATE SERVO VALV
WHEEL WHEEL
SPEED SPEED
NOSE WHEEL STEERING ( NWS ) ?? ?? GREEN HYD PR

From Nose Gear
when CLOSE
TOWING LEVER
CHANNEL TWO NOT IN TOWING STEERING
POSITION SELECTOR VALVE
BSCU
CHANNEL ONE
BSCU
CHANNEL ONE
DATA
ANY COMBINATION:
TILLER + PEDALS
AND
NWS ANGLE
AUTOPILOT
RUDDER A/SKID &
N/W STRG
PEDALS
ON
LGCUI 1 and 2
OFF
1. NLG Down, Locked & Compressed ON

2. MLG Down, Locked & Boogies in ENG
Ground position 2
OFF
TOP
GEAR and DOOR

?? OPERATION
SYSTEM 1
ADR 1 < 260 KTS GREEN HYD PRESS
ADR 3 < 260 KTS OR

MLG on GROUND OPENING
AND
SYSTEM 1
L/G LEVER
DOWN OR
INFO
OPERATION SELF MAINTAINED
LGCIU
CARGO DOORS
FLAPS CLOSURE
NOSE GEAR 2 GRAVITY EXT SW
GEAR DOORS LGCIU 1
MAIN GEAR
LANDING
GEAR PROXIMITY
LEVER DETECTORS
LGCIU 1
LANDING
GEAR PROXIMITY
LEVER DETECTORS DOOR GEAR
SELECTOR SELECTOR
VALVE VALVE
CARGO DOORS FLAP POSITIONS
DOORS NOSE and MAIN GEARS
TOP
LANDING GEAR INDICATION and WARNING

ARCHITECTURE
SYSTEM ONE:
Proximity Sensors LGCIU 1
on Gear and Doors
BAT BUS
INDEPENDENT DOWNLOCK LOGIC
INDEPENDENT SYSTEM: UP
Downlock Proximity Sensors
on Gear and Doors
DATA
N
DOW
SYSTEM TWO:
Proximity Sensors LGCIU 2
on Gear and Doors
LGCIU 2
TOP
! ! A/SKID &
AUTO BRK N/W STRG ?? ??
LO MED MAX
ON
DECEL DECEL DECEL
ON ON ON LANDING GEAR BRAKES and ANTI-
OFF
SKID
To Other Dual Valve
RUDDER ACCUMULATOR AUXILIARY

PEDALS LOW
OFF PRESSURE
DISTRIBUTION
GREEN LINE
YELLOW
ON
BSCU PARK BRK
AUTO CONTROL VALVE

NORMAL SELECTOR PARKING BRAKE
SELECTOR
VALVES
To Other Gear
To
Other DUAL
VALVE
Wheels
DUAL SHUTTLE
VALVE
To Other Wheels
ALTN SERVO
TACH VALVE
To Opposite Wheel
To Opposite Wheel
To ECAM
TOP
WHEEL ECAM
MAIN LANDING GEAR
LND GEAR BRK FAN !

UNLK UNLK UNLK
HOT
ON
A/SKID &
N/W STRG
ON ! ! A/SKID &
AUTO BRK N/W STRG
LO MED MAX
OFF ON
DECEL DECEL DECEL
ON ON ON
OFF
BRAKES SYSTEMS ALTERNATE BRAKES PARKING BRAKES

NORMAL BRAKES ACCUMULATORS ANTI SKID
NORMAL SERVO VALVES
ALTERNATE SERVO VALVE
GREEN HYD PRESS

From Nose Gear Doors
when CLOSED
STEERING
SELECTOR VALVE
STEERING
SERVO
VALVE
NWS ANGLE
NOSE GEAR
GREEN HYD PRESS
SYSTEM 2
IDENTICAL
and
ADR 2
replaces
SAFETY VALVE ADR 1 & 3
CUT OUT VALVE

GEAR
SELECTOR
VALVE
OSE and MAIN GEARS
LND GEAR
UNLK
MASTER
WARN
MASTER
CAUT HORN
ECAM
WARNING
DISPLAY
ECAM
WHEEL
PAGE
ECAM
WHEEL
PAGE
PEDESTAL
her Dual Valve
AUXILIARY
LOW
PRESSURE
DISTRIBUTION
LINE
PSI x 1000
ACCU PRESS
3 0 4 3
1 1
0
BRAKES
BRAKES
!
BRAKE FANS USE
? ?
ANTISKID & ? ?
NWS SW ? ?
?? ?? ??
?? ??
! APPLICATION WARNING
PARKING BRAKES 1 2 AUTOBRAKES
ANTI SKID ! MAINTENANCE ACTION
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and a
d Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
Productions LLC
Guide (trademark protected)
TOC 1 2 3 4 5 6 CLICK ON THESE TO SEE THE DIFFERENT CONFIGURATIONS. LEFT OVERHEAD
RIGHT OVERHEAD
SKIN EXCHANGER
SKIN HEAT ISOLATION VALVE
EXCHANGER
F/O's
CAPTAIN'S SIDE
SIDE FUSELAGE
FUSELAGE
AVIONIC BAY AIR
BLOWER EXTRACTION EXTRACT VALVE

FAN FAN
AVIONICS EQUIPMENT
FILTER
RACKS
SKIN INLET
VALVE
AIR CONDITIONING AIR CONDITIONING SKIN EXCHANGER

INLET VALVE DUCT (INLET) INLET BYPASS VALVE
CARGO
UNDERFLOOR
(OUTLET)
ECAM
CAPT
VENTILATION
TEST RAT & MAN ON
EMER GEN
GEN 1 LINE
A
U BLOWER EXTRACT CAB FANS
SMOKE FAULT T
O A A
OFF FAULT U FAULT U
T T
O O
OVRD OVRD OFF
EMERGENCY ELECTRICAL POWER VENTILATION
OPEN CONFIGURATION IF IT GETS TOO COLD, THE CLOSED CONFIGURATION IS USED

ON THE GROUND ONLY
SKIN EXCHANGER
EXCHANGER
CAPTAIN'S SIDE F/O's SIDE FUSELAGE
FUSELAGE
AVIONIC BAY AIR

FAN FAN
BLOWER EXTRACTION
FAN FAN
SKIN INLET VALVE AVIONICS EQUIPMENT

FILTER RACKS
SKIN EXCHANGER
INLET BYPASS VALVE
AIR CONDITIONING AIR CONDITIONING

INLET VALVE DUCT (INLET)
CARGO UNDERFLOOR
(OUTLET)
TOP
CLOSED CONFIGURATION IF IT GETS TOO WARM, THE INTERMEDIATE CONFIGURATION IS USED

ON THE GROUND, OR IN FLIGHT
SKIN EXCHANGER
EXCHANGER
FUSELAGE
AVIONIC BAY AIR

FAN FAN

FILTER RACKS
SKIN EXCHANGER
INLET BYPASS VALVE

CARGO UNDERFLOOR
(OUTLET)
TOP
INTERMEDIATE CONFIGURATION IN FLIGHT ONLY
SKIN EXCHANGER
EXCHANGER
FUSELAGE
AVIONIC BAY AIR

AVIONIC BAY AIR
EXTRACT VALVE,
BLOWER EXTRACTION PARTIALLY OPEN
FAN FAN

FILTER RACKS
SKIN EXCHANGER
INLET BYPASS VALVE

CARGO UNDERFLOOR
(OUTLET)
TOP
ABNORMAL CONFIGURATION EITHER BLOWER or EXTRACT SWITCH IS IN OVERRIDE.

CLOSED CONFIGURATION PLUS
AIR CONDITIONED AIR IS ADDED. SKIN EXCHANGER
ISOLATION VALVE
CAPTAIN'S SIDE SKIN HEAT F/O's SIDE FUSELAGE
FUSELAGE EXCHANGER
AVIONIC BAY AIR

BLOWER EXTRACTION
FAULT
A
U BLOWER FAN OPERATES
OVRD
T
O FAN STOPS
EXTRACT VALVE
FILTER RACKS
BLOWER SWITCH FORCES SKIN EXCHANGER
BLOWER FAN TO STOP. INLET BYPASS VALVE

CARGO UNDERFLOOR
(OUTLET)
TOP
SMOKE CONFIGURATION BOTH BLOWER or EXTRACT SWITCH IS IN OVERRIDE.

SMOKE CONFIGURATION BOTH BLOWER or EXTRACT SWITCH IS IN OVERRIDE.
INTERMEDIATE CONFIGURATION PLUS
AIR CONDITIONED AIR IS ADDED. SKIN EXCHANGER
ISOLATION VALVE
CAPTAIN'S SIDE SKIN HEAT F/O's SIDE
FUSELAGE EXCHANGER FUSELAGE
AVIONIC BAY AIR

BLOWER EXTRACTION EXTRACT
FAULT
A
U BLOWER FAN OPERATES FAULT
OVRD
T
O FAN STOPS OVRD
SKIN INLET VALVE AVIONICS EQUIPMENT EXTRACT VALVE

FILTER RACKS
BLOWER SWITCH FORCES SKIN EXCHANGER
BLOWER FAN TO STOP. INLET BYPASS VALVE

CARGO UNDERFLOOR
(OUTLET)
TOP
CONTROLLER FAILURE SAME AS THE SMOKE CONFIGURATION EXCEPT: SKIN EXCHANGER ISOLATION VALVE STAYS OPEN.
INLET VALVE and the SKIN EXCHANGER BYPASS VALVE: REMAIN in the POSITION they were at
FAILURE.
CAPTAIN'S SIDE SKIN HEAT F/O's SIDE

FUSELAGE EXCHANGER FUSELAGE
AVIONIC BAY AIR
REMAINS IN POSITION FAN RUNS

AT TIME OF FAILURE.
SKIN INLET VALVE AVIONICS EQUIPMENT EXTRACT VALVE

FILTER RACKS
SKIN EXCHANGER
INLET BYPASS VALVE
SKIN EXCHANGER
INLET BYPASS VALVE

CARGO UNDERFLOOR
(OUTLET)
TOP
LEFT OVERHEAD SHIFT RIGHT
RIGHT OVERHEAD
LDG ELEV AUTO 300 FT

CAB PRESS
P PSI V / S FT MN CAB ALT FT
8 2 UP
10
XTRACT VALVE 0 0
0
2 0 150
0.5 DN
SAFETY
SYS 1
VENT
INLET EXTRACT
EXCHANGER
BYPASS VALVE
PACK 1 PACK 2
ECAM
O's SIDE FUSELAGE

KIN EXCHANGER
LET BYPASS VALVE
DE / ANTI ICING
PROCEDURE
DITCHING
O's SIDE FUSELAGE O N
FROM LOWER
OVERHEAD PANEL
LOWER OVERHEAD
KIN EXCHANGER
LET BYPASS VALVE
O's SIDE FUSELAGE

EXTRACT VALVE,
PARTIALLY OPEN
KIN EXCHANGER
LET BYPASS VALVE
IN EXCHANGER
OLATION VALVE
F/O's SIDE FUSELAGE
EXTRACT SWITCH FORCES

EXTRACT FAN TO RUN.
EXTRACT
A
FAULT U
T
O
OVRD
EXTRACT VALVE
SKIN EXCHANGER
INLET BYPASS VALVE
GEN 1 LINE
SMOKE
OFF
F/O's SIDE
FUSELAGE
EXTRACT SWITCH FORCES

EXTRACT FAN TO RUN.
EXTRACT
A
FAULT U
T
O
OVRD
EXTRACT VALVE
SKIN EXCHANGER
INLET BYPASS VALVE
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Mic

RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Mic
© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle Prod
SOLATION VALVE STAYS OPEN.

e POSITION they were at
F/O's SIDE
FUSELAGE
STAYS OPEN
SKIN EXCHANGER
ISOLATION VALVE
EXTRACT VALVE
SKIN EXCHANGER
INLET BYPASS VALVE
SKIN EXCHANGER
INLET BYPASS VALVE
REMAINS IN POSITION
AT TIME OF FAILURE.
LEFT
TIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark pro
TIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark pro
2003, 2004, 2005 Red Triangle Productions LLC
TOC SCROLL RIGHT LOWER OVERHEAD LEFT
CENTER OVERHEAD
PSI 42 INPUT PRESSURE AFT 85
ºC 196 79
ENG 1 OUTPUT TEMPERATURE
FAULT
ON 1
C H
HOT HYD RESERVOIRS
ENG 1 FAN AIR VALVE 120 º C AIR 120 º C
BMC
PACK 1 AIR
WATER TANK PACK 2
FAULT FAULT
STARTER PRECOOLER LO HI
OFF OFF
LO HI
AFT CARGO HEATING
HP IP
WING
X BLEED
FAULT ANTI ANTI
HP BLEED ICE
VALVE
OVERBOARD ON
AUTO
ICE
APU BLEED
SHUT OPEN
FAULT
OVER PRESSURE VALVES WING ANTI-ICE WING ANTI-ICE
BLEED VALVES
! ON
HP BLEED
VALVE BMCs
OVERBOARD ENG 1 BLEED ENG 2 BLEED
FAULT GND APU BLEED VALVE FAULT
OFF OFF
HP IP HP GND
AIR SUPPLY APU
BMC STARTER PRECOOLER
ENG 2 FAN AIR VALVE

PSI 42 INPUT PRESSURE THESE ALWAYS SEEM BACKWARDS:
ENG 2
196 For the flow direction, you would think they
FAULT ºC OUTPUT TEMPERATURE would
ON have placed the Input Pressure on bottom and
2 Output Temperature above it.
TOC SCROLL RIGHT CENTER OVERHEAD
COCKPI 65 FORWARD
72 AFT 75
T
CAB FANS
70 72 79
OFF
TRIM AIR TRIM AIR

VALVE VALVE
CABIN AIR
MIXING UNIT
FANS & FILTERS LP GND AIR
HOT AIR HOT AIR
PRESS FAULT
REG
RAM AIR
VALVE OFF
PACK PACK ONE

CONTROLLER
O N
PACK TWO
EMER RAM
AIR
PACK 2 PACK 2
PACK FLOW
CTL VALVE FAULT FAULT PACK FLOW
OFF OFF CTL VALVE
ZONE
CONTROLLER
PACK FLOW
NORM COCKPIT FWD CABIN AFT CABIN
LO HI
CAB FANS

OFF
CENTER OVERHEAD RIGHT OVERHEAD

TEMP F
COND FAN FAN
CKPT 65 FWD 72 AFT 75
70 72 79
TRIM AIR
VALVE
C H C H C H
FANS & FILTERS HOT

CABIN AIR AIR
AFT 85
79
H
C
PACK
PACK TWO
CONTROLLER HOT
AIR
PACK FLOW
CTL VALVE
BLEED
20 C
CAB FANS C H
120 C !
RAM
OFF
LO HI AIR
RIGHT OVERHEAD
F
HOME
KEY
RETURNS
TO
THE
LEFT
HOT
AIR
HOT
AIR
RED TRIANG
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michae
© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle Producti
ONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Gu
ies] Visual Oral Switch / Light Guide (trademark protected)
TOC
LOWER OVERHEAD
AUTO
EMER RAM AIR MAN V/S CTL MODE SEL DITCHING
-2
INPUTS SAME
FAULT A 0
UP
AS
U 2
T 14
MAN O
O N
ADIRS 1 + 2 + 3 DN 12
10 6
4
8
CPC 1
FMGC
ECAM SYS CPC 1 CPC 2
DISPLAY &
ECAM MANUAL
LGCUI 1 + 2 BACK-UP NOT USED
WARNING
EIU 1 + 2
MOTORS
MAN
1 2
SAFETY
INPUTS SAME
AS CPC 1
NOT USED
MOTORS
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyrig
uthor, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC P P
FORWARD AFT CARGO
A319 / A320 CARGO COMPARTMENT COMPARTMENT
SYSTEM DESCRIPTION
SDCU
DISCH CARGO SMOKE DISCH
FWD TEST AFT
AND AND
SMOKE SMOKE
DISCH DISCH
RIGHT OVERHEAD
A321
FORWARD AFT CARGO

SDCU
CARGO COMPARTMENT COMPARTMENT
OR
AND AND AND

AFT CARGO
COMPARTMENT SDCU
OR
AND AND
SDCU
OR
AND AND
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, own

-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark prote
TOC 2 3 ECAM CONTROL PANEL
P UPPER ECAM:
E/WD
FQI has DEGRADED
10 N1 DATA
10
5 5
% CL 88.5 % FOB: 15500
83.0 83.5
FUEL QUANTITY is NOT al

5 10 5 10 USEABLE:
FOB: 27960 LBS FOB: 15500

EGT
593 ºC
604
A319 / A320:
1. Inter-cell Valve failure
N2 2. Loss of Center Tank P
91.8 91.7
%
A321:
Center Tank Transfer Va
F.F. failed in the CLOSED po
2840 280
LBS/H
ENG 1 OIL LO PR
IF OIL LO PR < 13 PSI: OUTER TK FUEL XFRD
- THR LEVER 1 ………..…IDLE REFUELG
- ENG MASTER 1 ....……..OFF
LOWER ECAM: SD
ENGINE
ENGINE
VIB (N1) N1
F.USED 1.1 0.7 CHECK
1702 LBS 1659
VIB (N2)
OIL EGT
17.4 17.5 0.8 0.1
QT CHECK
AIR N2
LDG ELEV AUTO 200 FT CHECK
P 2.3 PSI
CAB V/S FT/MN
F.F.
CKPT FWD ºF AFT 250 CHECK
70 72 75 CAB ALT FT
69 6000 CABIN VERTICAL SPEED IS IN AU
TOP
ENGINE
VIB (N1)
F.USED 1.1 0.7
1702 LBS 1659
VIB (N2)
OIL
17.4 17.5 0.8 0.1
QT
AIR LDG ELEV AUTO 200 FT

P 2.3 PSI CAB V/S FT/MN
UP
2
CKPT FWD ºF AFT 0 1000 CABIN VERTICAL
70 72 75 SPEED
2
IS IN MANUAL MODE.
DN
CABIN VERTICAL
2
SPEED
IS IN MANUAL MODE.
69 DN
CAB ALT FT
6000
TOP
PER ECAM:
WD
FQI has DEGRADED
DATA
15500 LBS
FUEL QUANTITY is NOT all

USEABLE:
15500 LBS
A319 / A320:
1. Inter-cell Valve failure
2. Loss of Center Tank Pumps
A321:
Center Tank Transfer Valves have
failed in the CLOSED position.
VARIOUS MEMOS
OUTER TK FUEL XFRD CTR TK FEEDG
REFUELG FUEL X FEED
ACARS MSG
WER ECAM: SD
N1 CHECK LABEL:
CHECK IF THERE IS A DISCREPANCY BETWEEN THE
A) N1
B) N2
EGT C) EGT
CHECK D) FF
VALUES ON THE FADEC-DMC BUS AND THE
DISPLAYED VALUES,
N2 THEN,
CHECK THIS MESSAGE IS DISPLAYED BENEATH THE
AFFECTED PARAMETER.
F.F.
CHECK
CABIN VERTICAL SPEED IS IN AUTOMATIC MODE.
CABIN VERTICAL
SPEED
S IN MANUAL MODE.
CABIN VERTICAL
SPEED
S IN MANUAL MODE.
TOC 2 3 4 5 6 7 ECAM CONTROL PANEL
N1 NORMAL INDICATIONS
N1
REV
REV
10 N1 10
EGT 5 5
% CL 88.5 % GAUGE EXPLANATIONS
83.0 83.5 UPS.
5 10 5 10
FOB: 27960 LBS

EGT
593 ºC
604
N2
91.8 91.7
%
F.F.
2840 2840
LBS/H
LDG LDG GEAR DN CTR TK FEEDG

SIGNS ON
SPLRS ARM
FLAPS ….
FULL
NORMAL IDLE INDICATI

IDLE
5
10 N1 10
5
% FLX 89.9 56 C
19.5 19.5
F.F. LBS/H
X X 8920
5 10 5 10
5 10 5 10
EGT FOB: 23800 LBS

390 ºC
390
FLAP
S F
N2
58.5 58.5
%
FULL
F.F.
600 600
%
SEAT BELTS
NO PERSONAL DEVICES
TOP
F. USED ENGINE SECONDARY ENGINE IN

START
1530 LBS 1530
(N1) ASSOCIATED ECAM MESSAG
VIB
0.8 0.9
20 OIL 20 ENG 1 OIL FILTER CLOG
QT VIB (N2) ENG 2 FUEL FILTER CLOG

0 0 1.2 1.3
15.5 15.5
OIL FILTER
100 PSI 100 CLOG
AFTER ENGINE START,
0
90
0 F. FILTER
90
CLOG 115
°C
115 120
IGN 240
A AB
A AB
PSI 20 35 PSI
TOP
SECONDARY ENGINE
INDICATIONS,
N1
% XX XX % FADEC NOT ENERGIZED
XX XX
FOB: 27960 LBS

EGT
XX XX
ºC
N2
XX % XX
ENGINE ANTI ICE IS SELECTE
1. Engine Anti Ice Valve OPEN
F.F.
XX XX 2. Continuous Ignition is provid
LBS/H selected and the Valve is OP
ENGINE ANTI ICE VALVE OPEN

ENG A. ICE
IGNITION ECAM CAUTION appears for an
TOP
ENGINE ONE LOW OIL PRESS
10 N1 10 SEE THE SECONDARY INDICA

5 5 LOWER DISPLAY...
% CL 88.2 %
83.0 83.5 ENGINE MASTER SWITCH SH
FOR CLARIFICATION. THRUS
F.F. LBS/H NOT SHOWN -- YOU PROBAB
6680 6680 KNOW WHAT & WHERE THEY
5 10 5 10
FOB: 155000 LBS

EGT
593 604
ºC
MASTER 1
ON
N2
91.8 91.7
%
OFF
F.F. FIRE
2840 280 FAULT
LBS/H
1
ENG 1 OIL LO PR
IF OIL LO PR < 13 PSI:
- THR LEVER 1 ………..…IDLE
- ENG MASTER 1 ....……..OFF
TOP
ENGINE ENGINE
F. USED FAILURE
2150 LBS 200
VIB (N1)
0.8 0.9
20 OIL 20
QT VIB (N2)
QT VIB (N2)
0
15.5
0
15.5 1.2 1.3
OIL FILTER
100 PSI 100
0
13
0
56 F. FILTER
°C
115 120
TOP
THIS IS IMPORTANT:
WHAT TO CONSIDER WHEN A
10 N1 10
5 5
% MCT 99.6 ENGINE STALL CHECKLIST: Q
12.1 99.6 1. NOTE THE TIME -- MTC W
TIME ON THE AIRCRAFT.
F.F. LBS/H
X X 8920 2. CONSIDER THE OVERWE
5 10 5 10
3. GET THE APU --ON (GEN
EGT FOB: 23800 LBS
X X 390
ºC OVERWEIGHT LANDING CHEC
1. CONSIDER TURNING ON
N2 2. NOTE THE RATE OF DESC

5.1 58.5
% These suggestions are from one
Make ATC work for you -- they k
F.F. Do NOT get expansive with your
X X 600
% AND -- DON'T LET THE CAPTA
UNTIL AN ENTRY IS MADE IN T
2. NOTE THE RATE OF DESC
These suggestions are from one

Make ATC work for you -- they k
Do NOT get expansive with your
X X 600
% AND -- DON'T LET THE CAPTA
UNTIL AN ENTRY IS MADE IN T
ENG 1 FAIL T.O. INHIBIT
-- THR LEVER 1 ……….. IDLE LAND ASAP
IF NO DAMAGE: -- ELEC
-- ENG 1 RELIGHT …. INITIATE -- HYD
SHUT DOWN STS
TOP
NORMAL INDICATIONS
GAUGE EXPLANATIONS: SEE PURPLE POP-

UPS.
NORMAL IDLE INDICATIONS

SECONDARY ENGINE INDICATIONS, ENGINE
START
ASSOCIATED ECAM MESSAGES
OIL FILTER CLOG
FUEL FILTER CLOG
AFTER ENGINE START, NACELLE TEMPERATURE DISPLAY
°C
115 120
NAC
°C
240 241
SECONDARY ENGINE
INDICATIONS,
FADEC NOT ENERGIZED
ENGINE ANTI ICE IS SELECTED ON.

1. Engine Anti Ice Valve OPENS if bleed air is available
2. Continuous Ignition is provided when Engine Anti Ice is
selected and the Valve is OPEN.
ENGINE ANTI ICE VALVE OPEN with electrical failure.
ECAM CAUTION appears for any disagreement.

ENGINE ONE LOW OIL PRESSURE
SEE THE SECONDARY INDICATIONS

LOWER DISPLAY...
ENGINE MASTER SWITCH SHOWN

FOR CLARIFICATION. THRUST LEVERS
NOT SHOWN -- YOU PROBABLY ALREADY
KNOW WHAT & WHERE THEY ARE.
ENG
MASTER 1
ON ON
ENG
1
OFF OFF
FIRE MODE
FAULT NORM
CRANK IGN
START
ENGINE
FAILURE
THIS IS IMPORTANT:
WHAT TO CONSIDER WHEN AN ENGINE COMPRESSOR STALLS?
ENGINE STALL CHECKLIST: QRH.

1. NOTE THE TIME -- MTC WILL WANT TO KNOW SINGLE ENGINE
TIME ON THE AIRCRAFT.
2. CONSIDER THE OVERWEIGHT LANDING CHECKLIST
3. GET THE APU --ON (GENERATOR < FL 250, BLEED AIR < FL 200)
OVERWEIGHT LANDING CHECKLIST: QRH

1. CONSIDER TURNING ON THE BRAKE FANS PRIOR TO LANDING
2. NOTE THE RATE OF DESCENT AT TOUCHDOWN (LAND < 360 FPM).
These suggestions are from one who has been there.

Make ATC work for you -- they know all runway data, freqs, ILS Courses.
Do NOT get expansive with your FAA Report -- call the Union first!!
AND -- DON'T LET THE CAPTAIN LEAVE THE AIRCRAFT AFTER LANDING
UNTIL AN ENTRY IS MADE IN THE LOGBOOK.
2. NOTE THE RATE OF DESCENT AT TOUCHDOWN (LAND < 360 FPM).
These suggestions are from one who has been there.

Make ATC work for you -- they know all runway data, freqs, ILS Courses.
Do NOT get expansive with your FAA Report -- call the Union first!!
AND -- DON'T LET THE CAPTAIN LEAVE THE AIRCRAFT AFTER LANDING
UNTIL AN ENTRY IS MADE IN THE LOGBOOK.

TOC 2 3 4 5 6 7 8 9 10 11 12 LOWER OVERHEAD CENTER OVERHEAD ECAM CONTROL PANEL
SOME NORMAL SYMBOLS

ENGINES RUNNING AND AP
ON.
BLEED PACK FLOW
NORM
LO HI
20 º C 20 º C PACK 1
FAULT
C H PACK 1
C H OFF
120º C RAM 100 º C
AIR ENG 1 BLEED
LO LO HI FAULT
ANTI ANTI OFF

ICE ICE
42 PSI GND PSI 42
196 ºC ºC 196 WING
APU FAULT
2 ON
1
HP
IP HP IP The logic is lost on me:
You would think these two would b
positioning:
the Outlet Temp should be ABOV
NORMAL OPERATION
BLEED
HOT AIR
FAULT
20 º C 20 º C OFF
C H C H PACK 2
120º C RAM 100 º C FAULT
AIR PACK 2
OFF
LO HI HI
LO
LO LO HI
ENG 2 BLEED
FAULT
44 PSI PSI 42 OFF
200 ºC APU ºC 196
1 2
IP HP HP IP
TOP
THE FOLLOWING ARE VERY COMMON F

THESE SEEM TO OCCUR MORE THAN 5
BLEED ESPECIALLY IF JETWAY AIR WAS USED
VALVES GET FROZEN. SOME CREWS S
TO HAVE TIME TO THAW THE VALVES A
SITUATION. THERE ARE SEVERAL UNO
THAT CREWS USE INVOLVING TESTS O
20 º C THE MCDU AND ALSO THE PULLING OF
20 º C ON THE AFT PANELS BEHIND THE FIRS
C H C H
16 º C RAM 15 º C
AIR
AIR PACK 2 FAULT
LO HI HI
LO
- ENG 2 BLEED………………………OFF
AIR PACK 1 FAULT

44 PSI PSI 42
200 ºC APU ºC 196 - ENG 1 BLEED………………………OFF
1 EITHER WAY -- THE ONLY THING YOU C

2
IS TO CALL MAINTENANCE. THEY WILL
IP HP HP IP DO THE SAME THINGS. SOMETIMES IT
THE VALVES -- BUT YOU RISK HAVING T
IT FAILS TO RESOLVE IT. MEL SAYS YOU
TOP
BEFORE ENGINE START

BLEED APU BLEED WILL BE USED TO
ENGINES.
X BLEED
20 º C 20 º C AUTO
C H SHUT OPEN
C H
16 º C RAM 16 º C
AIR
HI
LO LO HI
SELECT: APU BLEED -- ON
0 PSI GND PSI 0

APU BLEED
15 ºC ºC 15 FAULT
APU ON
1 2
IP HP HP IP
NO PRESSURE IS SUPPLIED SO THE IN
ENGINE LABELS ARE AMBER BECAUSE
DO NOT USE APU BLEED IF GROUND H
TOP
APU BLEED -- ON; ENGINES WILL BE

STARTED.
APU BLEED -- ON; ENGINES WILL BE
STARTED.
COMMON ECAM MES

BLEED
SEAT BELTS
NO PEDS
20 º C
20 º C
C H C H
16 º C RAM 16 º C THE X BLEED VALVE WILL TEMPORARIL
AIR AS IT TURNS IN-LINE.
LO HI HI
LO
NOW THE ENGINES WILL BE STARTED

CLICK ON THE ENGINE MASTER 2 SWI
35 PSI GND PSI 36 TO SIMULATE THIS AND TO GO ON TO
ºC 190 THE NEXT DISPLAY.
185 ºC
APU
1 2
IP HP HP IP APU BLEED
FAULT
ON
TOP
AFTER ENGINE START, APU BLEED

SUPPLYING
BLEED
SEAT BELTS
NO PEDS
20 º C 20 º C
C H C H
16 º C 16 º C
RAM
AIR THE ENGINE BLEED VALVES REMAIN C
LO HI HI
BECAUSE THE APU BLEED VALVE HAS
LO
PRIORITY OVER THEM.
THE ENGINE BLEED VALVES REMAIN C
LO LO HI
BECAUSE THE APU BLEED VALVE HAS
PRIORITY OVER THEM.
36 PSI GND PSI 37

ºC 195 NOW YOU MAY DESELECT APU BLE
196 ºC
APU
1 2
IP HP HP IP
NOW THE ENGINES HAVE BEEN STA

THE ENGINE IDENTIFIERS HAVE TUR
TOP
AFTER ENGINES STARTED, APU BLEED TURNED

OFF
BLEED SEAT BELTS

NO PEDS
20 º C
20 º C
THE X BLEED VALVE WILL TEMPORA
C H C H AS IT TURNS IN-LINE.
16 º C RAM 16 º C
AIR THE APU BLEED VALVE IS CLOSED.
LO HI HI
LO
APU BLEED
38 PSI GND PSI 37 FAULT
198 ºC ºC 200 ON
APU THE ENGINE BLEE

1 2 THE ENGINES AR
LP VALVES MAY S
IP HP HP IP
THE HP VALVES W
THEY WILL CLOSE
THE GND INDICAT
TOP
An ECAM is accompanied by a: HOW TO DO ECAM ACTIONS A

1. Chime, and may have a:
ELEC
2a. Master Warning or EMER CONFIG
2b. Master Caution as well. If so, press to extinguish it. HYD G RSVR OVHT
The entire ECAM will take place in four quadrants of the E/WD [A, B, C, D]. - PTU…………………………….……….OFF
The pilot monitoring completes each quadrant before going on to the next one. - GREEN ENG 1 PUMP ………………OFF
G SYS LO PR
Quadrant A, Do the "BLUE TO DO" actions --
work down through any Boxed [PRIMARY SYSTEM FAILURE] Item
until the next Underlined Item, HYD Y RSVR LO LVL
Y ENG 2 PUMP LO PR
After each you say, "Clear ECAM?" and the pilot flying responds, "Clear ECAM."
When all are done, complete each
Quadrant B item, in order: non-starred and starred lines. Then, C
Quadrant C will list affected System(s), etc., -- read off each item. Finally,
Quadrant D will list all of the Inoperative Systems. Read them all off....
When done you say, "Clear Status?" and the pilot flying responds, "Clear Status."
When Flaps/Slats are extended these Status items will reappear for review.
If there is no change, the Preliminary Checklist line response will be,
depending upon your airline's policy:
"ECAM Status, no change. Clear ECAM?" or
"ECAM Status Checked, no change." BOXED PRIMARY SYSTEM FAILURES CAU
QUADRANT B INDICATED SYSTEM WITH A
CLICK EITHER TO EXTINGUISH THE MASTER CAUTION LIGHTS AND CONTINUE TO DO SOME BLEED ECAM ACTIONS.
MASTER MASTER
WARN WARN
"CHIME"
MASTER MASTER
CAUT CAUT
TOP
MASTER MASTER
ENGINE 2 BLEED
WARN WARN
FAULT
MASTER MASTER
CAUT CAUT
MASTER CAUTION LIGHTS ARE E
BLEED AIR ENG 2 BLEED FAULT

- X BLEED…………………….………OPEN
20 º C
20 º C
C H C H
THE BMC WILL DETECT THE SITUATI
120º C RAM 100 º C BMC COMMANDS ENG 2 BLEED VALV
AIR This is still GREEN because the Valve is
HI
position.
LO LO HI
FLOW THROUGH THE SYSTEM HAS C
TEMPERATURE HAS EXCEEDED LIM
44 PSI PSI 42
APU
200 ºC ºC 322 X BLEED
1
2 AUTO
IP HP HP IP SHUT OPEN
NEXT
TOP
ENGINE 2 BLEED
FAULT

- X BLEED…………………….………OPEN
20 º C
20 º C
C H C H
WHEN THE VALVE IS CLOSED THE:
120º C 1. PRESSURE DROPS
RAM 100 º C
AIR 2. TEMPERATURE DECREASES.
LO HI HI
LO
ENG BLEED 2 SYSTEM IS NOW UNAV
BUT ENG BLEED 1 SYSTEM IS FUNCT
PERFORM ECAM ACTION: XBLEED -
44 PSI PSI 0
APU
200 ºC ºC 175
X BLEED
1
2
IP HP HP IP AUTO
SHUT OPEN
TOP
ENGINE 2 BLEED
FAULT
0
20 º C 15 º C
NOW THE FLOW IS RESTORED TO T
C H C H
120º C ENG 2 BLEED FAULT LIGHT EXTINGU
RAM 20 º C THE OVERHEAT CONDITION NO LON
AIR
LO HI
LO HI PM: "CLEAR ECAM?"
PF: "CLEAR ECAM."
44 PSI PSI 44
APU
200 ºC ºC 200
X BLEED
1
2
IP HP HP IP AUTO
SHUT OPEN
TOP
ENGINE 2 BLEED
FAULT
STATUS
BLEED
ONE PACK ONLY IF WAI ON
20 º C 15 º C
PM WILL REVIEW THE STATUS AND
C H C H PM: "CLEAR STATUS?" PF: "CLE
120 º C RAM 20 º C
AIR BUT THEN WHAT IF YOU NEEDED TH
LO HI HI
SELECT WING ANTI ICE -- ON.
LO
LO LO HI
WING
44 PSI PSI 44 FAULT

APU
200 ºC ºC 200 ON
1
2
IP HP HP IP
TOP
ENGINE 2 BLEED FAULT

WING ANTI ICE
REQUIRED

- PACK 2 ………………………...…..OFF
20 º C 15 º C
C H C H
THE AIR ENG 2 BLEED FAULT PROCE
120 º C RAM 20 º C IS AUTOMATICALLY DISPLAYED.
AIR
HI
PERFORM ECAM ACTION, PACK 2 -- O
LO LO HI
ANTI
ICE
WING
44 PSI PSI 44 FAULT

APU
200 ºC ºC 200 ON
200
1
2
IP HP HP IP
TOP HI

WING ANTI ICE
REQUIRED
20 º C 15 º C
C H
PACK 2 IS SHUT OFF FROM THE SYS
C H
120 º C THEN YOU WOULD CLEAR ECAM.
RAM 20 º C
AIR
LO HI HI
LO
ANTI ANTI
ICE ICE WING
44 PSI PSI 44 FAULT

APU
200 ºC ºC 200 ON
1
2
IP HP HP IP
TOP
FINISHED.
WING ANTI ICE BEING USE
STATUS
BLEED
20 º C 15 º C
C H C H
THEN, AFTER REVIEWING THE INOP
120 º C RAM 20 º C PM: CLEAR STATUS?
AIR PF: CLEAR STATUS.
LO HI HI
LO
ANTI ANTI
ICE ICE WING
44 PSI PSI 44 FAULT

APU
200 ºC ºC 200 ON
1
2
IP HP HP IP
TOP
MASTER MASTER
WARN WARN
"CHIME"
MASTER MASTER
CAUT CAUT
TOP
MASTER MASTER RIGHT WING LEAK
WARN WARN
MASTER MASTER
CAUT CAUT
BLEED AIR R WING LEAK

- X BLEED ………………………….…SHUT
- WING A.ICE……………………………OFF
AVOID ICING CONDITIONS
20 º C 15 º C
THE ECAM ACTION LABEL AND ACTIO
C H C H RIGHT WING BLEED LEAK.
120 º C RAM 20 º C PERFORM ECAM ACTION, XBLEED --
AIR
LO HI HI
LO
ANTI ANTI
ICE ICE WING
44 PSI PSI 44 FAULT

APU
200 ºC ºC 200 ON
1
2
IP HP HP IP
TOP
RIGHT WING LEAK

- WING A.ICE……………………………OFF
20 º C 15 º C
THE X BLEED VALVE CLOSES.
C H C H RIGHT SYSTEM BLEED PRESSURE D
120 º C RAM 20 º C RIGHT WIND ANTI ICE IS NOT SUPPL
AIR CONTINUE ECAM ACTION, WING ANT
LO HI HI
LO
ANTI ANTI
ICE ICE WING
44 PSI PSI 0 FAULT

APU
200 ºC ºC 22 ON
1
2
IP HP HP IP
TOP
RIGHT WING LEAK

20 º C 15 º C
C H C H
WING ANTI-ICE IS SWITCHED OFF --
120 º C RAM 20 º C IT DOES NO GO TO RUN IT ON ONE W
AIR THEN:
HI
PM: CLEAR ECAM?
LO LO HI
PF: CLEAR ECAM.
44 PSI PSI 0
APU
200 ºC ºC 22 WING
FAULT
1 ON
2
IP HP HP IP
TOP
RIGHT WING LEAK
STATUS
BLEED AVOID ICING CONDITIONS
20 º C 15 º C
20 º C 15 º C
PNF WILL REVIEW AND READ THE
C H C H STATUS AND INOP SYSTEMS.
120 º C RAM 20 º C PM: CLEAR STATUS?
AIR PF: CLEAR STATUS.
LO HI LO HI
WING
44 PSI PSI 0 FAULT

APU
200 ºC ºC 22 ON
1
2
IP HP HP IP
THIS SCENARIO FINISHES HERE.
TOP
MASTER MASTER
WARN WARN
"CHIME"
MASTER MASTER
CAUT CAUT
TOP
CROSS BLEED FAILS TO

MASTER MASTER
OPEN
WARN WARN
Select OPEN when:
1. APU BLEED VALVE pb is O
MASTER MASTER
2. Engine START or,
CAUT CAUT
3. WING ANTI ICE is ON.
MASTER CAUTION LIGHTS ARE

BLEED
AIR X BLEED FAULT
- X BLEED ………………..………MAN CT
20 º C 15 º C
C H C H
120 º C RAM 20 º C NORMALLY THE X BLEED OPENS.
AIR IF IT FAILS THEN YOU GET THIS ECA
LO HI
LO HI THE X BLEED INDICATOR REMAINS C
TO INDICATE THE DISAGREEMENT.
PERFORM ECAM: XBLEED -- MAN CT
36 PSI GND PSI 0
196 ºC ºC 20
APU APU BLEED
1 2 FAULT
ON
IP HP HP IP
If Manual Opening is inoperative and only

turn Wing Anti Ice OFF and Avoid Icing C
TOP
CROSS BLEED FAILS TO OPEN
END
BLEED
20 º C 20 º C
THE CROSS BLEED OPENED AND
C H C H RIGHT SIDE PRESSURE & TEMPERAT
120 º C RAM 120º C APU SUPPLYING THAT SIDE.
AIR
LO HI HI
LO
APU BLEED
36 PSI GND PSI 37 FAULT
196 ºC ºC 195 ON
APU
1 2
HP IF THIS FAILED THEN THE X BLEED IN
IP HP IP
CROSS-LINE AND AMBER TO INDICAT
If Manual Opening is inoperative and only

turn Wing Anti Ice OFF and Avoid Icing C
TOP
CAM CONTROL PANEL SHIFT RIGHT
E NORMAL SYMBOLS
NES RUNNING AND APU BLEED IS
COCKPIT FWD CABIN AFT CABIN HOT AIR
FAULT
OFF

PACK 2
FAULT
OFF
AUTO
SHUT OPEN
FAULT FAULT FAULT
OFF START GND HP START

ON OFF
O N
ogic is lost on me:

u would think these two would be reversed in their
oning:
e Outlet Temp should be ABOVE the Inlet Pressure.
RMAL OPERATION
HOT AIR
FAULT
OFF
PACK 2
FAULT
OFF
WING ARE VERY COMMON FAULTS.
EM TO OCCUR MORE THAN 50% OF THE FLIGHTS,
Y IF JETWAY AIR WAS USED. IT IS AS IF THE
T FROZEN. SOME CREWS START THE APU EARLY
ME TO THAW THE VALVES AND DEAL WITH THE
THERE ARE SEVERAL UNOFFICIAL TECHNIQUES
WS USE INVOLVING TESTS ORDERED THROUGH
AND ALSO THE PULLING OF THE CIRCUIT BREAKERS
T PANELS BEHIND THE FIRST OFFICER.
PACK 2 FAULT
NG 2 BLEED………………………OFF
PACK 1 FAULT
ENG 1 BLEED………………………OFF
Y -- THE ONLY THING YOU CAN DO, BESIDE THE ECAM ACTION,
MAINTENANCE. THEY WILL COME TO THE COCKPIT AND
ME THINGS. SOMETIMES IT TAKES ENGINE AIR TO FREE UP
S -- BUT YOU RISK HAVING TO COME BACK TO THE GATE IF
RESOLVE IT. MEL SAYS YOU'LL BE RESTRICTED TO FL310.
E ENGINE START
EED WILL BE USED TO START THE
S.
APU
MASTER SW
FAULT
ON
PU BLEED -- ON START
AVAIL
ON
URE IS SUPPLIED SO THE INDICATION IS AMBER.

ABELS ARE AMBER BECAUSE THEY ARE BELOW IDLE.
SE APU BLEED IF GROUND HP AIR IS CONNECTED.
COMMON ECAM MESSAGES
APU BLEED
ED VALVE WILL TEMPORARILY BECOME AMBER

S IN-LINE.
ENGINES WILL BE STARTED.

THE ENGINE MASTER 2 SWITCH
ENG
MASTER 2
ATE THIS AND TO GO ON TO ON
ENG
DISPLAY. 2
OFF
MODE
FIRE
NORM FAULT
CRANK IGN
START
APU BLEED
NE BLEED VALVES REMAIN CLOSED

THE APU BLEED VALVE HAS
OVER THEM.
NE BLEED VALVES REMAIN CLOSED
THE APU BLEED VALVE HAS
OVER THEM.
OU MAY DESELECT APU BLEED.

APU BLEED
FAULT
ON
E ENGINES HAVE BEEN STARTED.

GINE IDENTIFIERS HAVE TURN WHITE.
APU BLEED
LEED VALVE WILL TEMPORARILY BECOME AMBER

RNS IN-LINE.
BLEED VALVE IS CLOSED.
THE ENGINE BLEED VALVES WILL NOW OPEN.

THE ENGINES ARE AT IDLE SO BOTH HP AND
LP VALVES MAY SHOW IN-LINE.
THE HP VALVES WILL MODULATE; AT TAKEOFF

THEY WILL CLOSE.
THE GND INDICATOR WILL DISAPPEAR, TOO.
B
NAV HYDRAULICS USED

F/CTL
AUTO FLT
ONLY FOR EXAMPLE.
…………….……….OFF
MP ………………OFF F/CTL
CAB PRESS
HYD
FUEL
D
STATUS
INOP SYS
GALLEY
ARY SYSTEM FAILURES CAUSE THE

B INDICATED SYSTEM WITH A STAR.
CAM ACTIONS.
ENGINE 2 BLEED
FAULT
TER CAUTION LIGHTS ARE EXTINGUISHED.
ENG 2 BLEED FAULT

BLEED…………………….………OPEN
C WILL DETECT THE SITUATION.

MMANDS ENG 2 BLEED VALVE -- CLOSED
ll GREEN because the Valve is in the COMMANDED
HROUGH THE SYSTEM HAS CEASED.

ATURE HAS EXCEEDED LIMITS.
PACK 2
FAULT
PACK 2
OFF
ENG 2 BLEED
OPEN
FAULT
START
OFF
GINE 2 BLEED
FAULT
ENG 2 BLEED FAULT

BLEED…………………….………OPEN
HE VALVE IS CLOSED THE:

SURE DROPS
ERATURE DECREASES.
EED 2 SYSTEM IS NOW UNAVAILABLE.

G BLEED 1 SYSTEM IS FUNCTIONAL...
M ECAM ACTION: XBLEED -- OPEN.
PACK 2
FAULT
PACK 2
OFF
ENG 2 BLEED
OPEN
FAULT
START
OFF
GINE 2 BLEED
FAULT
ENG 2 BLEED FAULT

ENG 2 BLEED FAULT
E FLOW IS RESTORED TO THE RIGHT SIDE.

LEED FAULT LIGHT EXTINGUISHES BECAUSE
ERHEAT CONDITION NO LONGER EXISTS.
CLR
PACK 2
FAULT
PACK 2
OFF
ENG 2 BLEED
OPEN
FAULT
START
OFF
GINE 2 BLEED
FAULT
STATUS INOP SYS
PACK ONLY IF WAI ON ENG 2 BLEED
L REVIEW THE STATUS AND INOP SYSTEMS.

LEAR STATUS?" PF: "CLEAR STATUS." STS CLR
EN WHAT IF YOU NEEDED THE WING ANTI-ICE?
WING ANTI ICE -- ON.
PACK 2
FAULT
X BLEED PACK 2
OFF
AUTO
ENG 2 BLEED
SHUT OPEN
FAULT
START
OFF
NE 2 BLEED FAULT
WING ANTI ICE
REQUIRED
ENG 2 BLEED FAULT WING A.ICE

K 2 ………………………...…..OFF
ENG 2 BLEED FAULT PROCEDURE

MATICALLY DISPLAYED.
M ECAM ACTION, PACK 2 -- OFF.
PACK 2
FAULT
X BLEED PACK 2
OFF
AUTO
ENG 2 BLEED
ENG 2 BLEED
SHUT OPEN
FAULT
START
OFF
NE 2 BLEED FAULT
WING ANTI ICE
REQUIRED
ENG 2 BLEED FAULT WING A.ICE
S SHUT OFF FROM THE SYSTEM.

OU WOULD CLEAR ECAM. CLR
PACK 2
FAULT
X BLEED PACK 2
OFF
AUTO
ENG 2 BLEED
SHUT OPEN
FAULT
START
OFF
NGINE 2 BLEED FAULT
FINISHED.
G ANTI ICE BEING USED.
STATUS INOP SYS
ENG 2 BLEED
PACK 2
FTER REVIEWING THE INOP SYSTEMS,

EAR STATUS?
EAR STATUS.
STS CLR
PACK 2
FAULT
X BLEED PACK 2
OFF
AUTO
ENG 2 BLEED
SHUT OPEN
FAULT
START
OFF
THIS IS NOT YOUR DAY.
NOW YOU GET A MASTER CAUTION
FOR A DETECTED WING LEAK.
CLICK EITHER TO EXTINGUISH
THE MASTER CAUTION LIGHTS
AND CONTINUE WITH THE ECAM ACTION.
HT WING LEAK
TER CAUTION LIGHTS ARE EXTINGUISHED.
R WING LEAK WING A.ICE

LEED ………………………….…SHUT
G A.ICE……………………………OFF
D ICING CONDITIONS
M ACTION LABEL AND ACTION IS FOR A DETECTED

ING BLEED LEAK.
M ECAM ACTION, XBLEED -- SHUT.
PACK 2
FAULT
X BLEED PACK 2
OFF
AUTO
ENG 2 BLEED
SHUT OPEN
FAULT
START
OFF
WING LEAK

G A.ICE……………………………OFF
D ICING CONDITIONS
LEED VALVE CLOSES.

YSTEM BLEED PRESSURE DROPS TO ZERO.
IND ANTI ICE IS NOT SUPPLIED; SYMBOLS ARE AMBER.
UE ECAM ACTION, WING ANTI ICE -- OFF.
PACK 2
FAULT
X BLEED PACK 2
OFF
AUTO
ENG 2 BLEED
SHUT OPEN
FAULT
START
OFF
WING LEAK

D ICING CONDITIONS
TI-ICE IS SWITCHED OFF --

NO GO TO RUN IT ON ONE WING.
AR ECAM?
EAR ECAM. CLR
PACK 2
FAULT
X BLEED PACK 2
OFF
AUTO
ENG 2 BLEED
SHUT OPEN
FAULT
START
OFF
WING LEAK
STATUS INOP SYS

D ICING CONDITIONS WING A.ICE
ENG 2 BLEED
PACK 2
REVIEW AND READ THE AVOID ICING CONDITIONS
ND INOP SYSTEMS.
R STATUS?
R STATUS. STS CLR
PACK 2
FAULT
X BLEED PACK 2
OFF
AUTO
ENG 2 BLEED
SHUT OPEN
FAULT
START
OFF
ENARIO FINISHES HERE.
THIS IS A NEW SITUATION.
CROSSBLEED FAILS TO OPEN.

CLICK EITHER TO EXTINGUISH
THE MASTER CAUTION LIGHTS
AND CONTINUE WITH THE ECAM ACTION.
OSS BLEED FAILS TO
EN
elect OPEN when:
. APU BLEED VALVE pb is ON or,
. Engine START or,
. WING ANTI ICE is ON.
STER CAUTION LIGHTS ARE EXTINGUISHED.
X BLEED FAULT APU BLEED

BLEED ………………..………MAN CTL
LY THE X BLEED OPENS.

LS THEN YOU GET THIS ECAM MESSAGE.
LEED INDICATOR REMAINS CROSS-LINE AND AMBER
CATE THE DISAGREEMENT.
M ECAM: XBLEED -- MAN CTL
X BLEED
AUTO
SHUT OPEN
Opening is inoperative and only one Bleed is available,

Anti Ice OFF and Avoid Icing Conditions.
BLEED FAILS TO OPEN,
APU BLEED
SS BLEED OPENED AND

DE PRESSURE & TEMPERATURE REFLECTS THE
PLYING THAT SIDE.
X BLEED
AUTO
SHUT OPEN
AILED THEN THE X BLEED INDICATOR REMAINED

INE AND AMBER TO INDICATE THE DISAGREEMENT.
Opening is inoperative and only one Bleed is available,

Anti Ice OFF and Avoid Icing Conditions.
END
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Micha
RED TRIANGLE PRODUCTIONS (registered

LEFT
(registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide
GLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral
Visual Oral Switch / Light Guide (trademark protected)
ee File, Properties] Visual Oral Switch / Light Guide (trademark protected)

TOC 2 3 4 5 6 7 8 CENTER OVERHEAD ECAM CONTROL PANEL SHIFT RIGHT
BEFORE ENGINE
START
BLEED PACK FLOW
NORM
LO HI
FAULT
C H PACK 1
C H OFF
15 º C RAM 16 º C
AIR
ENG 1 BLEED
LO LO HI FAULT
OFF
0 PSI GND PSI 0

ºC 16 THIS IS THE PANEL AS YOU WOU
15 ºC
PACK 1 AND PACK 2 OFF LIGHTS
APU
1 2 ENGINE NUMBERS ARE AMBER B
IP HP HP IP
BEFORE ENGINE
START
BLEED PACK FLOW
NORM
LO HI
FAULT
PACK 1
FAULT
C H PACK 1
C H OFF
15 º C RAM 16 º C
AIR
ENG 1 BLEED
LO LO HI FAULT
OFF
0 PSI GND PSI 0

ºC 16 BOTH PACK SWITCHES ARE AMBER
15 ºC
APU NO BLEED PRESSURE AVAILABLE.
1 2
THE CONTROL VALVE INDICATIONS
IP HP HP IP
TOP
APU BLEED SUPPLYING THE

AIRCRAFT
BLEED PACK FLOW
NORM
LO HI
FAULT
C H PACK 1
C H OFF
70 º C RAM 75 º C
AIR
ENG 1 BLEED
LO LO HI FAULT
OFF
35 PSI GND PSI 36

ºC 104 NOW THE APU BLEED WILL BE TURN
103 ºC
PACK FAULT LIGHTS EXTINGUISH A
APU
APU BLEED LIGHT ILLUMINATES.
1 2 PACK FLOW CONTROL VALVES ARE
HP MIXING UNIT IS CONNECTED.
BYPASS VALVE MODULATES.
SYMBOLOGY BECOMES IN-LINE.
NOW THE APU BLEED WILL BE TURN
PACK FAULT LIGHTS EXTINGUISH A
APU BLEED LIGHT ILLUMINATES.
PACK FLOW CONTROL VALVES ARE
IP HP HP IP
MIXING UNIT IS CONNECTED.
BYPASS VALVE MODULATES.
SYMBOLOGY BECOMES IN-LINE.
TOP
DURING ENGINE
START
BLEED PACK FLOW
NORM
LO HI
FAULT
C H PACK 1
C H OFF
15 º C RAM 16 º C
AIR
ENG 1 BLEED
LO LO HI FAULT
OFF
35 PSI GND PSI 36

103 ºC ºC 104 WHEN THE ENGINE START SEQUEN
APU THE PACK FLOW CONTROL VALVES
2 FLOW DECREASES TOWARD ZERO
1
IP HP HP IP THEY OPEN AGAIN ONCE THE ENG
TOP
AFTER ENGINE START, APU S
AIRCRAFT
BLEED PACK FLOW
NORM
LO HI
FAULT
C H PACK 1
C H OFF
73 º C RAM 80 º C
AIR
ENG 1 BLEED
LO LO HI FAULT
OFF
35 PSI GND PSI 36

ºC 104 FLOW IS HIGH WITH APU SUPPLYING
103 ºC THEY OPEN AGAIN ONCE THE ENGIN
APU
1 2 NOTICE THAT THE ENGINE BLEED V
IP HP HP IP
THIS IS BECAUSE THE APU BLEED H
THIS IS ALSO THE DEPICTION FOR A
TAKEOFF WHEN USING THE APU BL
TOP
AFTER ENGINE START, APU B

OFF
BLEED
BLEED PACK FLOW
NORM
LO HI
FAULT
C H PACK 1
C H OFF
73 º C RAM 80 º C
AIR
ENG 1 BLEED
LO LO HI FAULT
OFF
35 PSI GND PSI 36

ºC 104 APU BLEED -- OFF.
103 ºC
APU
ENGINES PROVIDE A HIGHER RATE
1 2 THE PACK FLOW IS REDUCED.
IP HP HP IP
BOTH ENGINE BLEED VALVES OPEN
BOTH HP AND IP VALVES ARE IN-LIN
TOP

ELEC
The pilot monitoring completes each quadrant before going on to the next one. - GREEN ENG 1 PUMP ………………OFF
G SYS LO PR
Y ENG 2 PUMP LO PR
until the next Underlined Item,
"ECAM Status Checked, no change." BOXED PRIMARY SYSTEM FAILURES CA
QUADRANT B INDICATED SYSTEM WITH
CLICK EITHER TO EXTINGUISH THE MASTER CAUTION LIGHTS AND CONTINUE TO DO SOME BLEED ECAM ACTIONS.
MASTER MASTER
WARN WARN
"CHIME"
MASTER MASTER
CAUT CAUT
TOP
MASTER MASTER
WARN WARN
PACK OVERHEAT
MASTER MASTER
CAUT CAUT
BLEED AIR PACK 1 OVHT
- PACK 1…………………….………OFF
WHEN PACK OVHT OUT:
- PACK 1…………………….…..……ON
30 º C 32 º C
PACK FLOW CONTROL VALVE HAS C
C H C H THIS IS AN AUTOMATIC RESPONSE O
247 º C RAM 80 º C NO FLOW GOES TO THE MIX UNIT --
AIR THE COMPRESSOR OUTLET TEMPE
LO LO HI THE AMBER VALVE IS IN DISAGREEM
PM: PERFORM ECAM ACTION: PAC
35 PSI GND PSI 36

103 ºC ºC 104 PACK 1
APU FAULT
PACK 1
1 2 OFF
IP HP HP IP
ENG 1 BLEED
FAULT
OFF
TOP
PACK OVERHEAT,
CONTINUED

WHEN PACK OVHT OUT:
- PACK 1…………………….…..……ON
12 º C 32 º C
12 º C 32 º C
NOW THAT THE SWITCH IS IN THE O
C H C H THE FLOW REMAINS AMBER BECAU
235 º C RAM 80 º C THE VALVE IS NO LONGER IN DISAG
AIR CHANGES TO GREEN.
LO LO HI THE FAULT LIGHT WILL REMAINS AM
CONDITION CONTINUES TO EXIST.
35 PSI GND PSI 36

APU FAULT
PACK 1
1 2 OFF
IP HP HP IP
ENG 1 BLEED
FAULT
OFF
TOP
PACK OVERHEAT,
CONTINUED

WHEN PACK OVHT OUT:
- PACK 1…………………….…..……ON
15 º C 32 º C
WHEN THE TEMPERATURE HAS COO
C H C H (THE FAULT LIGHT EXTINGUISHES),
229 º C RAM 75 º C ECAM WOULD BE PERFORMED.
AIR PM CAN PERFORM THE ECAM: PAC
LO HI HI
LO
35 PSI GND PSI 36

35 PSI GND PSI 36
APU FAULT
PACK 1
1 2 OFF
IP HP HP IP
ENG 1 BLEED
FAULT
OFF
TOP
PACK OVERHEAT, FINISHED
BLEED
20 º C 32 º C
THE VALVE TURNS IN-LINE.
C H C H FLOW IS RESTORED.
150 º C RAM 75 º C
AIR
LO HI LO HI
35 PSI GND PSI 36

APU FAULT
PACK 1
1 2 OFF
IP HP HP IP
IP HP HP IP
ENG 1 BLEED
FAULT
OFF
TOP
SHIFT RIGHT
BEFORE ENGINE
START

HI
FAULT
OFF

PACK 2
FAULT
OFF
AUTO
SHUT OPEN
FAULT FAULT FAULT
START GND HP START
OFF ON OFF
O N
HIS IS THE PANEL AS YOU WOULD FIRST SEE IT.

ACK 1 AND PACK 2 OFF LIGHTS ARE ILLUMINATED.
NGINE NUMBERS ARE AMBER BECAUSE THEY ARE LESS THAN IDLE.
FORE ENGINE
RT
COCKPIT FWD CABIN AFT CABIN
HOT AIR
FAULT
OFF

PACK 2
FAULT
PACK 1 PACK 2
FAULT
OFF
AUTO
SHUT OPEN
FAULT FAULT FAULT
START GND HP START
OFF ON OFF
O N
H PACK SWITCHES ARE AMBER BECAUSE THERE IS

LEED PRESSURE AVAILABLE.
CONTROL VALVE INDICATIONS ARE ALSO AMBER.
U BLEED SUPPLYING THE

CRAFT
HOT AIR
FAULT
OFF

PACK 2
FAULT
OFF
AUTO
SHUT OPEN
FAULT FAULT FAULT
START GND HP START
OFF ON OFF
O N
THE APU BLEED WILL BE TURNED ON.

K FAULT LIGHTS EXTINGUISH AND
BLEED LIGHT ILLUMINATES.
K FLOW CONTROL VALVES ARE OPEN.
NG UNIT IS CONNECTED.
ASS VALVE MODULATES.
BOLOGY BECOMES IN-LINE.
THE APU BLEED WILL BE TURNED ON.
K FAULT LIGHTS EXTINGUISH AND
BLEED LIGHT ILLUMINATES.
K FLOW CONTROL VALVES ARE OPEN.
NG UNIT IS CONNECTED.
ASS VALVE MODULATES.
BOLOGY BECOMES IN-LINE.
RING ENGINE
RT
HOT AIR
FAULT
OFF

PACK 2
FAULT
OFF
AUTO
SHUT OPEN
FAULT FAULT FAULT
START GND HP START
OFF ON OFF
O N
EN THE ENGINE START SEQUENCE BEGINS,

PACK FLOW CONTROL VALVES CLOSE.
W DECREASES TOWARD ZERO.
Y OPEN AGAIN ONCE THE ENGINES ARE STARTED.

TER ENGINE START, APU STILL SUPPLYING THE
CRAFT
HOT AIR
FAULT
OFF

PACK 2
FAULT
OFF
AUTO
SHUT OPEN
FAULT FAULT FAULT
START GND HP START
OFF ON OFF
O N
W IS HIGH WITH APU SUPPLYING.

Y OPEN AGAIN ONCE THE ENGINES ARE STARTED.
CE THAT THE ENGINE BLEED VALVES ARE CLOSED.

IS BECAUSE THE APU BLEED HAS PRIORITY OVER THEM.
IS ALSO THE DEPICTION FOR A PACK BLEED OFF/APU BLEED ON
EOFF WHEN USING THE APU BLEED -- NO PERFORMANCE LOSS.
TER ENGINE START, APU BLEED --

F
HOT AIR
FAULT
OFF

PACK 2
FAULT
OFF
AUTO
SHUT OPEN
FAULT FAULT FAULT
START GND HP START
OFF ON OFF
O N
BLEED -- OFF.
NES PROVIDE A HIGHER RATE OF FLOW SO

PACK FLOW IS REDUCED.
H ENGINE BLEED VALVES OPEN AND

H HP AND IP VALVES ARE IN-LINE.
NAV HYDRAULICS USED

F/CTL
AUTO FLT
ONLY FOR EXAMPLE.
………………….……….OFF
1 PUMP ………………OFF F/CTL
CAB PRESS
HYD
FUEL
D
STATUS
INOP SYS
D
STATUS
INOP SYS
GALLEY
RIMARY SYSTEM FAILURES CAUSE THE

NT B INDICATED SYSTEM WITH A STAR.
D ECAM ACTIONS.
PACK OVERHEAT
MASTER CAUTION LIGHTS ARE EXTINGUISHED.

PACK 1 OVHT
- PACK 1…………………….………OFF
WHEN PACK OVHT OUT:
- PACK 1…………………….…..……ON
K FLOW CONTROL VALVE HAS CLOSED.

IS AN AUTOMATIC RESPONSE OF THE AIRCRAFT.
LOW GOES TO THE MIX UNIT -- THAT LINE IS ALSO AMBER.
COMPRESSOR OUTLET TEMPERATURE IS HIGH (> 230º C)
AMBER VALVE IS IN DISAGREEMENT WITH THE SWITCH POSITION.
PERFORM ECAM ACTION: PACK 1 -- OFF
PACK 1
ENG 1 BLEED
FAULT
OFF
CK OVERHEAT,
NTINUED
PACK 1 OVHT
WHEN PACK OVHT OUT:
- PACK 1…………………….…..……ON
THAT THE SWITCH IS IN THE OFF POSITION,
FLOW REMAINS AMBER BECAUSE THIS IS STILL ABNORMAL.
VALVE IS NO LONGER IN DISAGREEMENT AND THEREFORE
NGES TO GREEN.
FAULT LIGHT WILL REMAINS AMBER AS LONG AS THE ABNORMAL
DITION CONTINUES TO EXIST.
PACK 1
ENG 1 BLEED
FAULT
NEXT
OFF
CK OVERHEAT,
NTINUED
PACK 1 OVHT
WHEN PACK OVHT OUT:
- PACK 1…………………….…..……ON
N THE TEMPERATURE HAS COOLED, (< 230º C),

FAULT LIGHT EXTINGUISHES), THE REST OF THE
M WOULD BE PERFORMED.
CAN PERFORM THE ECAM: PACK 1 -- ON
PACK 1
ENG 1 BLEED
FAULT
OFF
OVERHEAT, FINISHED
VALVE TURNS IN-LINE.

W IS RESTORED.
PACK 1
ENG 1 BLEED
FAULT
OFF
END.

LEFT
TOC 2 3 4 ECAM CONTROL PANEL LOWER OVERHEAD
SOME NORMAL CABIN ALTITUD

CAB PRESS LDG ELEV AUTO 300 FT
CABIN PRESSURE
MAN V/S CTL
P PSI V/S FT MN CAB ALT FT
UP
8 2 UP DN
10
0 0
0
0.5 2 DN
0
150 ON THE GROUND,
AUTOMATIC OPERATION
SYSTEM ONE IS COMMANDING
SAFETY
SYS 1
VENT
INLET EXTRACT
PACK 1 PACK 2
EXCESSIVE CABIN A
NOT displayed when in MAN CABIN PRESSURE
CAB PRESS LDG ELEV FT
MAN V/S CTL
UP
DN
8 2 UP
10
0 1000
0
0
1.0 2 DN 9550
SAFETY On takeoff the outflow valve is sligh

MAN
the climb IS DONE ACCORDING T
DESCENT PRESSURIZATION IS A
FOR PASSENGER COMFORT.
AFTER TOUCHDOWN THE OUTF

On takeoff the outflow valve is sligh
the climb IS DONE ACCORDING T

DESCENT PRESSURIZATION IS A
VENT FOR PASSENGER COMFORT.
INLET EXTRACT
AFTER TOUCHDOWN THE OUTF
PACK 1 PACK 2
TOP
LDG ELEV AUTO 500 FT EXCESSIVE CABIN RATE

CAB PRESS
8 2 UP
10
0 2000
0
0
9.0 2 DN 9550
PRESSURE IS LOST THROUGH
SAFETY THE OPEN VALVES ON THE PLANE
SYS 1 SYS 2
VENT
INLET EXTRACT
PACK 1 PACK 2
TOP
VALVE POSITION TABLE.
INLET EXTRACT
X X
TOP
SOME NORMAL CABIN ALTITUDE INDICATIONS
AUTO
MODE SEL DITCHING
-2
FAULT A 0
UP
U
T 14 2
MAN O
O N
DN 12 4
10 6
8
ON THE GROUND,
UTOMATIC OPERATION
YSTEM ONE IS COMMANDING
EXCESSIVE CABIN ALTITUDE

AUTO
MODE SEL DITCHING
-2
0
UP FAULT A
U 2
T 14
MAN O
O N
DN 12 4
10 6
8
On takeoff the outflow valve is slightly closed to prevent a pressure bump.
he climb IS DONE ACCORDING TO A FIXED LAW SCHEDULING.

DESCENT PRESSURIZATION IS AUTOMATIC AND LIMITED TO 750 FPM
AFTER TOUCHDOWN THE OUTFLOW VALVE WILL FULLY OPEN .

On takeoff the outflow valve is slightly closed to prevent a pressure bump.
he climb IS DONE ACCORDING TO A FIXED LAW SCHEDULING.

DESCENT PRESSURIZATION IS AUTOMATIC AND LIMITED TO 750 FPM
AFTER TOUCHDOWN THE OUTFLOW VALVE WILL FULLY OPEN .
CESSIVE CABIN RATE
ESSURE IS LOST THROUGH

E OPEN VALVES ON THE PLANE.
LVE POSITION TABLE.

© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle Produc

TOC 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 ELECTRICAL SCHEMATICS ECAM CONTROL PANEL
EXTERNAL POWER IS CONNE

APU IS OPERATING, NOT
BAT 1 BAT 2
ELEC 28 V DC BAT 28 V
CONNECTED.
0 A 0 A
DC 1 DC 2 GENERATOR IS OFF.
DC ESS
TR 1 TR 2
EMER GEN
28 V ESS TR 28 V
29 A 29 A
AC 1 AC ESS AC 2
APU MASTER SWITCH IS OFF
REGARDLESS OF
APU GEN SWITCH.
GEN 1 GEN 2
APU GEN EXT PWR
0 % 0 %
0 V 0 % 122 V 0 V
XX HZ 116 V 400 HZ XX HZ
400 HZ
1 2 APU MASTER SWITCH IS ON
IDG ºC 17 17 ºC IDG
LO PR LO PR AND THE APU GEN PB IS OFF.
EXTERNAL POWER IS CONNE

ELEC BAT 1
V DC BAT BAT 2
28
A OFF BATTERY ONE IS DISCHARGI
4
NORMALLY
DC 1 DC 2
DC ESS
BATTERY TWO IS OFF
TR 1 TR 2
ESS TR EMER GEN
28 V 28 V
29 A 29 A
AC 1 AC ESS AC 2
AC 1 AC ESS AC 2
GEN 1 GEN 2
APU GEN EXT PWR
0 % 0 %
0 V 115 V 0 V
XX HZ 400 HZ XX HZ
IDG 1 ºC 17 17 ºC IDG 2
LO PR LO PR
TOP
BAT 1 BAT 2 EXTERNAL POWER IS CONNE

4 A 6 A BATTERY ONE IS DISCHARGI
BATTERY TWO IS DISCHARGI

DC 1 DC 2
DC ESS
ABNORMALLY
TR 1 TR 2
ESS TR EMER GEN
28 V 28 V
29 A 29 A
AC 1 AC ESS AC 2
GEN 1 GEN 2
APU GEN
0 % EXT PWR 0 %
0 V 115 V 0 V
XX HZ 400 HZ XX HZ
LO PR LO PR
TOP
BAT 1 BAT 2
APU GENERATOR ONLY.
ELEC 28 V DC BAT
28 V EXTERNAL POWER IS AVAILA
0 A 0 A
THIS IS PRIOR TO ENGINE STA
DC 1 DC 2
DC ESS
TR 1 TR 2
ESS TR EMER GEN
28 V 28 V
29 A 29 A
AC 1 AC ESS AC 2
GEN 1 GEN 2
APU GEN EXT PWR
0 % 32 % 122 V 0 % APU ECAM
0 V 0 V
116 V 400 HZ
XX HZ XX HZ
400 HZ
LO PR LO PR
TOP
APU GENERATOR and ENGINE

ELEC BAT 1
DC BAT
BAT
28
2
GENERATOR.
28 V V
0 A 0 A AIRCRAFT ON THE GROUND.
APU GENERATOR and ENGINE
GENERATOR.
28 V DC BAT 28 V
0 A 0 A AIRCRAFT ON THE GROUND.
DC 1 DC 2
DC ESS
TR 1 TR 2
ESS TR EMER GEN
28 V 28 V
33 A 34 A
AC 1 AC ESS AC 2
GEN 1 GEN 2
APU GEN
52 % 0 %
116 V 26 % V
0
400 HZ 115 V HZ
XX
400 HZ
LO PR
21 RISE
TOP
ENGINE 1 GENERATOR
ELEC BAT
28
1
DC BAT
BAT
28
2
OPERATING.
V V ENGINE 2 GENERATOR
0 A 0 A OPERATING.
DC 1 DC 2 APU GENERATOR IS OFF.

DC ESS
AIRCRAFT ON THE GROUND.
TR 1 TR 2
ESS TR EMER GEN
28 V 28 V
33 A 34 A
AC 1 AC ESS AC 2
GEN 1 APU GEN GEN 2

52 % 39 %
OFF
116 V 116 V
400 HZ 400 HZ
GEN 1 APU GEN GEN 2
52 % 39 %
OFF
116 V 116 V
400 HZ 400 HZ

21 RISE RISE 21
TOP
ENGINE 1 GENERATOR FAILU

ELEC BAT
28
1
V DC BAT
BAT
28
2
V
NOTE: IDG DISCONNECT IN
AMBER
0 A 0 A
APU GENERATOR IS OFF.
DC 1 DC 2
DC ESS AIRCRAFT IN FLIGHT.

TR 1 TR 2
ESS TR EMER GEN
28 V 28 V
33 A 20 A
AC 1 AC ESS AC 2
GEN 1 GEN 2
APU GEN
0 % 52 %
0 V OFF 116 V
0 HZ 400 HZ

DISC
21 RISE RISE 21
TOP
BAT BAT
TR 1 FAILURE,
1 2
ELEC 28 V DC BAT
28 V DC BUS 1 POWERED via DC B
0 A 0 A 2
and DC BAT BUS,
DC 1 DC 2
DC ESS DC ESS by AC ESS via ESS TR
TR 1 TR 2 AIRCRAFT IN FLIGHT.
ESS TR EMER GEN
32 V 28 V
A 28 V 34 A
0
130 A
AC 1 AC ESS AC 2
GEN 1 GEN 2
APU GEN
52 % 35 %
116 V 116 V
400 HZ 400 HZ
21 RISE RISE 21
TOP
TR 1 FAILURE and TR 2 FAILU

ELEC BAT
28
1
DC BAT
BAT
28
2
V V DC ESS BUS POWERED
0 A 0 A THROUGH
THE ESSENTIAL TR.
DC 1 DC 2

TR 1 FAILURE and TR 2 FAILU
DC ESS BUS POWERED

THROUGH
THE ESSENTIAL TR.
TR 1 TR 2
ESS TR EMER GEN
32 V 32 V
A 28 V A
0 0
130 A
AC 1 AC ESS AC 2
GEN 1 GEN 2
34 % APU GEN 25 %
116 V 116 V
400 HZ 400 HZ

21 RISE RISE 21
TOP
!
STATIC INVERTER OPERATIO
ELEC BAT 1
DC BAT
BAT 2
Caused by:
20 V 28 V
A) Initial 8 seconds for RAT to deploy.
22 A 22 A
B) flying less than 140 IAS for RAT effe
C) failure of the EMER GEN to function
DC 1 DC 2
DC ESS NOTE: The BATTERIES are DISCHAR

they are supplying the:
TR 1 SHED TR 1 1. DC ESS and
XX V ESS TR EMER GEN XX V 2. AC ESS BUSES through th
0 A 0 A
It is unclear whether the STATIC INVER
data usually does in this situation. Som
AC 1 AC ESS AC 2 Maintenance Test.
SHED
Both SHED ESS BUSES are automatic
GEN 1 APU GEN STAT INV GEN 2
The APU START is inhibited at this time
GALLEY
0 % SHED
XX % 115 V 0 %
0 V XX V 400 HZ 0 V Once on the ground the DC BAT BUS (
0 HZ XX HZ 0 HZ BATTERIES.
ºC 40 42 ºC 2 Below 50 kts the AC ESS BUS will disc

The APU START is inhibited at this time
Once on the ground the DC BAT BUS (

BATTERIES.
IDG 1 ºC 40 21 RISE RISE 21 42 ºC IDG 2 Below 50 kts the AC ESS BUS will disc
TOP
BAT 1 BAT 2
0 A 0 A IDG 1 OIL PRESSURE IS LOW.
DC 1 DC 2
AIRCRAFT IN FLIGHT.
DC ESS
TR 1 TR 2
ESS TR EMER GEN
28 V 28 V
33 A 34 A
AC 1 AC ESS AC 2
!
IDG 1
GEN 1
GEN 1 GEN 2
FAU LT
APU GEN FAULT
52 % 39 %
OFF
116 V 116 V
400 HZ 400 HZ
IDG
1 ºC 114 116 ºC IDG 2
LO PR
21 RISE RISE 21
TOP
AC BUS 1 FAILURE -- before AC ESS FEED Switch is
selected
Further down, the first of several
ECAM Action sequences will explore
ELEC BAT
28
1
DC BAT
BAT
28
2
the AC BUS 1 Failure checklist and
V V ECAM displays..
0 A 0 A
DC 1 DC 2
DC ESS
TR 1 SHED TR 2
ESS TR EMER GEN
XX V 28 V
0 A 34 A
AC 1 AC ESS AC 2
SHED
GEN 1 APU GEN GEN 2
0 % 39 %
116 V 116 V
400 HZ 400 HZ

21 RISE RISE 21
TOP
HOW TO DO ECAM ACTIONS -- HYDRAULIC USED FOR DISPLAY PURPOSES ONLY.

An ECAM is accompanied by a:
1. Chime, and may have a: A
2a. Master Warning or
ELEC EMER CONFIG
2b. Master Caution as well. If so, press to extinguish it.
HYD G RSVR OVHT
The entire ECAM will take place in four quadrants of the E/WD [A, B, C, D].
The pilot monitoring completes each quadrant before going on to the next one. - PTU…………………………….……….OFF
- GREEN ENG 1 PUMP ………………OFF
work down through any Boxed [PRIMARY SYSTEM FAILURE] Item G SYS LO PR
After each you say, "Clear ECAM?" and the pilot flying responds, "Clear ECAM." HYD Y RSVR LO LVL
Y ENG 2 PUMP LO PR
Quadrant B item, in order: non-starred and starred lines. Then,
The pilot monitoring completes each quadrant before going on to the next one.

After each you say, "Clear ECAM?" and the pilot flying responds, "Clear ECAM." HYD Y RSVR LO LVL
Y ENG 2 PUMP LO PR
Quadrant D will list all of the Inoperative Systems. Read them all off.... C
"ECAM Status Checked, no change."
BOXED PRIMARY SYSTEM FAILURES CAU
QUADRANT B INDICATED SYSTEM WITH A
CLICK EITHER TO EXTINGUISH THE MASTER CAUTION LIGHTS AND CONTINUE TO DO SOME ELECTRICAL ECAM ACTIONS.
MASTER MASTER
WARN WARN
"CHIME"
MASTER MASTER
CAUT CAUT
TOP
MASTER MASTER
WARN WARN
AC BUS 1 FAILUR
Captain's PFD, ND
MASTER MASTER
AUTOPILOT Disco
CAUT CAUT
MASTER CAUTION L
ELEC BAT
28
1
DC BAT
BAT
28
2
V V AUTO FLT A/P OFF
0 A 0 A
ELEC AC ESS BUS FAULT
DC 1 DC 2
DC ESS - AC ESS FEED ………………………
SHED AC BUS 1 FAULT

TR 1 TR 2
ESS TR EMER GEN
XX V 28 V
- BLOWER …………………………....
0 A 34 A DC ESS BUS FAULT
AC 1 AC ESS AC 2
SHED
GEN 1 GEN 2 To perform the first ECAM ACTION;
APU GEN
0 % 39 % PF: "ECAM Action, I have the aircraft, p
115 V 116 V PM: "AUTO FLIGHT, AUTOPILOT OFF.
400 HZ 400 HZ PF: "Clear ECAM."
IDG 1 ºC 114 21 RISE RISE 21 116 ºC IDG 2

CLR
TOP
AC BUS 1 FAILURE,
CONTINUED AC ESS BUS FAULT Light is illum
BAT 1 BAT 2
ELEC 28 V DC BAT 28 V ELEC AC ESS BUS FAULT
0 A 0 A
- AC ESS FEED ………………………
DC 1 DC 2
DC ESS AC BUS 1 FAULT
SHED - BLOWER …………………………

TR 1 TR 2
ESS TR
XX V 28 V
DC ESS BUS FAULT
0 A 34 A
AC 1 AC ESS PM: "ELECTRICAL, AC ESSENTIAL BU

AC 2
AC ESSENTIAL FEED, ALTERN
SHED < action, > " ALTERNATE."
GEN 1 GEN 2 CLICK on the AC ESS FEED pb to selec
APU GEN
52 % 39 %
116 V 116 V
400 HZ 400 HZ
IDG 1 ºC 110 113 ºC IDG 2 AC ESS BUS

21 RISE RISE 21
BUS TIE
TOP
AC BUS 1 FAILURE,
CONTINUED
BAT 1 BAT 2
0 A 0 A ELEC AC BUS 1 FAULT
DC 1 DC 2 - BLOWER …………………………....O
DC ESS
DC ESS BUS FAULT
TR 1 TR
ESS TR EMER GEN 2
XX V
28 V 28 V
0 A
11 A 34 A
AC ESS BUS ALTN L
AC 1 AC ESS AC 2 The AC ESS BUS now powers the E
-- which powers the DC ESS BUS.
APU GEN
GEN 1 GEN 2
52 % 39 %
116 V 116 V
400 HZ 400 HZ
ºC 114 113 ºC 2
IDG 1 IDG AC ESS BUS
21 RISE RISE 21
BUS TIE
NEXT
TOP
AC BUS 1 FAILURE,
CONTINUED
ELEC BAT
28 V
1
DC BAT
BAT
28 V
2
0 A 0 A ELEC AC ESS BUS FAULT
AC BUS 1 FAULT
DC 1 DC 2
DC ESS - BLOWER …………………………
TR 1 TR
ESS TR EMER GEN 2 DC ESS BUS FAULT
XX V
28 V 28 V
0 A
11 A 34 A
To perform the ECAM ACTION;

AC 1 AC ESS AC 2
CLICK on the BLOWER pb.
APU GEN
GEN 1 GEN 2
52 % 39 % VENTILATION
116 V 116 V
BLOWER EXTRACT
400 HZ 400 HZ A
FAULT U FAULT
T
ºC 113 110 ºC 2 O
IDG 1 IDG OVRD OVRD
21 RISE RISE 21
TOP
AC BUS 1 FAILURE,
FINISHED
BAT 1 BAT 2
0 A 0 A ELEC AC ESS BUS FAULT
AC BUS 1 FAULT
AC BUS 1 FAULT
DC 1 DC 2
DC ESS
DC ESS BUS FAULT
TR 1 TR
ESS TR EMER GEN 2
XX V
28 V 28 V
0 A
11 A 34 A VENTILATION
AC 1 AC ESS AC 2 BLOWER EXTRACT

A
FAULT U FAULT
T
O
OVRD OVRD
APU GEN
GEN 1 GEN 2
52 % 39 % Now that Quadrant A is complete, do
116 V 116 V Quadrant B item, in order: non-starred a
400 HZ 400 HZ Quadrant C will list affected System(s), e
Finally,
ºC 113 110 ºC 2
IDG 1 IDG Quadrant D will list all of the Inoperative
21 RISE RISE 21 When done PM says, "Clear Status?" an
the PF responds, "Clear Status."
This scenario is done. To do another, co

CLICK EITHER TO EXTINGUISH THE MASTER CAUTION LIGHTS AND CONTINUE TO DO SOME ELECTRICAL ECAM ACTIONS.
MASTER MASTER
WARN WARN
"CHIME"
MASTER MASTER
CAUT CAUT
TOP
MASTER MASTER
WARN WARN GENERATOR

OVERLOAD.
MASTER CAUTION
MASTER MASTER
CAUT CAUT This situation, GEN

OVERLOAD,
calls for the desele
BAT 1 BAT 2
ELEC 28 V DC BAT 28 V ELEC GEN 2 OVERLOAD
0 A 0 A - GALLEY…...………….…….………
DC 1 DC 2
DC ESS To perform the ECAM ACTION;
PF: "ECAM Action, I have the aircraft,
TR 1 TR 2 ECAM."
ESS TR EMER GEN
28 V 28 V
33 34 PM: "ELECTRICAL, GENERATOR 2 O
A A
GALLEY -- OFF."
AC 1 AC ESS AC 2
Perform the ECAM Action.
GEN 1 GEN 2
APU GEN
52 % 109 %
116 V
116 V
400 HZ
400 HZ

21 RISE RISE 21
TOP
GENERATOR OVERLOAD,
CONTINUED.
DC BUS 1
BAT 1 BAT 2
ELEC 28 V DC BAT 28 V GALLEY
0 A 0 A FAULT
A
U
AC BUS 1
T
O
OFF
DC 1 DC 2
IDG 1 GEN 1
DC ESS
TR 1 TR 2 NOTE: The GALLEY OFF Light

28 V
ESS TR EMER GEN 28 V is now illuminated.
33 A 34 A NOTE:
1. The Galley Shed message
AC 1 AC ESS AC 2 2. GENERATOR 2 has return
indications.
GEN 1 GEN 2
APU GEN
52 % GALLEY 39 %
SHED
116 V 116 V
400 HZ 400 HZ After performing the ECAM
Action:
IDG 1 ºC 114 116 ºC IDG 2 PM: "Clear ECAM?"

21 RISE RISE 21
PF: "Clear ECAM."
TOP
GENERATOR OVERLOAD,
CONTINUED.
ELEC BAT 1
28 V
DC BAT
BAT 2
28 V
0 A 0 A
DC 1 DC 2
DC ESS PM: "STATUS; INOPERATIVE SYSTEM
TR 1 TR 2
28 V ESS TR EMER GEN 28 V
50 A 20 A
AC 1 AC ESS AC 2
GEN 1 GEN 2 Then, after reading the STATUS Page,

APU GEN
52 % GALLEY 29 % PM: "Clear Status?"
116 V SHED 116 V PF: "Clear Status."
400 HZ 400 HZ

21 RISE RISE 21 This scenario is finished, CLICK on N
EMERGENCY GENERATOR (RAT) O
DUAL GENERATOR FAILURE situati
TOP
MASTER WARNING
MASTER WARNING
RAT Deployment can be CAUSE
MASTER MASTER
WARN WARN
A) Multiple failures of electri
"DING, DING, DING, DING" sources,
Loss of AC BUS 1 and AC
MASTER MASTER
B) Manual Selection
CAUT CAUT
CLICK on either Master Warnin

TEST RAT & MAN ON
GEN 1 LINE EMER GEN extinguish it and to continue
SMOKE
scenario.
FAULT A
OFF
U
T
O
If automatic RAT Deployment
fails,
it can be MANUALLY Deployed
TOP
MASTER CAUTION LIGHT

MASTER MASTER
WARN WARN DUAL ENGINE GENERATO

IMMINENT EMERGENCY G
MASTER MASTER
BATTERIES are DISCHARG
CAUT CAUT
There is some MOMENTARY
BAT 1 BAT 2
ELEC 28 V DC BAT 28 V ND
OK
22 A 22 A INOP
DC 1 DC 2
DC ESS
SHED READ ME
TR 1 TR 2
ESS TR EMER GEN
XX V XX V NOTE:
0 A 0 A 1. BATTERIES ARE POWERING THE A
2. BATTERIES POWER THE DC ESSE
3. BATTERIES POWER STATIC INVER
NOTE:
1. BATTERIES ARE POWERING THE A
2. BATTERIES POWER THE DC ESSE
AC 1 AC ESS AC 2 3. BATTERIES POWER STATIC INVER
SHED The RAT & EMER GEN FA
on
GEN 1 APU GEN GEN 2
STAT INV during the 8 seconds when
0 % GALLEY 0 %
SHED XX % 115 V while the EMER GENERAT
0 V XX V 0 V Initially, CAPT ND, SD, and
400 HZ
0 HZ XX HZ 0 HZ When EMER GEN comes o
21 RISE RISE 21
TOP NEXT
DUAL ENGINE GENERATOR FAILURE, BATTERY POWER, IMMINENT RAT DEPLOYMENT,

continued.
ELEC BAT 1
DC BAT
BAT 2 This is one of the few times that the BU
20 V 28 V The ECAM action MAY call for isolating
22 A 22 A one
of the two systems has brought both
DC 1 DC 2 After isolating you may be directed to r
you can bring one back on line.
DC ESS
TR 1 SHED TR 1
AC BUS 1
XX V ESS TR EMER GEN XX V
0 A 0 A
AC 1 AC ESS AC 2 APU GEN

GEN 1
SHED FAULT FAULT
OFF OFF

GALLEY
0 % SHED XX % 115 V 0 %
0 V XX V 400 HZ 0 V IT IS UNCLEAR WHETHER THE ST
0 HZ XX HZ 0 HZ AS DEPICTED. Some sources indic
it.
1 ºC 40 21 RISE RISE 21 42 ºC 2
IT IS UNCLEAR WHETHER THE ST
AS DEPICTED. Some sources indic
it.
IDG 1 ºC 40 21 RISE RISE 21 42 ºC IDG 2
TOP NEXT
DUAL ENGINE GENERATOR FAILURE, EMERGENCY GENERATOR OPERATION, Both SHED ESS Buses a
continued. SHED.
The APU START is INHIB
PF: "ECAM Action, I hav
ELEC BAT 1
DC BAT
BAT 2
ECAM.
20 V 28 V
22 A 22 A
AUTO FLT A/P OFF
DC 1 DC 2
ELEC EMER CONFIG
DC ESS
TR 1 SHED TR 1 - MIN RAT SPEED ……………………14

- GEN 1+2…………...………OFF THEN
XX V ESS TR EMER GEN XX V
0 A 0 A IF UNSUCCESSFUL:
- BUS TIE …………….……………………

AC 1 AC ESS AC 2 - GEN 1+2…………...………OFF THEN
SHED

GALLEY
0 % SHED XX % 115 V 0 %
0 V XX V 400 HZ 0 V
0 HZ XX HZ 0 HZ
PM: "AUTOFLIGHT, AUTOPILOT - OF
IDG 1 ºC 40 21 RISE RISE 21 42 ºC IDG 2 "CLEAR ECAM?"
PF: "CLEAR ECAM."
TOP
DUAL ENGINE GENERATOR FAILURE, RAT DEPLOYED, POWERING,
continued. BY THIS TIME, 8 SECONDS HAVE PAS
BATTERIES ARE NO LONGER DISCHA
ELEC BAT
20
1
V DC BAT
BAT
28 V
2
0 A 0 A
ELEC EMER CONFIG
DC 1 DC 2
- MIN RAT SPEED ……………………14
DC ESS - GEN 1+2…………...………OFF THEN
TR 1 TR 1
ESS TR EMER GEN IF UNSUCCESSFUL:
XX V XX V
0 A 28 V 28 V 0 A
11 A 400 HZ - BUS TIE …………….……………………
- GEN 1+2…………...………OFF THEN
AC ESS - ENG MODE …………...SEL……………
AC 1 AC 2
GEN 1 APU GEN GEN 2

APU GEN STATIC INVERTER
0 % GALLEY 0 %
SHED XX % IS UNPOWERED.
0 V 0 V
0 HZ XX V 0 HZ
XX HZ PM: "ELECTRICAL, EMERGENCY CO
ºC 40 42 ºC "MINIMUM RAT SPEED IS 140
IDG 1 IDG 2
21 RISE RISE 21
NEXT
TOP
continued.
ELEC BAT
20
1
V DC BAT
BAT
28 V
2 ELEC EMER CONFIG

0 A 0 A - GEN 1 + 2………..………OFF THEN O
DC 1 DC 2
IF UNSUCCESSFUL:
DC ESS
TR 1 TR 1 - BUS TIE …………….……………………

- GEN 1 + 2……...………OFF THEN ON
ESS TR EMER GEN
XX V XX V - ENG MODE …………...SEL……………
0 A 28 V 28 V 0 A
11 A 400 HZ
AC 1 AC ESS AC 2
PM: "GENERATOR 1 and
GEN 1
FAULT
GEN 1 APU GEN GEN 2
APU GEN OFF
GALLEY 0 %
OFF SHED XX % 0 V
XX V 0 HZ
XX HZ GEN 1
ºC 40 42 ºC
IDG 1 IDG 2 FAULT
21 RISE RISE 21 OFF
THIS IS THE DISPLAY WHEN A GENERATOR IS OFF. NEXT

TOP
continued.
BAT 1 BAT 2 ELEC EMER CONFIG

ELEC 20 V DC BAT
28 V
0 A 0 A
IF UNSUCCESSFUL:
DC 1 DC 2
- BUS TIE ………….…..…………………
DC ESS
- GEN 1 + 2………....………OFF THEN
- ENG MODE SEL…………………..……
TR 1 TR 1
- VHF1/HF/ATC1………………..……….
ESS TR EMER GEN
XX V XX V
0 A 28 V 28 V 0 A
11 A 400 HZ
AC 1 AC ESS AC 2 AS MENTIONED BEFORE, YOU MAY

DIRECTED TO UTILIZE THE BUS TIE
SWITCH TO ISOLATE THE SOURCES
GEN 1 APU GEN GEN 2
APU GEN
0 % GALLEY 0 % PM: "BUS TIE, OFF."
0 V SHED XX % 0 V
XX V IN ACCORDANCE WITH THE ECAM B
0 HZ 0 HZ AGAIN ATTEMPT TO RESET THE GEN
XX HZ
ºC 40 42 ºC PM: "GENERATOR 1 and 2
IDG 1 IDG 2
21 RISE RISE 21 GEN 1
FAULT
OFF
GEN 1
FAULT
NEXT OFF
TOP
continued.
AFTER COMPLETING THE REST
ELEC BAT
20
1
V DC BAT
BAT
28 V
2
PM: "CLEAR ECAM?"
PF: "CLEAR ECAM."
0 A 0 A
THE ELEC ECAM LIST DISAPPEA
DC 1 DC 2
DC ESS
THE NAV ECAM LIST WILL APPE
TR 1 TR 1
ESS TR EMER GEN
XX V XX V
0 A 0 A ELEC EMER CONFIG
28 V 28 V
11 A 400 HZ
AC 1 AC ESS AC 2 - ENG MODE SEL…………………..……I
- VHF1/HF/ATC1………………..……….U
APPR NAVAID………………...…ON RMP
- IR 2+3 (IF IR1 OK)……………………...
GEN 1 APU GEN GEN 2 FUEL GRAVITY FEED
APU GEN
0 % GALLEY 0 %
0 V SHED XX % 0 V
0 HZ XX V 0 HZ
XX HZ PNF: PERFORM ALL OF THE ITEM
ºC 40 42 ºC ONCE AUTO FLT IS COMPLETELY
IDG 1 IDG 2
21 RISE RISE 21 SELECT THE CABIN PRESSURE E
THIS IS FOLLOWED BY THE HYDR
NEXT
TOP
ELECTRICAL SCHEMATIC DUAL ENGINE GENERATOR FAILURE, RAT DEPLOYED, POWERING.
DUAL ENGINE GENERATOR FAILURE, RAT DEPLOYED, POWERING, ONCE ALL OF THE ECAM ACTIONS A
continued. THE PNF WILL READ, AND BOTH PILO
STATUS PAGE AND THEN THE INOPE
ELEC BAT
20
1
V DC BAT
BAT
28 V
2
THEN,
0 A 0 A PM: "CLEAR STATUS?"
PF: "CLEAR STATUS."
DC 1 DC 2
WHEN SLATS ARE EXTENDED, THE S
DC ESS
TR 1 SHED TR 1 On older technology aircraft, when the G

XX V ESS TR EMER GEN
XX V line.
0 A 0 A This is depicted here only for information
28 V 28 V
11 A 400 HZ
AC 1 AC ESS AC 2
SHED
GEN 1 APU GEN GEN 2

APU GEN
0 % GALLEY 0 %
0 V SHED XX % 0 V
0 HZ XX V 0 HZ
XX HZ
ºC 40 42 ºC
IDG 1 IDG 2
21 RISE RISE 21
THIS SCENARIO IS FINISHED
NEXT
TOP
SMOKE CONFIGURATION, ELECTRICAL SCHEMATIC
SMOKE CONFIGURATION, RAT DEPLOYED, POWERING, Part of the Smoke Configuration is GEN
continued. This will cause:
1. GEN 1 Line Contactor OPENS (GEN
BAT 1 BAT 2
ELEC 20 V DC BAT
28 V
Tank.
2. GEN 2 will power, through the BUS T
5 A 5 A a) AC BUS 1
b) AC BUS 2
DC 1 DC 2 Electrical loads are reduced by about 75
All remaining equipment, except that su
DC ESS
through the Circuit Breakers on the Ove
TR 1 TR 1 TEST GEN 1 LINE RAT & EMER GEN
ESS TR EMER GEN

XX V XX V SMOKE
0 A 28 V 28 V 0 A
OFF
11 A 400 HZ
AC 1 AC ESS AC 2
GEN 1 APU GEN GEN 2

APU GEN
0 % GALLEY 0 %
0 V SHED XX % 0 V
0 HZ XX V 0 HZ
XX HZ
ºC 40 42 ºC
IDG 1 IDG 2
21 RISE RISE 21
TOP
CENTER OVERHEAD
APU ECAMS
RNAL POWER IS CONNECTED LOWER OVERHEAD

S OPERATING, NOT
ECTED.
ATOR IS OFF. GEN 2
OFF
ASTER SWITCH IS OFF APU GEN

REGARDLESS OF
APU GEN SWITCH.
MASTER SWITCH IS ON APU GEN

HE APU GEN PB IS OFF.
OFF
RNAL POWER IS CONNECTED
ERY ONE IS DISCHARGING

ALLY
ERY TWO IS OFF

RNAL POWER IS CONNECTED
ERY ONE IS DISCHARGING NORMALLY
ERY TWO IS DISCHARGING

RMALLY
ENERATOR ONLY.
NAL POWER IS AVAILABLE, NOT SUPPLYING.
PRIOR TO ENGINE START.
ENERATOR and ENGINE 1

RATOR.
AFT ON THE GROUND.

ENERATOR and ENGINE 1
RATOR.
AFT ON THE GROUND.
E 1 GENERATOR
ATING.
E 2 GENERATOR
ATING.
ENERATOR IS OFF.
AFT ON THE GROUND.

E 1 GENERATOR FAILURE.
IDG DISCONNECT IN
R
ENERATOR IS OFF.
AFT IN FLIGHT.
AILURE,
US 1 POWERED via DC BUS
C BAT BUS,
S by AC ESS via ESS TR
RAFT IN FLIGHT.
AILURE and TR 2 FAILURE.
S BUS POWERED
UGH
SSENTIAL TR.
AFT IN FLIGHT.
AILURE and TR 2 FAILURE.
S BUS POWERED
UGH
SSENTIAL TR.
AFT IN FLIGHT.
C INVERTER OPERATION.
by:
8 seconds for RAT to deploy.
less than 140 IAS for RAT effective envelop of operation.
e of the EMER GEN to function after RAT deployment.
The BATTERIES are DISCHARGING at an unusually high rate as

they are supplying the:
1. DC ESS and
2. AC ESS BUSES through the STATIC INVERTER.
ear whether the STATIC INVERTER will actually appear where the EXT PWR
ally does in this situation. Some sources say it will only appear during a
ance Test.
ED ESS BUSES are automatically shed as indicated by the two labels; SHED
START is inhibited at this time.
the ground the DC BAT BUS (100 kts) will automatically connect to the
IES.
0 kts the AC ESS BUS will disconnect / be unpowered / shed.

START is inhibited at this time.
the ground the DC BAT BUS (100 kts) will automatically connect to the
IES.
0 kts the AC ESS BUS will disconnect / be unpowered / shed.
OIL PRESSURE IS LOW.
AFT IN FLIGHT.
GEN 1
FAULT
OFF
down, the first of several
Action sequences will explore
BUS 1 Failure checklist and
displays..
NAV
F/CTL
AUTO FLT
………….……….OFF
F/CTL
P ………………OFF
CAB PRESS
HYD
FUEL
STATUS D
INOP SYS
GALLEY
ARY SYSTEM FAILURES CAUSE THE

INDICATED SYSTEM WITH A STAR.
CAM ACTIONS.
AC BUS 1 FAILURE.
Captain's PFD, ND, and E/WD go BLANK.
AUTOPILOT Disconnects.
A/P OFF
AVINCS VENT
HYD
AC ESS BUS FAULT
FUEL
F/CTL
- AC ESS FEED ………………………..ALTN
AC BUS 1 FAULT
- BLOWER …………………………....OVRD
DC ESS BUS FAULT
AC ESS BUS FAULT Light is illuminated.

m the first ECAM ACTION;
AM Action, I have the aircraft, perform ECAM."
TO FLIGHT, AUTOPILOT OFF." Then, "Clear ECAM?"
ar ECAM."
AC ESS FEED
FAULT
ALTN
C ESS BUS FAULT Light is illuminated.
AC ESS BUS FAULT

AVINCS VENT
HYD
- AC ESS FEED ………………………..ALTN
FUEL
F/CTL
AC BUS 1 FAULT
- BLOWER …………………………....OVRD
DC ESS BUS FAULT
ECTRICAL, AC ESSENTIAL BUS FAULT,

C ESSENTIAL FEED, ALTERNATE,"
action, > " ALTERNATE."
n the AC ESS FEED pb to select ALTERNATE.
DC BUS 2
AC ESS FEED
FAULT
ALTN AC BUS 2
AC BUS 1 FAULT AVINCS VENT
HYD
FUEL
- BLOWER …………………………....OVRD F/CTL
DC ESS BUS FAULT
AC ESS BUS ALTN Light is illuminated.
AC ESS BUS now powers the ESS TR

hich powers the DC ESS BUS.
DC BUS 2
AC ESS FEED
FAULT
ALTN AC BUS 2
AVINCS VENT
AC ESS BUS FAULT
HYD
FUEL
AC BUS 1 FAULT F/CTL
- BLOWER …………………………....OVRD
DC ESS BUS FAULT
m the ECAM ACTION;

n the BLOWER pb.
VENTILATION
EXTRACT
A
FAULT U
T
O
OVRD
AVINCS VENT
AC ESS BUS FAULT
HYD
FUEL
AVINCS VENT
HYD
FUEL
DC ESS BUS FAULT
VENTILATION
EXTRACT
A
FAULT U
T
O
OVRD
Quadrant A is complete, do
B item, in order: non-starred and starred lines. Then,
C will list affected System(s), etc., -- read off each item.
D will list all of the Inoperative Systems. Read them all off....
ne PM says, "Clear Status?" and
sponds, "Clear Status."
ario is done. To do another, continue with the following.

ECTRICAL ECAM ACTIONS.
BEGINS
GENERATOR
OVERLOAD
GENERATOR
OVERLOAD.
This situation, GEN OVERLOAD or APU

OVERLOAD,
calls for the deselecting of GALLEY Power to OFF.
GEN 2 OVERLOAD
- GALLEY…...………….…….……….OFF
m the ECAM ACTION;

CAM Action, I have the aircraft, perform
ECTRICAL, GENERATOR 2 OVERLOAD,

ALLEY -- OFF."
he ECAM Action. DC BUS 1
GALLEY
A
FAULT U
T AC BUS 1
O
OFF
IDG 1 GEN 1
DC BUS 1
AC BUS 1
GEN 1
The GALLEY OFF Light

is now illuminated.
1. The Galley Shed message.

2. GENERATOR 2 has returned to normal
ons.
erforming the ECAM
Clear ECAM?"
CLR
"Clear ECAM."
ATUS; INOPERATIVE SYSTEM, GALLEY."
STATUS
INOP SYS
GALLEY
er reading the STATUS Page,

ar Status?"
ear Status." STS
enario is finished, CLICK on NEXT to go on to the

GENCY GENERATOR (RAT) OPERATION,
GENERATOR FAILURE situation.
NEXT
AT Deployment can be CAUSED by:
A) Multiple failures of electrical
ources,
Loss of AC BUS 1 and AC BUS 2.
B) Manual Selection
CLICK on either Master Warning Light to

extinguish it and to continue with this
scenario.
If automatic RAT Deployment
fails,
t can be MANUALLY Deployed.
DUAL ENGINE GENERATOR FAILURE.

IMMINENT EMERGENCY GENERATOR (RAT) DEPLOYMENT.
BATTERIES are DISCHARGING.
There is some MOMENTARY LOSS of INSTRUMENTATION.
ND ND PFD
OK INOP
INOP INOP
SD
INOP
ERIES ARE POWERING THE AIRCRAFT.

ERIES POWER THE DC ESSENTIAL BUS.
ERIES POWER STATIC INVERTER AND AC ESS BUS.
ERIES ARE POWERING THE AIRCRAFT.
ERIES POWER THE DC ESSENTIAL BUS.
ERIES POWER STATIC INVERTER AND AC ESS BUS.
The RAT & EMER GEN FAULT Light will momentarily come
on
during the 8 seconds when the BATTERIES assume the loads
while the EMER GENERATOR (RAT) comes on line.
Initially, CAPT ND, SD, and F/O ND and PFD go blank.
When EMER GEN comes on line the Capt ND returns.
TEST GEN 1 LINE RAT & EMER GEN MAN ON
A
SMOKE U
FAULT T
O
OFF
ne of the few times that the BUS TIE Switch might be used.
AM action MAY call for isolating the electrical system -- in case
two systems has brought both down.

ating you may be directed to reset the Generators to see if
an bring one back on line.
FAULT
AC ESS BUS AC BUS 2
ALTN
BUS TIE
A
U
OFF T
APU GEN O EXT PWR
GEN 2
FAULT AVAIL FAULT
OFF ON OFF
UNCLEAR WHETHER THE STATIC INVERTER WILL INDICATE

EPICTED. Some sources indicate that it will, others don't mention
UNCLEAR WHETHER THE STATIC INVERTER WILL INDICATE
EPICTED. Some sources indicate that it will, others don't mention
Both SHED ESS Buses are automatically

SHED.
The APU START is INHIBITED at this time.
PF: "ECAM Action, I have the aircraft. Perform
ECAM.
A/P OFF LAND ASAP
EMER CONFIG NAV

F/CTL
AUTO FLT
MIN RAT SPEED ……………………140KT
GEN 1+2…………...………OFF THEN ON
UNSUCCESSFUL: CAB PRESS

HYD
FUEL
BUS TIE …………….……………………OFF
THE GREEN ARROW indicates there are

more items to perform after these listed
items
UTOFLIGHT, AUTOPILOT - OFF."

CLEAR ECAM?"
CLEAR ECAM." CLR
TIME, 8 SECONDS HAVE PASSED AND THE RAT DEPLOYED.
ES ARE NO LONGER DISCHARGING.
EMER CONFIG LAND ASAP
MIN RAT SPEED ……………………140KT NAV

GEN 1+2…………...………OFF THEN ON F/CTL
AUTO FLT
UNSUCCESSFUL:
CAB PRESS
HYD
BUS TIE …………….……………………OFF
FUEL
ENG MODE …………...SEL……………IGN
THE GREEN ARROW indicates there are

more items to perform after these listed
items
LECTRICAL, EMERGENCY CONFIGURATION."
MINIMUM RAT SPEED IS 140 KTS."

GEN 1 + 2………..………OFF THEN ON F/CTL
AUTO FLT
UNSUCCESSFUL:
CAB PRESS
BUS TIE …………….……………………OFF HYD
GEN 1 + 2……...………OFF THEN ON FUEL
ENG MODE …………...SEL……………IGN
PM: "GENERATOR 1 and 2, OFF, THEN ON."

GEN 2
FAULT
OFF, OFF
THEN ON. GEN 2
FAULT
OFF
"IF UNSUCCESSFUL:...."

F/CTL
UNSUCCESSFUL: AUTO FLT
BUS TIE ………….…..…………………OFF

GEN 1 + 2………....………OFF THEN ON CAB PRESS
ENG MODE SEL…………………..……IGN HYD
VHF1/HF/ATC1………………..……….USE FUEL
TIONED BEFORE, YOU MAY BE

ED TO UTILIZE THE BUS TIE BUS TIE
H TO ISOLATE THE SOURCES. A

U
OFF T
O
PM: "BUS TIE, OFF."

ORDANCE WITH THE ECAM BLUE-TO-DO,
ATTEMPT TO RESET THE GENERATORS
PM: "GENERATOR 1 and 2, OFF, THEN ON."
GEN 2
FAULT
OFF, OFF
THEN ON. GEN 2
FAULT
OFF
"IF UNSUCCESSFUL:...."
ER COMPLETING THE REST OF THESE QUADRANT 1 ITEMS,
"CLEAR ECAM?"
"CLEAR ECAM."
ELEC ECAM LIST DISAPPEARS.
NAV ECAM LIST WILL APPEAR.
NAV
MIN RAT SPEED ……………………140KT F/CTL
ENG MODE SEL…………………..……IGN AUTO FLT
VHF1/HF/ATC1………………..……….USE
PPR NAVAID………………...…ON RMP 1
R 2+3 (IF IR1 OK)……………………...OFF CAB PRESS
UEL GRAVITY FEED HYD
FUEL
PERFORM ALL OF THE ITEMS IN QUAD 1 FOR NAV, F/CTL, & AUTO FLT.
E AUTO FLT IS COMPLETELY DONE IN QUADRANT 1, THEN, IN TURN,
CT THE CABIN PRESSURE ECAM PB AND PERFORM THOSE ACTIONS.
IS FOLLOWED BY THE HYDRAULIC AND FUEL ECAM ACTIONS.
LL OF THE ECAM ACTIONS ARE COMPLETE,
WILL READ, AND BOTH PILOTS WILL REVIEW THE
PAGE AND THEN THE INOPERATIVE SYSTEMS.
EAR STATUS?"
EAR STATUS."
LATS ARE EXTENDED, THE STATUS PAGE WILL REAPPEAR.
technology aircraft, when the Gear went down the SHED Buses dropped off
picted here only for informational purposes.
LAND ASAP
RAT OUT
EMER GEN
IGNITION
MAN LDG ELEV
STS
THIS SCENARIO IS FINISHED; CLICK NEXT TO GO ON.

e Smoke Configuration is GEN 1 LINE Switch -- OFF
cause:
1 Line Contactor OPENS (GEN 1 will power one Fuel Pump in each Wing
2 will power, through the BUS TIE, the

C BUS 1
C BUS 2
loads are reduced by about 75%.
ning equipment, except that supplied by the HOT BAT BUSES, is powered
he Circuit Breakers on the Overhead Panel.
RAT & EMER GEN MAN ON
FAULT A
U
T
O
LAND ASAP
RAT OUT
EMER GEN
IGNITION
MAN LDG ELEV
STS
END.
END.
RED TRIANGLE PRODUCTI

© 1999, 2000, 2001, 2002 Re
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Propert
© 1999, 2000, 2001, 2002 Red Triangle Productions LLC
ted), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC 2 3 4 5 6 7 8 9 10 11 12 CENTER OVERHEAD ECAM CONTROL PANEL
HYDRAULICS
SYMBOLOGY
HYD
GREEN BLUE YELLOW
GREEN
3000 PSI 3000 PSI 3000
PTU
ELEC
OVHT ENG 1 PUMP
RAT FAULT
11
OFF
ELEC
2
OVHT
SYMBOLS ASSOCIATED WITH HYDRAULIC NON-

NORMALS
HYD
GREEN BLUE YELLOW
1449 PSI 3000 PSI 0

PTU ELEC
OVHT
LO
LO RAT
LO
LO RAT
1 ELEC 2
LO AIR
PRESS
OVHT
TOP
BEFORE ENGINE
START
HYD
GREEN BLUE YELLOW
0 PSI 0 PSI 0
PTU
ELEC
OVHT
LO RAT LO
ELEC
1 LO 2
TOP
BEFORE ENGINE START - CARGO DOOR OPENING USING YELLOW

PUMP
HYD
GREEN BLUE YELLOW
0 PSI 0 PSI 3000

PTU THE GREEN TRIANGLE BECOMES
ELEC SYSTEM LABEL BECOMES WHITE
LO RAT LO
1 ELEC
2
LO
TOP
BEFORE ENGINE START, CARGO DOOR OPENED; YELLOW PUMP --

OFF
BEFORE ENGINE START, CARGO DOOR OPENED; YELLOW PUMP --
OFF
HYD
GREEN BLUE YELLOW
PSI 0 PSI 0
0
PTU NOW THAT THE CARGO DOOR IS O
ELEC THE PUMP STOPS AND PRESSURE
LO RAT LO
1 ELEC 2
LO
TOP
FIRST ENGINE, ENGINE 2, IS STARTED; BLUE PUMP TURNS

ON
HYD SOME TYPICAL ECAM MESSAGE

GREEN BLUE YELLOW
SEAT BELTS
NO PERSONAL ELECTRONIC DEVICE
0 PSI 3000 PSI 3000

PTU
ELEC
ENGINE TWO HAS BEEN STARTED.
LO RAT
SYSTEM LABELS CHANGE TO WHIT
3000 PSI IS AVAILABLE ON THE YEL
ENGINE 2 INDICATOR IS WHITE.
ENGINE TWO HAS BEEN STARTED.
LO RAT
ELEC 3000 PSI IS AVAILABLE ON THE YEL
1 2 ENGINE 2 INDICATOR IS WHITE.
AS SOON AS ONE ENGINE IS RUNN

AUTOMATICALLY PRESSURIZES.
TOP
SECOND ENGINE, ENGINE 1, IS STARTED; PTU IS

TESTED
HYD SOME TYPICAL ECAM MESSAG

GREEN BLUE YELLOW
SEAT BELTS
3000 PSI 3000 PSI 3000

PTU
ELEC
THE SECOND ENGINE, ENGINE ON
RAT
THE POWER TRANSFER UNIT IS TE
ELEC THEN IT DISCONNECTS.
1 2
ENGINE 1 INDICATOR IS WHITE.
TOP
SECOND ENGINE, ENGINE 1, HAS STARTED; PTU WAS TESTED,

DISCONNECTS
HYD SOME TYPICAL ECAM MESSAGE

GREEN BLUE YELLOW
SEAT BELTS
3000 PSI 3000 PSI 3000

PTU
ELEC
PTU HAS DISCONNECTED.
RAT
1 ELEC 2 AFTER TAKEOFF, UPON RETRACTIN

IF YOU WERE LOOKING AT THIS PA
WOULD NOTICE THE GREEN SYST
SLIGHTLY DECREASE AS THE GEAR
TOP
ELEC
The pilot monitoring completes each quadrant before going on to the next one.
G SYS LO PR
Y ENG 2 PUMP LO PR
"ECAM Status Checked, no change." BOXED PRIMARY SYSTEM FAILURES CA
QUADRANT B INDICATED SYSTEM WITH
CLICK EITHER TO EXTINGUISH THE MASTER CAUTION LIGHTS AND CONTINUE TO DO SOME HYDRAULIC ECAM ACTIONS.
MASTER MASTER
WARN WARN
"CHIME"
MASTER MASTER
CAUT CAUT
TOP
MASTER MASTER
WARN WARN
GREEN HYDRAULIC RE
OVERHEAT
MASTER MASTER
CAUT CAUT
MASTER CAUTION LIGHTS AR
HYD HYD G RSVR OVHT

GREEN BLUE YELLOW
- PTU…………………………….……….OFF
3000 PSI 3000 PSI 3000 ECAM: GREEN SYSTEM OVERHEAT MA

PTU THE HYD ECAM PAGE IS AUTOMATICAL
THERE ARE TWO FAULT LIGHTS ILLUMI
ELEC
PERFORM ECAM ACTION (Click on the S
RAT
1 ELEC 2
GREEN
ENG 1 PUMP
OVHT FAULT
OFF
TOP
GREEN HYDRAULIC RESERVOIR OVERHEAT,
CONTINUED
HYD HYD G RSVR OVHT

GREEN BLUE YELLOW
3000 PSI 3000 PSI 3000 NOTICE THE PTU FAULT LIGHT REMAINS
PTU THE PTU Symbology BECOMES AMBER.
CONTINUE ECAM ACTION.
ELEC
RAT GREEN
1 ELEC 2
ENG 1 PUMP
FAULT
OFF
OVHT
TOP

CONTINUED
CONTINUED
HYD HYD G RSVR OVHT

GREEN BLUE YELLOW
2800 PSI 3000 PSI 3000 NOW ENG 1 PUMP OFF LIGHT IS ILLUMI
PTU NOTICE THE ENG PUMP 1 FAULT LIGHT
THE PRESSURE IS DROPPING SIGNIFIC
ELEC
THE PUMP SYMBOL IS NOW AMBER.
THIS WILL CAUSE ANOTHER MASTER C
RAT
1 ELEC 2 GREEN
ENG 1 PUMP
FAULT
OVHT OFF
CLICK ON EITHER MASTER CAUTION T
MASTER
WARN
THIS BEGINS THE SECOND MASTER CAUTION.

MASTER
CAUT
TOP

CONTINUED
HYD HYD G RSVR OVHT

GREEN BLUE YELLOW G ENG 1 PUMP LO PR
G RSVR OVHT
2000 PSI 3000 PSI 3000 THE SECOND MASTER CAUTION IS FOR
PTU FROM THE PUMP WE HAVE TURNED
ELEC
GREEN PRESSURE DROPS FURTHER.
THIS WILL CAUSE A THIRD MASTER CAU
RAT
1 ELEC 2 GREEN
ENG 1 PUMP
FAULT
OVHT OFF
CLICK ON EITHER MASTER CAUTION T
MASTER
WARN
THIS BEGINS THE THIRD MASTER CAUTION. MASTER
CAUT
TOP

CONTINUED
HYD HYD G RSVR OVHT

G SYS LO PR
1200 3000 3000 THE THIRD MASTER CAUTION IS FOR TH

THIS IS A PRIMARY FAILURE AND IS BOX
IT CAUSES THE SECONDARY FAILURES,
THE GREEN SYSTEM SYMBOLOGY IS AM
ALL THAT REMAINS IS FOR YOU TO DO I
THE F/CTL AND WHEEL PAGES WILL COM
ON THE STATUS PAGE YOU WILL HAVE N
1200 PSI 3000 PSI 3000 THE THIRD MASTER CAUTION IS FOR TH
THIS IS A PRIMARY FAILURE AND IS BOX
PTU IT CAUSES THE SECONDARY FAILURES,
ELEC THE GREEN SYSTEM SYMBOLOGY IS AM
ALL THAT REMAINS IS FOR YOU TO DO I
RAT THE F/CTL AND WHEEL PAGES WILL COM
ON THE STATUS PAGE YOU WILL HAVE N
1 ELEC
2 YOUR APPROACH WILL INCLUDE GRAVIT
GREEN
OVHT ENG 1 PUMP
FAULT
OFF
NEXT
TOP
MASTER MASTER
YELLOW HYDRAULIC RE
"CHIME" LEVEL
WARN WARN
EXTINGUISH THE MASTER

MASTER MASTER
CAUT CAUT
HYD HYD Y RSVR LO LVL

GREEN BLUE YELLOW
- PTU ……………………………………OFF
- YELLOW ENG 2 PUMP ……...…….OFF
3000 3000 3000

3000 PSI 3000 PSI 3000
MASTER CAUTION ALERTS THE CREW
PTU THE YELLOW HYDRAULIC SYSTEM PR
ELEC THE INDICATOR IS AMBER.
BECAUSE THE YELLOW ENGINE 2 PU
RAT PRESSURE, THE YELLOW SIDE OF TH
1 ELEC
2
NOTE THAT THERE ARE TWO FAULT L
BLUE
PTU
FAULT
OFF
ELEC PUMP
A
U
FAU LT T
O
OFF
NEXT
TOP
MASTER MASTER
YELLOW HYDRAULIC
WARN WARN
LEVEL,
CONTINUED
MASTER MASTER
CAUT CAUT
MASTER CAUTION LIGHTS A

GREEN BLUE YELLOW
- PTU ……………………………………OFF
- YELLOW ENG 2 PUMP ……...…….OFF
3000 PSI 3000 PSI 3000 MASTER CAUTION ALERTED THE CREW
PTU YELLOW HYDRAULIC RESERVOIR LOW L
THE YELLOW HYDRAULIC SYSTEM PRES
ELEC
THE INDICATOR IS AMBER.
PERFORM THE ECAM ACTION: PTU -- OF
RAT
MASTER CAUTION ALERTED THE CREW
YELLOW HYDRAULIC RESERVOIR LOW L
THE YELLOW HYDRAULIC SYSTEM PRES
THE INDICATOR IS AMBER.
PERFORM THE ECAM ACTION: PTU -- OF
RAT
1 ELEC 2 BLUE
PTU
FAULT
OFF
ELEC PUMP
A
U
FAU LT T
O
OFF
NOTE THAT THERE ARE TWO F
TOP
YELLOW HYDRAULIC RESERVOIR LOW LEVEL,

CONTINUED

GREEN BLUE YELLOW
- YELLOW ENG 2 PUMP ……..…….OFF
3000 PSI 3000 PSI 3000

THE PTU FAULT LIGHT EXTINGUISHES.
PTU THE WHITE PTU OFF LIGHT WILL ILLUMI
ELEC THE PTU SYMBOLOGY BECOMES AMBER
CONTINUE THE ECAM ACTION: YELLOW
RAT
1 ELEC 2 BLUE
PTU
FAULT
OFF
ELEC PUMP
A
U
FAU LT T
O
OFF
A
U
T
O
OFF
TOP

CONTINUED

GREEN BLUE YELLOW
3000 PSI 3000 PSI 3000

THE PUMP FAULT LIGHT EXTINGUISHES
PTU THE PUMP OFF LIGHT ILLUMINATES.
ELEC THE YELLOW PUMP SYMBOL BECOMES
THE YELLOW PRESSURE WILL DROP SIG
RAT ANOTHER MASTER CAUTION FOR YELLO
PRESSURE.
1 ELEC 2 BLUE
PTU
FAULT
OFF
ELEC PUMP
A
U
FAU LT T
O
OFF
CLICK ON EITHER MASTER CAUTION TO
MASTER
WARN
"CHIME"
MASTER
CAUT
CAUT
TOP
MASTER MASTER
YELLOW HYDRAULIC R
WARN WARN
LEVEL,
CONTINUED
MASTER MASTER
BLUE HYDRAULIC SYS
CAUT CAUT
THE MASTER CAUTION LIG
HYD Y RSVR LO LVL

HYD Y ENG 2 PUMP LO PR
GREEN BLUE YELLOW
Y SYS LO PR
THE YELLOW SYSTEM IS NOW DISPLAYE

3000 PSI 3000 PSI 0
THE ECAM MESSAGE INDICATES THE PU
PTU IT ALSO STATES THE YELLOW SYSTEM H
ELEC IT IS NOW A MATTER OF CLEARING THR
MESSAGES AND F/CTL PAGE THAT WILL
RAT LO THERE WILL BE NUMEROUS ITEM ON TH
HOWEVER, THIS ISN'T YOUR DAY....... BL
1 ELEC
2
BLUE
PTU
FAULT
OFF
ELEC PUMP
A
FAU LT U
T
O
OFF
NEXT: "DING, DING, DING, DING
TOP
YELLOW HYDRAULIC R
CONTINUED
MASTER "DING, MASTER
BLUE
THIS IS HYDRAULIC SYS
A MASTER WARNING
WARN
DING, WARN
YOU HAVE HAD A SERIOUS
DING, TWO HYDRAULIC SYSTEMS
MASTER
DING" MASTER
BLUE SYMBOLS ARE AMBE
CAUT CAUT
EXTINGUISH THE MASTER
HYD HYD B + Y SYS LO PR

GREEN BLUE YELLOW
- RAT ………………………………….MAN O
MIN RAT SPEED………...……………..140
MAX SPEED…………………...………320/.
BLUE ELEC PUMP ………….…………..OF
MANEUVER WITH CARE
3000 PSI 1500 PSI 0
PTU
ELEC
RAT BLUE SYSTEM HAS A FAULT LIGHT.
1 ELEC 2 GREEN
LO
RAT MAN ON
ENG 1 PUMP
FAULT
OFF
NEXT
TOP
YELLOW HYDRAULIC R
CONTINUED
MASTER MASTER
BLUE HYDRAULIC SYS
WARN WARN
MASTER MASTER THE MASTER WARNING LIG

CAUT CAUT
THESE ITEMS ARE READ W

GREEN BLUE YELLOW
- RAT ………………………………….MAN O
MIN RAT SPEED………...……………..140
MAX SPEED…………………...………320/.
MANEUVER WITH CARE
3000 PSI 1500 PSI 0
PTU
ELEC YOU HAVE HAD A SERIOUS FAILURE OF
BLUE SYSTEM HAS A FAULT LIGHT. BLU
RAT PERFORM THE ECAM.
YOU WOULD UNCOVER AND PRESS THE
1 ELEC
2
LO
GREEN
RAT MAN ON
ENG 1 PUMP
FAULT
OFF
TOP
YELLOW HYDRAULIC RESERVOIR LOW LEVEL, CONTINUED & BLUE HYDRAULIC SYSTEM FAILS,
CONTINUED

GREEN BLUE YELLOW
GREEN BLUE YELLOW
MIN RAT SPEED………...……………..140
MAX SPEED…………………...………320/.
MANEUVER WITH CARE
3000 PSI 2500 PSI 0
PTU
ELEC THE RAT HAS DEPLOYED AND IS POWER
RAT SYMBOLOGY IS NOW GREEN.
RAT BUT NOW THAT THE BLUE SYSTEM IS PO
YOU WILL NO LONGER HAVE THE LAND
1 ELEC 2 THE MASTER CAUTION NOW CHIMES….
LO
GREEN
RAT MAN ON
ENG 1 PUMP
FAULT
OFF
MASTER MASTER
WARN WARN
"CHIME"
MASTER MASTER
CAUT CAUT
TOP
MASTER MASTER
WARN WARN
YELLOW HYDRAULIC RESER
&
MASTER MASTER
BLUE HYDRAULIC SYSTEM
CAUT CAUT
DEPLOYMENT
HYD
GREEN BLUE YELLOW BLUE ELEC PUMP LO PR
- BLUE ELEC PUMP ……………………OF

Y ENG 2 PUMP LO PR
Y SYS LO PR
3000 PSI 2800 PSI 0
PTU
ELEC THE SITUATION HAS IMPROVED AND WE
A SINGLE HYDRAULIC SYSTEM FAILURE
RAT LO CONTINUE THE ECAM ACTION. YOU WO
AND PUSH THE BLUE ELEC PUMP PUSH
1 ELEC 2
LO
GREEN
RAT MAN ON
ENG 1 PUMP
FAULT
OFF
TOP
YELLOW HYDRAULIC RESERVOIR LOW LEVEL, SCENARIO FINISHED & BLUE HYDRAULIC SYSTEM RECOVERED
DEPLOYMENT

GREEN BLUE YELLOW BLUE ELEC PUMP LO PR
Y ENG 2 PUMP LO PR
Y SYS LO PR
3000 PSI 2800 PSI 0
PTU
ELEC THE BLUE PUMP NO LONGER INDICATES
BLUE PUMP IS NOW OFF.
RAT LO
1 ELEC
2
1 ELEC 2
GREEN
RAT MAN ON
ENG 1 PUMP
FAULT
OFF
YOU WOULD DO THE FOUR QUADRANTS:

(A) "CLEAR ECAM", (B) LOOK AT THE F/CTL PAGE, AND THEN CLEAR THAT.
(C) LOOK AT THE STATUS PAGE, AND CLEAR IT, (D) READ THE INOP SYSTEMS.
THIS SCENARIO IS FINISHED.
TOP
AULICS
OLOGY
GREEN BLUE YELLOW

PTU
FAULT A
RAT MAN ON U
T
OFF O ELEC PUMP
ELEC PUMP
! A
U
FAULT
!
O
OFF OFF OFF

GREEN TRIANGLE BECOMES SOLID.
EM LABEL BECOMES WHITE.
HAT THE CARGO DOOR IS OPENED,
UMP STOPS AND PRESSURE IS REMOVED.
E TYPICAL ECAM MESSAGES
EAT BELTS PARK BRK

O PERSONAL ELECTRONIC DEVICES APU BLEED
E TWO HAS BEEN STARTED.

M LABELS CHANGE TO WHITE.
SI IS AVAILABLE ON THE YELLOW SYSTEM.
E 2 INDICATOR IS WHITE.
E TWO HAS BEEN STARTED.
SI IS AVAILABLE ON THE YELLOW SYSTEM.
ON AS ONE ENGINE IS RUNNING THE BLUE SYSTEM

MATICALLY PRESSURIZES.
ME TYPICAL ECAM MESSAGES
EAT BELTS PARK BRK

O PERSONAL ELECTRONIC DEVICES APU BLEED
ECOND ENGINE, ENGINE ONE HAS BEEN STARTED.

OWER TRANSFER UNIT IS TESTED.
T DISCONNECTS.
E TYPICAL ECAM MESSAGES
EAT BELTS
O PERSONAL ELECTRONIC DEVICES
AS DISCONNECTED.
TAKEOFF, UPON RETRACTING THE GEAR,

WERE LOOKING AT THIS PAGE, YOU
D NOTICE THE GREEN SYSTEM FLUID LEVEL
TLY DECREASE AS THE GEAR IS RETRACTED.
B
NAV
F/CTL
AUTO FLT
…………….……….OFF
UMP ………………OFF F/CTL
CAB PRESS
HYD
FUEL
D
STATUS
INOP SYS
GALLEY
MARY SYSTEM FAILURES CAUSE THE

B INDICATED SYSTEM WITH A STAR.
LIC ECAM ACTIONS.

GREEN HYDRAULIC RESERVOIR
OVERHEAT
U…………………………….……….OFF
EEN ENG 1 PUMP ………………OFF
EEN SYSTEM OVERHEAT MASTER CAUTION.

CAM PAGE IS AUTOMATICALLY DISPLAYED.
E TWO FAULT LIGHTS ILLUMINATED.
ECAM ACTION (Click on the Switch-Light).
GREEN BLUE
PTU
FAULT A
RAT MAN ON U
T
OFF O
ELEC PUMP
ENG 1 PUMP
A
U
FAULT FAU LT T
O
OFF OFF
EEN ENG 1 PUMP ………………OFF
PTU FAULT LIGHT REMAINS ILLUMINATED.

mbology BECOMES AMBER.
ECAM ACTION.
GREEN BLUE
PTU
FAULT A
RAT MAN ON U
T
OFF O
ELEC PUMP
ENG 1 PUMP
A
U
FAULT FAU LT T
O
OFF OFF
PUMP OFF LIGHT IS ILLUMINATED.
E ENG PUMP 1 FAULT LIGHT ALSO REMAINS ILLUMINATED.
URE IS DROPPING SIGNIFICANTLY.
SYMBOL IS NOW AMBER.
CAUSE ANOTHER MASTER CAUTION.
GREEN BLUE
PTU
FAULT A
RAT MAN ON U
T
OFF O
ELEC PUMP
ENG 1 PUMP
A
U
FAULT FAU LT T
O
OFF OFF
EITHER MASTER CAUTION TO CONTINUE THE SCENARIO.
MASTER
WARN
MASTER
CAUT
G RSVR OVHT
G ENG 1 PUMP LO PR
G RSVR OVHT
G ENG 1 PUMP LO PR
ND MASTER CAUTION IS FOR THE LOW PRESSURE

HE PUMP WE HAVE TURNED OFF.
ESSURE DROPS FURTHER.

CAUSE A THIRD MASTER CAUTION.
GREEN BLUE
PTU
FAULT A
RAT MAN ON U
T
OFF O
ELEC PUMP
ENG 1 PUMP
A
U
FAULT FAU LT T
O
OFF OFF
EITHER MASTER CAUTION TO CONTINUE THE SCENARIO.
MASTER
WARN
MASTER
CAUT
G RSVR OVHT
G ENG 1 PUMP LO PR F/CTL
WHEEL
MASTER CAUTION IS FOR THE GREEN SYSTEM LOW PRESSURE.

IMARY FAILURE AND IS BOXED.
THE SECONDARY FAILURES, FLT CONTROLS AND WHEEL (GEAR).
SYSTEM SYMBOLOGY IS AMBER NOW, TOO.
EMAINS IS FOR YOU TO DO IS: "CLEAR ECAM?" "CLEAR ECAM."
ND WHEEL PAGES WILL COME UP IN SEQUENCE.
TUS PAGE YOU WILL HAVE NUMEROUS ITEMS.
MASTER CAUTION IS FOR THE GREEN SYSTEM LOW PRESSURE.
IMARY FAILURE AND IS BOXED.
THE SECONDARY FAILURES, FLT CONTROLS AND WHEEL (GEAR).
SYSTEM SYMBOLOGY IS AMBER NOW, TOO.
EMAINS IS FOR YOU TO DO IS: "CLEAR ECAM?" "CLEAR ECAM."
ND WHEEL PAGES WILL COME UP IN SEQUENCE.
TUS PAGE YOU WILL HAVE NUMEROUS ITEMS.
OACH WILL INCLUDE GRAVITY GEAR EXTENSION, ETC.
GREEN BLUE
PTU
FAULT A
RAT MAN ON U
T
OFF O
ELEC PUMP
ENG 1 PUMP
A
U
FAULT FAU LT T
O
OFF OFF
ELLOW HYDRAULIC RESERVOIR LOW

EVEL
EXTINGUISH THE MASTER CAUTION TO CONTINUE.
…………………………………OFF
W ENG 2 PUMP ……...…….OFF
CAUTION ALERTS THE CREW TO THE CONDITION.
LOW HYDRAULIC SYSTEM PRESSURE IS LOW AND
CATOR IS AMBER.
E THE YELLOW ENGINE 2 PUMP SIDE HAS LOW
RE, THE YELLOW SIDE OF THE PTU IS LOW ALSO.
AT THERE ARE TWO FAULT LIGHTS.

YELLOW
PTU
FAULT A
U
T
OFF O ELEC PUMP
ENG 2 PUMP FAULT
FAULT ON
OFF
YELLOW HYDRAULIC RESERVOIR LOW

LEVEL,
CONTINUED
…………………………………OFF
W ENG 2 PUMP ……...…….OFF
UTION ALERTED THE CREW TO THE CONDITION:

DRAULIC RESERVOIR LOW LEVEL.
W HYDRAULIC SYSTEM PRESSURE IS LOW AND
TOR IS AMBER.
HE ECAM ACTION: PTU -- OFF.
UTION ALERTED THE CREW TO THE CONDITION:
DRAULIC RESERVOIR LOW LEVEL.
W HYDRAULIC SYSTEM PRESSURE IS LOW AND
TOR IS AMBER.
HE ECAM ACTION: PTU -- OFF.
YELLOW
PTU
FAULT A
U
T
OFF O ELEC PUMP
ENG 2 PUMP FAULT
FAULT ON
OFF
OTE THAT THERE ARE TWO FAULT LIGHTS.
Y RSVR LO LVL
LLOW ENG 2 PUMP ……..…….OFF
ULT LIGHT EXTINGUISHES.

PTU OFF LIGHT WILL ILLUMINATE.
MBOLOGY BECOMES AMBER.
HE ECAM ACTION: YELLOW ENG 2 PUMP --OFF.
YELLOW
PTU
FAULT A
U
T
OFF O ELEC PUMP
ENG 2 PUMP FAULT
FAULT ON
OFF
OFF
Y RSVR LO LVL
AULT LIGHT EXTINGUISHES.

OFF LIGHT ILLUMINATES.
W PUMP SYMBOL BECOMES AMBER AND CROSS LINED.
W PRESSURE WILL DROP SIGNIFICANTLY AND CAUSE
ASTER CAUTION FOR YELLOW SYSTEM LOW
YELLOW
PTU
FAULT A
U
T
OFF O ELEC PUMP
ENG 2 PUMP FAULT
FAULT ON
OFF
THER MASTER CAUTION TO CONTINUE THE SCENARIO.
MASTER
WARN
MASTER
CAUT
CAUT
YELLOW HYDRAULIC RESERVOIR LOW

LEVEL,
CONTINUED
BLUE HYDRAULIC SYSTEM FAILS
THE MASTER CAUTION LIGHTS ARE EXTINGUISHED
Y RSVR LO LVL
Y ENG 2 PUMP LO PR F/CTL
F/CTL
W SYSTEM IS NOW DISPLAYED IN AMBER.

MESSAGE INDICATES THE PUMP PRESSURE IS LOW.
TES THE YELLOW SYSTEM HAS LOW PRESSURE.
MATTER OF CLEARING THROUGH THE ECAM
AND F/CTL PAGE THAT WILL COME UP.
BE NUMEROUS ITEM ON THE STATUS PAGE, TOO.
THIS ISN'T YOUR DAY....... BLUE SYSTEM ALSO FAILS....
YELLOW
PTU
FAULT A
U
T
OFF O ELEC PUMP
ENG 2 PUMP FAULT
FAULT ON
OFF
XT: "DING, DING, DING, DING, DING…."

CONTINUED
BLUE
THIS IS HYDRAULIC SYSTEM FAILS, CONTINUED
A MASTER WARNING!
YOU HAVE HAD A SERIOUS FAILURE OF
TWO HYDRAULIC SYSTEMS.
BLUE SYMBOLS ARE AMBER.
EXTINGUISH THE MASTER WARNING TO CONTINUE.
+ Y SYS LO PR LAND ASAP
T ………………………………….MAN ON F/CTL
RAT SPEED………...……………..140KT
X SPEED…………………...………320/.77
E ELEC PUMP ………….…………..OFF
NEUVER WITH CARE
TEM HAS A FAULT LIGHT.
BLUE YELLOW
PTU
FAULT A
RAT MAN ON U
T
OFF O ELEC PUMP
ELEC PUMP
ENG 2 PUMP FAULT
A
FAULT U
T FAULT ON
O
OFF
OFF
CONTINUED
BLUE HYDRAULIC SYSTEM FAILS, CONTINUED
THE MASTER WARNING LIGHTS ARE EXTINGUISHED.
THESE ITEMS ARE READ WHEN YOU GET TO THEM.
T ………………………………….MAN ON F/CTL
RAT SPEED………...……………..140KT
X SPEED…………………...………320/.77
NEUVER WITH CARE
AD A SERIOUS FAILURE OF TWO HYDRAULIC SYSTEMS.

EM HAS A FAULT LIGHT. BLUE SYMBOLS ARE AMBER.
HE ECAM.
D UNCOVER AND PRESS THE PUSHBUTTON.
BLUE YELLOW
PTU
FAULT A
RAT MAN ON U
T
OFF O ELEC PUMP
ELEC PUMP
ENG 2 PUMP FAULT
A
U
FAU LT T FAULT ON
O
OFF OFF
M FAILS,

RAT SPEED………...……………..140KT F/CTL

X SPEED…………………...………320/.77
NEUVER WITH CARE
S DEPLOYED AND IS POWERING THE BLUE SYSTEM.

LOGY IS NOW GREEN.
HAT THE BLUE SYSTEM IS POWERING UP,
NO LONGER HAVE THE LAND ASAP SERIOUSNESS.
R CAUTION NOW CHIMES….
BLUE YELLOW
PTU
FAULT A
RAT MAN ON U
T
OFF O ELEC PUMP
ELEC PUMP
ENG 2 PUMP FAULT
A
U
FAU LT T FAULT ON
O
OFF OFF
CLICK ON EITHER MASTER CAUTION

TO CONTINUE.
OW HYDRAULIC RESERVOIR LOW LEVEL, CONTINUED
E HYDRAULIC SYSTEM RECOVERED BY RAT

LOYMENT
RSVR LO LVL
LUE ELEC PUMP LO PR F/CTL
UE ELEC PUMP ……………………OFF

Y ENG 2 PUMP LO PR
ON HAS IMPROVED AND WE ONLY HAVE

YDRAULIC SYSTEM FAILURE NOW.
HE ECAM ACTION. YOU WOULD LIFT THE GUARD
HE BLUE ELEC PUMP PUSHBUTTON.
BLUE YELLOW
PTU
FAULT A
RAT MAN ON U
T
OFF O ELEC PUMP
ELEC PUMP
ENG 2 PUMP FAULT
A
U
FAU LT T FAULT ON
O
OFF OFF
C SYSTEM RECOVERED BY RAT
R LO LVL
ELEC PUMP LO PR F/CTL
NG 2 PUMP LO PR
UMP NO LONGER INDICATES LOW PRESSURE,

IS NOW OFF.
BLUE YELLOW
PTU
FAULT A
RAT MAN ON U
T
OFF O ELEC PUMP
ELEC PUMP
ENG 2 PUMP FAULT
A
U
FAU LT T FAULT ON
O
OFF OFF
END.
RED TRIANGLE PRODUCTIONS (registered 3-15-99) To
© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle
CTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Ligh
2, 2003, 2004, 2005 Red Triangle Productions LLC
erties] Visual Oral Switch / Light Guide (trademark protected)
TOC 2 3 4 5 6 7 8 9 CENTER OVERHEAD ECAM CONTROL PANEL FUEL DIAGRAM
A319 / 320 FUEL SYSTEM 321 FUEL DIAGRAM
TRANSFER VALVES A391 / A320 INDICATIONS, SYMBOLS AND DATA.
FUEL USED RESE

FUEL LBS F. USED 2 TO ZERO ON ENG
F. USED 1 F. USED 2 5020
START. THE ENGI
FOB NUMBER IS AMBE
5020 APU 5020
WHEN BELOW IDL
15040
FUEL USED IS XX
F. USED 2 WHEN DATA IS
X X UNRELIABLE.
LEFT RIGHT
CTR
NORMAL FOB.
LO FOB
15040
1560 5980 0 5980 1560

FOB BOXED.
15 ºC 14 14 ºC 15 FOB
15040
A321 FUEL SYSTEM

TRANSFER VALVES A321 INDICATIONS, SYMBOLS AND DATA.
NORMAL FOB.
FOB
F. USED 1 FUEL LBS F. USED 2 15040

260 FOB 250
APU
260 FOB
APU
FOB FQI is
15040
UNRELIABLE.
FOB
15040
LEFT RIGHT
CTR
FOB BOXED. 1. CENTER TANK
A) FAILED
FOB B) SWITCHED
2. BOTH TRANSF
15040 FAILED TO OP
INNER CELL L
5980 2780 5750

NORMAL INDICATIONS.
10 ºC 2000 0 10 ºC
0
TRIANGLE -- FUEL TRAN

TOP
FUEL LBS
F. USED 1 F. USED 2
FOB
5020 APU 5020
15040
LEFT RIGHT
CTR
ALL PUMPS ARE OF
1560 5980 0 5980 1560

1560 5980 0 5980 1560
15 ºC 14 14 ºC 15
TOP
LEFT PUMP IS TURNED ON. APU IS NOT

OPERATING.
FUEL LBS
F. USED 1 F. USED 2 ENG 1
FOB
5020 APU 5020
15040
1 LEFT TANK
PUMPS
FAULT FAULT
OFF OFF
LEFT RIGHT
Fuel Used will reset to ZERO up
CTR Engine Identifier will also chang
Switching the Left Tank Pump #

make the ECAM Symbol becom
Gross Weight will also appear a

1560 5980 0 5980 1560 Engines are started, if entered o
If you fail to enter this GW / CG

15 ºC 14 14 ºC 15 will not be able to compute for M
TAT +15 C
SAT +10
C
01 H 54 GW 12200 LBS
TOP
LEFT SIDE IS SUPPLYIN
SOME MORE DATA DISP
FUEL LBS
F. USED 1 F. USED 2
FOB
5020 APU 5020 REFUELING
15000
THIS MAY HAPPEN DURING R

LEFT RIGHT
FUEL CTR TANK PUMP 1 LO
CTR
- FUEL X FEED……………………
- CTR TK PUMP 1…………………
LO LO
THESE ARE THE SWITCH
1520 5980 0 5980 1560 APU
15 ºC 14 14 ºC 15 CTR TK
PUMP 1
FAULT
OFF
TOP
ENGINE NUMBER TWO IS STARTED, AND

OPERATING.
FUEL LBS
F. USED 1 F. USED 2 ENGINE NUMBER CHANGES TO W
FOB
FUEL USED IS RESET TO ZERO.
PUMPS ARE IN-LINE AND PRESSU

F. USED 1 F. USED 2 ENGINE NUMBER CHANGES TO W
FOB
5020 APU 0
FUEL USED IS RESET TO ZERO.
14950
PUMPS ARE IN-LINE AND PRESSU
LEFT RIGHT
CTR
CENTER TANK PUMP OPERATIO

1510 5980 0 5980 1520
CENTER TANK WILL FEED UNTIL
15 ºC 14 14 ºC 15
WHILE THEY ARE OFF, THE SYM
BECAUSE THIS IS NORMAL.
TOP
A321 SOME NORMAL OPERATIONS INDICATIONS, ENGINES RUNNING, NO NOTES:

APU. 1. There are no CTR TK FEEDG mes
2. Due to the lack of Outer Tanks, the
3. The message, FOB BELOW 3 T wi
F. USED 1 FUEL LBS F. USED 2 is less than 1500 KG (3300 LBS).
260 250 4. Wing Tank may overflow (turns AM
FOB
APU -- Center Tank Transfer Valve on th
15040 -- will REOPEN when about 550 LB
5. In-flight with Slats retracted, there i
Center Tank < 6415 and one ACT h
The ECAM ACT XFR FAULT proce
unusable Fuel remaining in the AC
LEFT RIGHT
CTR
EXAMPLE OF: RIGHT OUTER TAN
FUEL R OUTER TK LO TEMP

2780 GALLEY……………….……………
5980 5750 - ENG 1 F FLOW INCREASE
10 ºC 2000 0 IF TEMP ABV 65 DEG C

-31 ºC
- APU……………………...………
- IDG 1……………………………
TOP
HOW TO DO ECAM ACTIONS -- HYDRAULIC SYSTEM USED FOR EXAMPLE PURPOSES ONLY.
An ECAM is accompanied by a:
1. Chime, and may have a: A
2a. Master Warning or
ELEC EMER CONFIG
2b. Master Caution as well. If so, press to extinguish it.
HYD G RSVR OVHT
The pilot monitoring completes each quadrant before going on to the next one. - PTU…………………………….……….OFF
Quadrant A, Do the "BLUE TO DO" actions -- G SYS LO PR
After each you say, "Clear ECAM?" and the pilot flying responds, "Clear ECAM." Y ENG 2 PUMP LO PR
Quadrant C will list affected System(s), etc., -- read off each item. Finally, C
"ECAM Status Checked, no change."
BOXED PRIMARY SYSTEM FAILURES C
QUADRANT B INDICATED SYSTEM WIT
CLICK EITHER TO EXTINGUISH THE MASTER CAUTION LIGHTS AND CONTINUE TO DO SOME FUEL ECAM ACTIONS.
CLICK EITHER TO EXTINGUISH THE MASTER CAUTION LIGHTS AND CONTINUE TO DO SOME FUEL ECAM ACTIONS.
MASTER MASTER
WARN WARN
"CHIME"
MASTER MASTER
TOP CAUT CAUT
MASTER MASTER
WARN WARN
FUEL LEFT TANK PUMP 1
PRESSURE.
MASTER MASTER
CAUT CAUT
MASTER CAUTION LIGHTS ARE
FUEL LBS
F. USED 1 F. USED 2 FUEL L TANK PUMP 1 LO PR
FOB
1130 APU 1140 - TK PUMP (AFFECTED)…..………….
15080
LEFT RIGHT To perform the ECAM Action, click

CTR the
LEFT TANK PUMP SWITCH.
LO
ENG 1
1560 5980 0 5980 1560 1 LEFT TANK

PUMPS
FAULT
15 ºC 14 14 ºC 15
OFF
SOME AIRBUS ECAMS MA
TOP
FUEL LBS
F. USED 1 F. USED 2 FUEL L TANK PUMP 1 LO PR
FOB
1330 APU 1440
14580
Now that the Pump has been switch

AMBER and the Pump Switch OFF
LEFT RIGHT
CTR
FAULT
1560 5780 0 5680 1560 OFF
15 ºC 14 14 ºC 15 PM: "Clear ECAM?"

PF : "Clear ECAM."
PM: Action is to click on the CLEAR
pb.
TOP
FUEL LEFT TANK PUMP 1 LOW PRESSURE,
finished.
FUEL LBS
F. USED 1 F. USED 2
FOB
1360 APU 1480
14510
PM: will read off the list of items in Q

In this case there are none.
PM: will read off the INOP SYSTEM
LEFT RIGHT "INOP SYSTEM, LEFT TANK
CTR
1560 5750 0 5640 1560

PM: "Clear STATUS?"
PF : "Clear STATUS."
15 ºC 14 14 ºC 15 PM: Action would be to click on the
pbs.
STS
TOP
MASTER MASTER
WARN WARN But then, later on, MAS

"CHIME"
MASTER MASTER
CAUT CAUT SOMETHING ELSE H
YOU MAY EXPERIEN

ATTEMPT TO BALAN
CASE YOU WOULD N
ECAM BECAUSE YOU
PLACE THE MODE S
TOP
MASTER MASTER
WARN WARN
FUEL LEFT TANK PUMP 1 a
MASTER MASTER
CAUT CAUT
MASTER CAUTION LIGHTS ARE EX
FUEL LBS FUEL L TANK PUMP 1+2 LO PR

F. USED 1 F. USED 2 - FUEL MODE SEL ……………..………..MAN
FOB - L TK PUMP 2 …………...……………….OFF
1860 APU 1980
13510
WHEN L TK FUEL RQRD:
- L TK FEED ……………...…….GRVTY ONLY
- PROC: GRVTY FUEL FEEDING
LEFT RIGHT
CTR
PERFORM THE ECAM ACTION -- SEL
LO
ENG 1
ENG 1
80
1560 4340 0 4360 1560
1 LEFT TANK
PUMPS
15 ºC 14 14 ºC 15
FAULT FAULT
OFF OFF
TOP
FUEL LEFT TANK PUMP 1 and 2 LOW PRESSURE

F. USED 1 F. USED 2 - L TK PUMP 2 …………...……………….OFF
FOB
1880 APU 2000 WHEN L TK FUEL RQRD:
13470
- PROC: GRVTY FUEL FEEDING
LEFT RIGHT
CTR
MODE SEL pb -- MAN IS NOW ILLUMIN
PERFORM THE ECAM ACTION --
LO 0 SELECT LT TK PUMP 2 -- OFF
ENG 1
1560 4820 0 4840 1560
1 LEFT TANK
15 ºC 14 14 ºC 15 PUMPS
FAULT FAULT
OFF OFF
TOP

F. USED 1 F. USED 2
FOB WHEN L TK FUEL RQRD:
1900 APU 2020
13430 - PROC: GRVTY FUEL FEEDING
LEFT RIGHT
CTR
THEN, WHEN AND IF LEFT TANK FUE
FEEDING PROCEDURE -- APPLY; XF
ENG 1
1560 4820 0 4840 1560
1 LEFT TANK
15 ºC 14 14 ºC 15 PUMPS
FAULT FAULT
OFF OFF
TOP

F. USED 1 F. USED 2
FOB WHEN L TK FUEL RQRD:
1920 APU 2040
13390 - PROC: GRVTY FUEL FEEDING
XFEED -- OPEN Light IS NOW ILLUMIN

LEFT SYMBOL IS IN-LINE.
RIGHT
CTR ENG 1
1 LEFT TANK
PUMPS
FAULT FAULT
1560 4820 0 4840 1560 OFF OFF
15 ºC 14 14 ºC 15 WHEN THE ECAM ACTIONS ARE CO

PM: CLEAR ECAM?
PF : CLEAR ECAM.
TOP
STATUS
FUEL LBS - L TK FEED ……………...…….GRVTY ONLY
F. USED 1 F. USED 2 - PROC: GRVTY FUEL FEEDING
FOB
F. USED 1 F. USED 2 - PROC: GRVTY FUEL FEEDING
FOB
1940 APU 2060 CTR TK FEED: MAN ONLY
13350
AFTER PNF READS STATUS LIST AND

LEFT RIGHT
PM: CLEAR STATUS?
CTR
PF: CLEAR STATUS
ENG 1
1560 4820 0 4840 1560

1 LEFT TANK
PUMPS
15 ºC 14 14 ºC 15
FAULT FAULT
OFF OFF
TOP
FUEL LBS
F. USED 1 F. USED 2
FOB
1970 APU 2080
13300
THIS IS WHAT IS LEFT UNTIL THE S

LEFT RIGHT
WHEN THE STATUS LIST WILL AUTO
CTR FOR REVIEW BY THE PILOTS.
ENG 1
1560 4810 0 4840 1560
1 LEFT TANK
PUMPS
15 ºC 14 14 ºC 15
FAULT FAULT
OFF OFF
END
TOP
SHIFT RIGHT
FUEL USED RESETS

TO ZERO ON ENGINE
START. THE ENGINE
NUMBER IS AMBER ENG 1 APU
X FEED
ENG 2
WHEN BELOW IDLE. OPEN
ON
FUEL USED IS XX CTR TK CTR TK
WHEN DATA IS 1 LEFT TANK
PUMPS
2 PUMP 1
MODE SEL
PUMP 2 1 RIGHT TANK
PUMPS
2
UNRELIABLE. FAULT FAULT FAULT

FAULT A
U
FAULT FAULT FAULT
MAN T
FOB FQI is
NORMAL FOB. INACCURATE.
FOB
15040
1. CENTER TANK PUMPS NOTE: Another answer

A) FAILED from a line pilot:
B) SWITCHED OFF CTR Tank Xfer Valves
2. BOTH TRANSFER VALVES failed to OPEN
FAILED TO OPEN WHEN
INNER CELL LOW LEVEL.
ENG 1 APU
X FEED
ENG 2
OPEN
ON
ACT CTR TK CTR TK
2 FAULT A L XFR R XFR
PUMPS PUMPS
U
T
O
2 FAULT A L XFR R XFR
PUMPS U
PUMPS
T FAULT A
FAULT FAULT FWD O
FAULT U FAULT FAULT FAULT
T
MAN O
1. CENTER TANK PUMPS

A) FAILED
B) SWITCHED OFF
2. BOTH TRANSFER VALVES
FAILED TO OPEN WHEN
INNER CELL LOW LEVEL.
MAL INDICATIONS. FQI is INACCURATE.
2000
TRIANGLE -- FUEL TRANSFERRING.
ALL PUMPS ARE OFF

ENG 1
LEFT TANK 2
PUMPS
FAULT
OFF
Fuel Used will reset to ZERO upon Engine is START.

Engine Identifier will also change to WHITE.
Switching the Left Tank Pump #1to ON will

make the ECAM Symbol become In-line.
Gross Weight will also appear after both

Engines are started, if entered on the FUEL PRED Page.
you fail to enter this GW / CG Data, then the aircraft

will not be able to compute for Managed Speeds.
LEFT SIDE IS SUPPLYING THE APU.
SOME MORE DATA DISPLAYED.
COMMON FUEL ECAM MESSAGES
CTR TK FEEDG
HIS MAY HAPPEN DURING REFUELING OPS.
CTR TANK PUMP 1 LO PR CTR TK FEEDG

- FUEL X FEED…………………….………ON
- CTR TK PUMP 1……………………….OFF
THESE ARE THE SWITCHES INVOLVED.

APU X FEED
OPEN
ON
CTR TK CTR TK
MODE SEL
PUMP 1 PUMP 2
FAULT A
FAULT U FAULT
T
MAN O
OFF OFF
NE NUMBER CHANGES TO WHITE.
L USED IS RESET TO ZERO.
PS ARE IN-LINE AND PRESSURIZED.

NE NUMBER CHANGES TO WHITE.
L USED IS RESET TO ZERO.
PS ARE IN-LINE AND PRESSURIZED.
NTER TANK PUMP OPERATION.
NTER TANK WILL FEED UNTIL THE SLATS ARE EXTENDED.
LE THEY ARE OFF, THE SYMBOLOGY IS STILL GREEN

AUSE THIS IS NORMAL.
:
e are no CTR TK FEEDG messages.
to the lack of Outer Tanks, there are no OUTR TK FUEL XFRD messages.
message, FOB BELOW 3 T will occur when Fuel Quantity in either Wing
ss than 1500 KG (3300 LBS).
g Tank may overflow (turns AMBER).
enter Tank Transfer Valve on that side CLOSES automatically, and
l REOPEN when about 550 LBS of Fuel has been used.
ght with Slats retracted, there is a QRH procedure for when
er Tank < 6415 and one ACT has > 550.
ECAM ACT XFR FAULT procedure is done -- this will result with
sable Fuel remaining in the ACT.
MPLE OF: RIGHT OUTER TANK LOW TEMPERATURE
R OUTER TK LO TEMP CTR TK FEEDG

GALLEY……………….………………….OFF
- ENG 1 F FLOW INCREASE
IF TEMP ABV 65 DEG C

- APU……………………...……….AS RQRD
- IDG 1…………………………………....OFF
XAMPLE PURPOSES ONLY.
B
NAV
F/CTL
AUTO FLT
……………….……….OFF F/CTL
PUMP ………………OFF
CAB PRESS
HYD
FUEL
STATUS D
INOP SYS
GALLEY
IMARY SYSTEM FAILURES CAUSE THE

T B INDICATED SYSTEM WITH A STAR.
M ACTIONS.
M ACTIONS.
EL LEFT TANK PUMP 1 LOW

ESSURE.
ASTER CAUTION LIGHTS ARE EXTINGUISHED.
L TANK PUMP 1 LO PR CTR TK FEEDG

- TK PUMP (AFFECTED)…..………….OFF
(Unrelated to the exercise)
erform the ECAM Action, click on
T TANK PUMP SWITCH.

PH CH 21 WILL ADVISE:
ENG 1 LIMIT ALT TO 35,000 IF
A SINGLE PUMP FEEDS
BOTH ENGINES WITH
LEFT TANK
HOT JET B (FUEL TEMP
2
PUMPS ABOVE 30º C).
FAULT
OFF
SOME AIRBUS ECAMS MAY SAY: L TK PUMP 1 …… OFF
L TANK PUMP 1 LO PR CTR TK FEEDG
that the Pump has been switched OFF, the Fuel Symbol is now
ER and the Pump Switch OFF Light is illuminated.
ENG 1
1 LEFT TANK 2
PUMPS
FAULT FAULT
OFF OFF
ar ECAM?"
ear ECAM."
n is to click on the CLEAR CLR
STATUS INOP SYS
L TK PUMP 1
will read off the list of items in Quadrant C.

In this case there are none.
will read off the INOP SYSTEMS List,
"INOP SYSTEM, LEFT TANK PUMP NO. 1."
ENG 1
1 LEFT TANK 2
PUMPS
FAULT FAULT
"Clear STATUS?" OFF OFF
: "Clear STATUS."
Action would be to click on the CLEAR or STATUS
STS CLR
But then, later on, MASTER CAUTION, "CHIME" ….
SOMETHING ELSE HAS HAPPENED…
YOU MAY EXPERIENCE THIS SHOULD YOU

ATTEMPT TO BALANCE THE FUEL. IN THAT
CASE YOU WOULD NOT ACCOMPLISH THIS
ECAM BECAUSE YOU DO NOT WANT TO
PLACE THE MODE SELECTOR TO MANUAL.
LEFT TANK PUMP 1 and 2 LOW PRESSURE
ER CAUTION LIGHTS ARE EXTINGUISHED.
L TANK PUMP 1+2 LO PR CTR TK FEEDG

MODE SEL ……………..………..MAN
PUMP 2 …………...……………….OFF
L TK FUEL RQRD:
FEED ……………...…….GRVTY ONLY
C: GRVTY FUEL FEEDING
M THE ECAM ACTION -- SELECT MODE SEL pb -- MAN.
ENG 1 APU
X FEED
ENG 1 APU
X FEED
OPEN
ON
CTR TK CTR TK
LEFT TANK MODE SEL
2 PUMP 1 PUMP 2
PUMPS
FAULT A
FAULT FAULT U FAULT
T
MAN O
OFF OFF OFF

PUMP 2 …………...……………….OFF
L TK FUEL RQRD:
EL pb -- MAN IS NOW ILLUMINATED WHITE.

M THE ECAM ACTION --
LT TK PUMP 2 -- OFF
ENG 1 APU
X FEED
OPEN
ON
CTR TK CTR TK
LEFT TANK MODE SEL
2 PUMP 1 PUMP 2
PUMPS
FAULT A
FAULT FAULT U FAULT
T
OFF MAN O
OFF OFF
L TK FUEL RQRD:
HEN AND IF LEFT TANK FUEL IS REQUIRED: GRAVITY FUEL

G PROCEDURE -- APPLY; XFEED -- OPEN
ENG 1 APU
X FEED
OPEN
ON
CTR TK CTR TK
LEFT TANK MODE SEL
2 PUMP 1 PUMP 2
PUMPS
FAULT A
FAULT FAULT U FAULT
T
MAN O
OFF OFF OFF
L TK FUEL RQRD:
OPEN Light IS NOW ILLUMINATED.

OL IS IN-LINE.
ENG 1 APU
X FEED
OPEN
ON
CTR TK CTR TK
LEFT TANK MODE SEL
2 PUMP 1 PUMP 2
PUMPS
FAULT A
FAULT FAULT U FAULT
T
MAN O
OFF OFF OFF
HE ECAM ACTIONS ARE COMPLETED,

EAR ECAM?
LEAR ECAM. CLR
STATUS INOP SYS

EED ……………...…….GRVTY ONLY
GRVTY FUEL FEEDING L TK PUMPS
EED ……………...…….GRVTY ONLY
GRVTY FUEL FEEDING L TK PUMPS
K FEED: MAN ONLY
PNF READS STATUS LIST AND THEN INOP SYSTEMS LIST,
EAR STATUS?
CLEAR STATUS STS
ENG 1 APU
X FEED
OPEN
ON
CTR TK CTR TK
LEFT TANK MODE SEL
2 PUMP 1 PUMP 2
PUMPS
FAULT A
FAULT FAULT U FAULT
T
MAN O
OFF OFF OFF
CTR TK FEEDG
STS
WHAT IS LEFT UNTIL THE SLATS ARE EXTENDED,

THE STATUS LIST WILL AUTOMATICALLY REAPPEAR
EVIEW BY THE PILOTS.
ENG 1 APU
X FEED
OPEN
ON
CTR TK CTR TK
LEFT TANK MODE SEL
2 PUMP 1 PUMP 2
PUMPS
FAULT A
FAULT FAULT U FAULT
T
MAN O
OFF OFF OFF
LEFT
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Da
ays (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
Productions LLC
TOC 2 3 4 ECAM CONTROL PANEL CENTER OVERHEAD LOWER OVERHEAD
EGT
NORMAL DISPLAYS
APU
APU GEN AVAIL APU
32 %
116 V BLEED MASTER SW
400 HZ FAULT
ON
10 N START
% AVAIL
ON
0
100
10
7 EGT
C
3
580
ABNORMAL DISPLAYS
APU
APU GEN AVAIL
101 %
121 V BLEED
411 HZ
101 %
121 V BLEED
411 HZ XX PSI
10 N
FUEL LO PR
%
0
108 FLAP OPEN
10 LOW OIL
7 EGT LEVEL
C
3
1050
TOP
BEFORE START
APU
APU GEN
XX %
XX V BLEED
XX HZ 1 PSI
10 N
%
0
0
10
7 EGT
C
3
0
TOP
WHAT will CAUSE an AUTO

APU a FAULT Light, (+ ECAM CA
APU GEN
32 %
116 V BLEED
APU
400 HZ 35 PSI
MASTER SW
FAULT
10 N ON
%
START
0
108 AVAIL
FLAP ON
10
7 EGT
C
3
1050
TOP
NORMAL DISPLAYS
NORMAL DISPLAYS
BEFORE START
WHAT will CAUSE an AUTOSHUTDOWN?
FAULT Light, (+ ECAM CAUTION) Appears for:
APU FIRE --
ON THE GROUND ONLY
OVERSPEED
LOSS OF OVERSPEED PROTECTION
UNDERSPEED
NO ACCELERATION
SLOW START
EGT OVERTEMPERATURE
NO FLAME
REVERSE FLOW
LOW OIL PRESSURE
HIGH OIL TEMPERATURE
AIR INLET FLAP NOT OPEN
ECB FAILURE
DC POWER LOSS
(BATT -- OFF when aircraft
on Batteries ONLY)
© 1999, 2000, 2001, 2002, 2003, 2004, 2005
, 2001, 2002, 2003, 2004, 2005 Red Triangle Productions LLC
TOC 2 3 4 CENTER OVERHEAD RIGHT OVERHEAD ECAM CONTROL PANEL SHIFT RIGHT
A319 / A320
COND TEMP F PACK FLOW

FAN ALTN MODE FAN LO
NORM
HI

PACK 1
70 72 79 FAULT
PACK 1
OFF
C H C H C H
HOT ENG 1 BLEED
AIR FAULT
AFT OFF
85
79 A321
ECON FLOW
C H OFF
HOT PACK 1
AIR FAULT
PACK 1
OFF
ENG 1 BLEED
FAULT
OFF
SOME FAILURE DISPLAYS
COND TEMP F
COND TRIM AIR SYS FAULT
- FWD CAB TRIM VALVE
70 72 79 THERE IS NO ACTION TO DO EXCEP

CLEAR ECAM? CLEAR ECAM.
THERE IS NO ACTION TO DO EXCEP
H H CLEAR ECAM? CLEAR ECAM.
C C C H
HOT
AIR
AFT 85
177
CARGO HEAT
HOT AIR
FAULT
C H OFF
AFT
HOT
AIR
COLD
TOP
ONE OF THREE TRIM VALVE FAILUR

COND TEMP F
CKPT 65 FWD 72 AFT 75 COND TRIM AIR SYS FAULT

- AFT CAB TRIM VALVE
70 72 81
C H C H C H
HOT
AIR THERE IS NO ACTION TO DO EXCEP
AFT 85 CLEAR ECAM? CLEAR ECAM.
79
C H
HOT PACK 2
AIR
TOP
TEMPERATURE CONTROL DATA
PACK REG DUAL ZONE CONTROL COMPUTE

COND TEMP F
CKPT XX FWD XX AFT XX
XX XX XX
C XX H C XX H C XX H
HOT PACK 1 GETS SET TO 68
xx AIR PACK 2 GETS SET TO 50
AFT 85
79
C H
HOT
AIR
TOP
FAULT
OFF

PACK 2
FAULT
OFF
AUTO
SHUT OPEN
FAULT FAULT FAULT
START GND HP START
OFF ON OFF
O N
FAULT
OFF

PACK 2
FAULT
OFF
AUTO
RAM AIR
ENG 1 BLEED APU BLEED ENG 2 BLEED
SHUT OPEN
FAULT FAULT FAULT
START GND HP START
OFF ON OFF
O N
E FAILURE DISPLAYS
TRIM AIR SYS FAULT

- FWD CAB TRIM VALVE
HOT AIR
FAULT
OFF
IS NO ACTION TO DO EXCEPT:
ECAM? CLEAR ECAM.
IS NO ACTION TO DO EXCEPT:
ECAM? CLEAR ECAM. PACK 2
FAULT
PACK 2
OFF
AFT ISOL VALVE
FAULT
OFF
AFT
HOT
THREE TRIM VALVE FAILURES
TRIM AIR SYS FAULT

- AFT CAB TRIM VALVE
S NO ACTION TO DO EXCEPT: ONE OF THREE TRIM VALVE FAILURES:

ECAM? CLEAR ECAM. CKPT TRIM VALVE
FWD CAB TRIM VALVE
AFT CAB TRIM VALVE
HOT AIR
FAULT
HIGH PRESSURE HAS BEEN DETECTED
OFF
DOWNSTREAM OF THE:
HOT AIR PRESSURE REGULATING VALVE
PACK 2
FAULT
PACK 2
OFF
L ZONE CONTROL COMPUTER FAILURE
ACK 1 GETS SET TO 68º F

ACK 2 GETS SET TO 50º F
RED TRIANGLE PRODUCTIONS (registered 3-15-99) To

LEFT
CTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Ligh
erties] Visual Oral Switch / Light Guide (trademark protected)
TOC 2 3 4 ECAM CONTROL PANEL LEFT OVERHEAD
P
P A319
DOOR/OXY OXY 1499 PSI

A319 DIMENSIONS:
V/S 0 FT/MN LENGTH:
111' / 33.84M
WINGSPAN:
111'10" / 34.1M
SLIDE SLIDE HEIGHT:
39'11" / 12.17M
MINIMUM PAVEMENT TO
TURN 180º (THEORETICAL
67'9" / 20.64M
MINIMUM DISTANCE TO CL
SLIDE SLIDE AIRCRAFT, 180º (WINGTI
70'10" / 21.58M
CREW
SLIDE SLIDE
OFF
A320
OXY 1535 PSI
DOOR/OXY
V/S 0 FT/MN A320 DIMENSIONS:
LENGTH:
123'3" / 37.57M
WINGSPAN:
SLIDE SLIDE
111'10" / 34.1M
HEIGHT:
39'10" / 12.14M
MINIMUM PAVEMENT TO
75'2" / 22.9M
MINIMUM DISTANCE TO CL
AIRCRAFT, 180º (WINGTI
72'2"/ 21.99M
123'3" / 37.57M
WINGSPAN:
111'10" / 34.1M
HEIGHT:
39'10" / 12.14M
MINIMUM PAVEMENT TO
75'2" / 22.9M
SLIDE SLIDE MINIMUM DISTANCE TO CL
AIRCRAFT, 180º (WINGTI
72'2"/ 21.99M
SLIDE SLIDE
TOP
A321
OXY 1535 PSI
DOOR/OXY A321 DIMENSIONS:
V/S 0 FT/MN LENGTH:
146' / 44.51M
WINGSPAN (1):
111'3" / 33.9M
SLIDE SLIDE HEIGHT:
39'8" / 12.09M
MINIMUM PAVEMENT TO
90'7" / 27.6M
SLIDE SLIDE MINIMUM DISTANCE TO CL
AIRCRAFT, 180º (TAIL):
80'5" / 24.5M
(1) May be due to the

that the A321 uses dou
SLIDE SLIDE slotted Slats, unlike
other models.
SLIDE SLIDE
TOP
AMBER
OXY 399 PSI CONDITIONS
DOOR / OXY
REG LO PR
AVIONIC V/S 0 FT/MN
DEPICTION IS FOR DEMONSTRA
CABIN OF COLORS ONLY, NOT NECESS
ACCURACY FOR A SPECIFIC MO
CARGO
CREW
EMER SLIDE
EXIT OFF
CARGO
SLIDE CABIN
TOP
A319 DIMENSIONS:
LENGTH:
111' / 33.84M
WINGSPAN:
111'10" / 34.1M
HEIGHT:
39'11" / 12.17M
MINIMUM PAVEMENT TO
TURN 180º (THEORETICAL):
67'9" / 20.64M
MINIMUM DISTANCE TO CLEAR
AIRCRAFT, 180º (WINGTIP):
70'10" / 21.58M
A320 DIMENSIONS:
LENGTH:
123'3" / 37.57M
WINGSPAN:
111'10" / 34.1M
HEIGHT:
39'10" / 12.14M
MINIMUM PAVEMENT TO
75'2" / 22.9M
72'2"/ 21.99M
123'3" / 37.57M
WINGSPAN:
111'10" / 34.1M
HEIGHT:
39'10" / 12.14M
MINIMUM PAVEMENT TO
75'2" / 22.9M
72'2"/ 21.99M
A321 DIMENSIONS:
LENGTH:
146' / 44.51M
WINGSPAN (1):
111'3" / 33.9M
HEIGHT:
39'8" / 12.09M
MINIMUM PAVEMENT TO
90'7" / 27.6M
AIRCRAFT, 180º (TAIL):
80'5" / 24.5M
(1) May be due to the fact

that the A321 uses double
slotted Slats, unlike the
other models.
AMBER
CONDITIONS
DEPICTION IS FOR DEMONSTRATION

OF COLORS ONLY, NOT NECESSARILY
CCURACY FOR A SPECIFIC MODEL.
CREW
OFF
RED TRIANGLE PRODUCTIONS (registered 3-1
© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red
PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Swit
01, 2002, 2003, 2004, 2005 Red Triangle Productions LLC
ile, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC 2 3 ECAM CONTROL PANEL MAIN LANDING GEAR
BRAKES SYSTEMS ALTERNATE BRAKES PARKING BRAKES
NORMAL BRAKES ACCUMULATORS ANTI SKID
AUTOBRAKES ! APPLICATION WARNING ! MAINTENANCE ACTION
GEAR UP
LND GEAR
WHEEL
UNLK
AUTO BRK
LO MED
STEERING
DECEL DECEL
L/G CTL ON ON
20 ºC 20 A/SKID 20 ºC 20
NO NWS STEERING or LOST
1 REL 2 ALTN BRK 3 REL 4 situation:
AUTO BRK
BRAKES ANTI SKID / NWS OFF
- BRK FAN ……………
MAX MAX BRK PR ……………..
LANDING GEAR DOWN, MEDIUM BRAKING, SPOILERS

DEPLOYED
WHEEL
STEERING
L/G CTL
STEERING
L/G CTL
160 ºC 140 110 ºC 110
1 ALTN BRK 3 REL

REL 2 AUTO BRK
4
MED
TOP
OTHER SYMBOLS and

MESSAGES
WHEEL
UP LOCK
UP LOCK UP LOCK
STEERING
L/G CTL
BRK FAN
300 ºC 320 150 ºC 110 HOT
A/SKID ON
1 REL 2 ALTN BRK 3 REL 4
AUTO BRK
TOP
LND GEAR BRK FAN !
UNLK UNLK
HOT
ON
! ! A/SKID &
AUTO BRK N/W STRG
MED MAX
ON
DECEL DECEL
ON ON
OFF
NO NWS STEERING or LOST ANTI SKID

ituation:
ANTI SKID / NWS OFF

- BRK FAN ……………….………………ON
MAX BRK PR ……………... 1000 PSI
!
RED TRIANGLE PRODUCTIONSRED
(regis
TRIANGLE PRODUCTI
© 1999, 2000, 2001, 2002, 2
RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Propert
ted), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC 2 LEFT OVERHEAD ECAM CONTROL PANEL WING FLIGHT CONTROLS HYDRAULIC SCHEMATIC HYDRAULIC ECAMS
F / CTL G B Y
SPD BRK
ELAC 1 SEC 1
L 2 2 R SPOILER DEFLECTE
AIL = 3 = AIL
B G PITCH TRIM G Y G B
SPOILER RETRACTE
-1.8 º UP
L R SPOILER FAULT DEF

ELEV RUD ELEV
G B Y
B G Y B
1 SPOILER FAULT RET
F / CTL THE DEPICTIONS OF FAILUR

G B Y
4 3 1 1 3
IS TO SHOW POTENTIAL CO
4
SPD BRK NOT ACCURACY IN AN
ELAC 1 SEC PARTICULAR CONFIGURA

1
L R OR
2 2
AIL = = AIL SPECIFIC SYSTEM FAU
3
B G G B
PITCH TRIM G Y
+3.2 º DN
PITCH TRIM G Y
+3.2 º DN
L R
ELEV RUD ELEV
G B Y
B G Y B
TOP
HYDRAULIC ECAMS CRUISE ECAM
SPOILER DEFLECTED > 2.5º
SPOILER RETRACTED
SPOILER FAULT DEFLECTED
SPOILER FAULT RETRACTED
THE DEPICTIONS OF FAILURES HERE
IS TO SHOW POTENTIAL COLORS,
NOT ACCURACY IN ANY
PARTICULAR CONFIGURATION
OR
SPECIFIC SYSTEM FAULT
REDRED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (cop
nd author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC
AC POSITION INVALID NEW CRZ ALT - HHHHH
ALIGN IRS NEW THR RED ALT - HHHH BLUE MESSAGES ARE ON THE EFIS PFD
ALT F-PLAN DELETED NON UNIQUE ROUTE IDENT
AWY/WPT MISMATCH NOT ALLOWED
CABIN RATE EXCEEDED NOT ALLOWED IN NAV
CHECK A/C POSITION NOT IN DATA BASE
CHECK APPR GUIDANCE ONLY SPEED ENTRY ALLOWED
CHECK DATA BASE CYCLE OPP FMGC IN PROGRESS
CHECK GW PAGE UPDATE IN PROGRESS
CHECK QFE PLEASE WAIT
CLK IS TAKEOFF TIME PRESS MCDU MENU KEY
CRZ FL ABOVE MAX FL RESET IRS TO NAV
CSTR DEL ABOVE CRZ FL REVISION NOT STORED
CSTR DEL UP TO WPT01 RWY/ILS MISMATCH
DECELERATE SEC F-PLN DELETED
DEFAULT STATE ASSUMED SELECT DESIRED SYSTEM
DELETING OFFSET SENSOR IS INVALID
XXXX IS DESELECTED SET SPEED AUTO
DEST/ALTN MISMATCH SET HOLD SPEED
DIR TO IN PROCESS SET VVTO
ENTER DEST DATA SPECIF NDB UNAVAIL
DISCONT AHEAD SPECIF VOR-D UNAVAIL
ENTRY OUT OF RANGE SPD LIM EXCEEDED
F-PLN ELEMENT RETAINED STEP ABOVE MAX FL
F-PLN FULL STEP DEFINED AT WPT01
FMS1/FMS2 A/C STS DIFF STEP DELETED
FMS1/FMS2 GW DIFF STORED ROUTE FULL
FMS1/FMS2 POS DIFF SPEED ERROR AT WPT01
FMS1/FMS2 SPD TGT DIFF TMPY F-PLN EXISTS
FORMAT ERROR TIME TO EXIT
INDEPENDENT OPERATION TOO STEEP PATH AHEAD
INITIALIZE WEIGHTS TUNE BBB FFF.FF
IRS ONLY NAVIGATION UNKNOWN PROGRAM PIN
LIST OF 10 IN USE USING COST INDEX-NNN
LIST OF 20 IN USE VERT DISCON AHEAD
NAV ACCUR DOWNGRAD WAIT FOR SYSTEM RESPONSE RED TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
NAV ACCUR UPGRAD
NEW ACC ALT - HHHH
B2: AC POSITION INVALID:

Invalid airplane position.
If the message has been cleared and access to the HOLD or
DIR TO page is attempted with invalid airplane position, the message reappears.
B3: ALIGN IRS:

Requires a return to INIT A page. Displayed when "ALIGN IRS" prompt has not been selected.
B4: ALT F-PLAN DELETED:

Alternate F-PLN has been automatically deleted when the F_PLN memory has been exceeded.
B5: AWY/WPT MISMATCH:

A VIA?GO TO on the LAT REV page is attempted and the revised (or GO TO) point is not on the entered airway.
B6: CABIN RATE EXCEEDED:

The computed airplane descent prediction exceeds the cabin's ability
to repressurize at the selected rate when within 200 mn of the destination.
B7: CHECK A/C POSITION:

Radio position differs from IRS position by more than 12 nm while DME/DME or VOR/DME inertial position mode remains valid.
B8: CHECK APPR GUIDANCE: on EFIS PFD

A non-ILS approach is part of the F-PLN and an ILS is manually-tuned on the RAD NAV page.
APP NAV and FINAL APP guidance modes are available.
B9: CHECK DATA BASE CYCLE:

The current date does not match the effective date in the active data base and a FROM/TO or CO RTE entry is made.
B10: CHECK GW:

FMS and FAC-computed gross weights differ by more than 5 tons.
B11: CHECK QFE:

At transition to QFE a difference of more than 100 feet is detected between QFE and
the altitude predicted using the QNH set in the PERF page and the data base airport elevation.
B12: CLK IS TAKEOFF TIME:

An estimated takeoff time (ETT) constraint (UTC constraint at departure airport) is
entered and the clock time becomes equal to the ETT constraint.
B13: CRZ FL ABOVE MAX FL:

The entered cruise altitude is above the computed maximum altitude.
B14: CSTR DEL ABOVE CRZ FL:

F-PLN altitude constraint has been deleted by the insertion of a cruise FL or step-down altitude which is at or below the F-PLN constraint.
B15: CSTR DEL UP TO WPT01:

A constraint has been deleted due to a transition to the go-around phase prior to sequencing the destination.
B16: DECELERATE: on EFIS PFD

The airplane is in the cruise or climb phase beyond the top of descent and in Managed speed.
B17: DEFAULT STATE ASSUMED:

All initialization data is cleared after a long term power interruption.
Generally, appears only when powering-up a new MCDU.
B18: DELETING OFFSET:

An offset is automatically deleted.
B19: XXXX IS DESELECTED:

The entry of a de-selected navaid is attempted on the RAD NAV or PROG page.
B20: DEST/ALTN MISMATCH:

Attempt is made to enter an alternate CO RTE that does not have the same origin as the primary destination.
B21: DIR TO IN PROCESS:
Accessing the VERT REV or LAT REV on one MCDU
with the DIR TO page displayed on the other MCDU.
B22: ENTER DEST DATA:

Wind, QNH, temperature at destination have not been entered and the aircraft is 180 mn from the destination.
B23: DISCONT AHEAD:

Appears 30 seconds prior to a lateral discontinuity when in the NAV mode,
or a modification is made with less than 30 seconds prior to the discontinuity.
B24: ENTRY OUT OF RANGE:

Attempted data entry is out of the range specified for the selected field.
B25: F-PLN ELEMENT RETAINED:

Attempt is made to delete stored navaids, waypoints, or
runways contained in any F-PLN, or those being tuned.
B26: F-PLN FULL:

The memory required is more than is available.
B27: FMS1/FMS2 A/C STS DIFF:

The message precedes a transition to the independent mode.
Also appears at power-up if a disparity appears in FMS data.
B28: FMS1/FMS2 GW DIFF:

On-side and off-side aircraft weights differ by more than 4410 lb.
B29: FMS1/FMS2 POS DIFF:

On-side and off-side aircraft positions differ by more than 5 nm.
B30: FMS1/FMS2 SPD TGT DIFF:

On-side and off-side target speeds differ by more than 5 kts.
B31: FORMAT ERROR:

The data does not meet the specified entry format for a given field.
B32: INDEPENDENT OPERATION:

Both FMGCs are operating independently of each other.
B33: INITIALIZE WEIGHTS:

ZFW or block fuel (FOB) are undefined after engine start.
B34: IRS ONLY NAVIGATION:

The aircraft is NOT in the Approach or Terminal Area and:
1. The airplane has been in the IRS mode for more than 10 minutes
OR
2. The airplane is in the IRS mode and starts the Descent Phase.
B35: LIST OF 10 IN USE:

An attempt has been made to enter more than 10 stored runways into the data base.
B36: LIST OF 20 IN USE:

An attempt has been made to create a waypoint when 20 are already in place.
B37: NAV ACCUR DOWNGRAD: on EFIS ND

Navigational accuracy has been downgraded from HIGH to LOW.
B38: NAV ACCUR UPGRAD: on EFIS ND

Navigational accuracy has been upgraded from LOW to HIGH.
B39: NEW ACC ALT - HHHH:

The acceleration altitude is re-assigned.
D2: NEW CRZ ALT - HHHHH:

The cruise altitude is redefined.
D3: NEW THR RED ALT - HHHH:
The thrust reduction altitude is redefined.
D4: NON UNIQUE ROUTE IDENT:

An attempt was made to enter a CO RTE identifier on the NEW ROUTE page
that is identical to an existing CO RTE identifier.
D5: NOT ALLOWED:

Data entry is not allowed in the selected field, or a line selected key action is not allowed.
D6: NOT ALLOWED IN NAV:

An attempt to modify the "TO" waypoint is made while in the NAV mode.
D7: NOT IN DATA BASE:

The entered CO RTE identification, FROM/TO pair, or place does not exist in the current data base.
D8: ONLY SPEED ENTRY ALLOWED:

A Mach entry is attempted for a preselected speed value on the CLB page.
D9: OPP FMGC IN PROGRESS:

Single FMGC mode automatically selected due to on-side FMGC failure.
Entries on either MCDU are transferred to the operating FMGC.
D10: PAGE UPDATE IN PROGRESS:

A line select key is pressed on the F-PLN page while prediction are being updated.
D11: PLEASE WAIT:

Re-synchronization between both FMGCs is in progress.
D12: PRESS MCDU MENU KEY:

The SUBSYSTEM page is displayed and the system which was selected does not respond.
D13: RESET IRS TO NAV:

An INIT position is present or has changed since IRS alignment, but none of the IRUs are in the ALIGN mode.
D14: REVISION NOT STORED:

A pilot-defined route or CO RTE (Active or Secondary F-PLN) is stored
and indicates that the following elements are not retained:
1. Pilot-entered Holds
2. Offsets
3. Modifications to Terminal Area procedures.
4. Pilot-entered constraints
5. FMS-created waypoints
D15: RWY/ILS MISMATCH:

CLB, CRZ, DES, APPR, or GO-AROUND phase and the ILS frequency entered on
the RAD NAV page does not match the associated ILS frequency at the destination runway,
or
Preflight or Takeoff phase and the ILS frequency entered on the RAD NAV page does
not match the associated ILS frequency for the departure runway.
D16: SEC F-PLN DELETED:

The Secondary F-PLN is automatically deleted when the memory is exceeded.
D17: SELECT DESIRED SYSTEM:

The MCDU MENU page is displayed.
D18: SENSOR IS INVALID:

Generated when:
1. FF or FQ, or FF+FQ, or FQ+FF is selected on the FUEL PRED page and the sensor(s) is invalid, or
2. FOB is entered alone and the FF sensor is Invalid.
D19: SET SPEED AUTO: on EFIS PFD

The airplane is in Selected Speed and a preselected speed does not exist for the next flight phase.
D20: SET HOLD SPEED: on EFIS PFD
The airplane is in Selected Speed, a Hold is inserted in the F-PLN,
the airplane is within 30 seconds of the Deceleration point,
and the Selected Speed differs by more than 5 kts from the Hold Speed.
D21: SET VVTO: on EFIS PFD

Vertical Velocity Takeoff
Message generated during Engine OUT mode using Selected Speed when:
1. FCU selected speed is greater than or equal to
Green Dot + 10 kts and ALT* or ALT are NOT active, or
2. FCU selected speed is less than or equal to Green Dot - 10 kts.
D22: SPECIF NDB UNAVAIL:

The desired NDB to be auto-tuned has been deselected.
NOTE: US Airways has no NDBs.
D23: SPECIF VOR-D UNAVAIL: on EFIS ND

The desired VOR, VOR-DME, or VORTAC to be auto-tuned has been deselected.
D24: SPD LIM EXCEEDED:

The airplane is more than 300 feet below the speed limit altitude
and exceeds the speed limit by more than 10 kts.
D25: STEP ABOVE MAX FL:

A step altitude has been entered that is above the predicted maximum altitude.
D26: STEP DEFINED AT WPT01:

A step exists and the STEP PRED page is accessed at a different point than where the existing step is defined.
D27: STEP DELETED:

A step is deleted due to an Engine OUT, insertion of another step, or
a prediction determination that the step cannot be flown (too near the TOD).
D28: STORED ROUTE FULL:

Three pilot-defined routes already exist.
D29: SPEED ERROR AT WPT01:

WPT01 = 5 character constraint waypoint.
In LNAV, a speed constraint is predicted to be missed by more than 10 kts.
The message is cleared when prediction is within 5 kts.
D30: TMPY F-PLN EXISTS:

Displayed when any line select key (except ERASE or INSERT) is selected or
when flight planning is attempted on the Secondary F-PLN while a Temporary F-PLN is displayed.
D31: TIME TO EXIT:

The airplane must leave the HOLD immediately to satisfy Fuel Reserve requirements.
D32: TOO STEEP PATH AHEAD:

Displayed in Cruise phase when within 150 nm of destination or
in Descent/Approach phase in the NAV mode and the descent profile is too steep.
D33: TUNE BBB FFF.FF:

VOR cannot be auto-tuned because of a manual VOR selection.
D34: UNKNOWN PROGRAM PIN:

System initialization fails due to an incompatible or undefined
airplane program pin combination with the FMGC software.
D35: USING COST INDEX-NNN:

A F-PLN exists and a ZFW or GW is entered prior to defining a Cost Index (CI).
The FMGC defaults to the last flight's CI.
D36: VERT DISCON AHEAD:

The aircraft is in DES mode, too steep of a profile exists on the next leg, and
the airplane is less than 30 seconds from the discontinuity.
D37: WAIT FOR SYSTEM RESPONSE:
The SUBSYSTEM WAIT page is displayed.
TOC GLOSSARY, ABBREVIATIONS AND
ACRONYMS
A I Q Y A319 DIFFERENCES:
B J R Z 1 2
C K S A321 DIFFERENCES:
D L T 1 3
E1 E2 M U 2 4
F1 F2 N V
G O W
H P1 P2 X
RED TRIANGLE
RED TRIANGLE PRODUCTIONS (re
© 1999, 2000, 2001, 2002, 2003, 200

D TRIANGLE PRODUCTIONS (registered 3-15-99) Todd Michael Edwards, owner and author, A320 US Airways (copyright protected), [for Dates see File, Properties] Vi
999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle Productions LLC
for Dates see File, Properties] Visual Oral Switch / Light Guide (trademark protected)
TOC
TYPE YOUR VALUE INTO THE RED CELL AND HIT ENTER ON YOUR
KEYBOARD.
ENTER RESULT ENTER RESULT ENTER
LENGTH
CM IN INCH CM KG
1.00 0.39 1.00 2.54 1.00
AREA
CM2 IN2 IN2 CM2 KM
1.00 0.16 1.00 6.45 1.00
VOLUME
CM3 IN3 IN3 CM3 KM
1.00 0.06 1.00 16.39 1.00
LENGTH
M FT FT M NAUTICAL
1.00 3.28 1.00 0.30 1.00
AREA
M2 FT2 FT2 M2 KM/HR
1.00 10.76 1.00 0.09 1.00
VOLUME
M3 FT3 FT3 M3 KM/HR
1.00 35.31 1.00 0.03 1.00
VOLUME
IMP GAL GAL IMP GAL GAL KPA
1.00 1.20 1.00 0.83 1.00
VOLUME
IMP GAL LT IMP GAL LT °C
1.00 4.55 1.00 0.22 100.00
VOLUME
LT GAL GAL LT °F
1.00 0.26 1.00 3.79 212.00
THE EXCEL VIEWER DOES NOT SUPPORT THESE FUNCTIONS.

HIT ENTER ON YOUR
RESULT ENTER RESULT

WEIGHT
LBS LBS KG
2.21 100.00 45.35
DISTANCE
MILES MILES KM
0.62 1.00 1.61
DISTANCE
MILES MILES KM
0.62 1.00 1.61
DISTANCE
MILES MILES NAUTICAL
1.15 1.00 0.87
VELOCITY
MPH MPH KM/HR
0.62 1.00 1.61
VELOCITY
KTS KTS KM/HR
0.54 1.00 1.85
PRESSURE
PSI PSI KPA
0.15 1.00 6.90
°F
212.00 TEMPERATURE
°C
100.00 TEMPERATURE
RT THESE FUNCTIONS.
TOC
YOU ARE AT THE END OF THE FILE. RED TRIANGLE PRODUCTIONS, LLC e-mail: todd@red
Photo of Todd Edwards
E-MAIL ME
If you find an inaccuracy, click here and let me know. Thank You. ?
RED TRIANGLE
A) IF YOU:
1. FIND AN INACCURACY, OR
2. HAVE A SUGGESTION,
3. And please tell me:
A) your AIRCRAFT,
B) SHEET NAME, and
C) the ITEM you are referring to;
AND
B) IF YOUR COMPUTER CAN ESTABLISH A CONNECTION WITH THE INTERNET,

THEN CLICK ABOVE AS INDICATED TO INITIATE AN EMAIL TO RED
TRIANGLE.
BE PATIENT, GIVE YOUR COMPUTER A MINUTE OR TWO TO ESTABLISH THE

CONNECTION. YOU MAY THINK IT IS DOING NOTHING, BUT IT WILL WORK.
e-mail: todd@redtriangle.com
E-MAIL ME
Red Triangle Productions LLC
© 1999, 2000, 2001, 2002, 2003, 2004, 2005 Red Triangle Prod

This File Was Updated On: March 20, 2005

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

This File Was Updated On: March 20, 2005

Uploaded by

Copyright:

Available Formats

RED TRIANGLE PRODUCTIONS LLC (registered), copyrighted 1999-2005, Visual Oral Switch-Light Guide (trademark)

Video cards are inexpensive and

Now, on to the fun stuff… and SCROLL DOWN to see everything.

CURSOR (greatly enlarged)

YOU CAN IGNORE THESE BUTTONS.

YOU CAN SEE MORE SHEET NAMES

EXAMPLE: YOU ARE CURRENTLY ON THE

UNABLE: The Video Card in your

deo cards are inexpensive and

w every line and type every

ause "big companies" can

s. I cannot be responsible for

THIS IS THE WEB TOOLBAR.

MORE HELPFUL INST

1. Use Page Up and Page D

2. If you have scrolled / jum

3. Your mouse may have "s

5. In the FULL EXCEL progr

MORE HELPFUL INSTRUCTIONS:

Use Page Up and Page Down to scroll on a Sheet.

f you have scrolled / jumped someplace on a Sheet,

Your mouse may have "smart mouse" technology:

On some Smart Mouse' holding down the Ctrl Key while

n the FULL EXCEL program, on your keyboard,

Red Triangle Productions LLC

CK ON SYSTEM DISPLAY PAGE BUTTONS TO GO

ENG BLEED PRESS ELEC HYD FUEL

APU COND DOOR WHEEL F/CTL ALL

CLR STS RCL CLR

BLEED AIR COND ELECTRICAL HYDRAULIC FUEL CRUISE ECAM

HEMATICS and DIAGRAMS

RED TRIANGLE PRODUCTIONS (registered 3-1

Function 3 EFIS ARCHITECTURE

EVAC COMMAND HORN SHUTOFF CAPT & PURS

EMER ELEC TEST

EGPWS TERRAIN SYS G/S MODE FLAP MODE LDG FLAP 3

OXYGEN MASK MAN ON

A321 FWD MID EXIT EMER

MECH ALL AFT

© 1999 - 2005 Red Triangle Productions LLC

A3: Systems Theory:

Pilot Actions are "Blue-to-do"

Abnormal Law: Unusual Attitudes

FOR MORE DETAILS:

A8: Integration of systems:

A9: INTEGRATION, part two:

Air Data Computers (ADC) convert pneumatic information from

IRS (laser gyroscope) is initialized through the FMGC.

Each ADR or IR can be switched OFF.

A12: GLOBAL POSITIONING SYSTEM (GPS):

The aircraft has two independent GPS Receivers.

ACQUISITION MODE begins at power up or during long satellite signal loss.

A16: Flight Augmentation Computer:

A17: Flight Augmentation Computer:

Flight Envelop Function

A18: Flight Augmentation Computer:

Low Energy Warning Function

Windshear Detection Function

Envelop of detection is active when Configuration is 1 or more, and:

ELAC SEC FAC

A22: Alternate Law:

There are only 3 Mechanical controls in the cockpit:

WARNING: "TERRAIN AHEAD, PULL UP"