A320 Gen Fam

A320 FAMILY
GENERAL
FAMILIARISATION
JASON SP
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KLIA 2017
• A320 FAMILY
• AIRCRAFT GENERAL
• The Single Aisle is the most advanced family aircraft in service today,with fly-by-wire flight controls.
• The A318, A319, A320 and A321 are twin-engine subsonic medium range aircraft.
• The family offers a choice of engines:
• - International Aero Engines and CFM International for the A319, A320 and A321.
• - Pratt & Whitney and CFM International for the A318.
• AIRCRAFT DIMENSIONS
• The picture shows the main dimensions for the A320.
• The A318, A319 and A321 have exactly the same dimensions except that:
• - the A318 is 6.12 m (20.08 ft) shorter and 1.18 m (3.85 ft) higher,
• - the A319 is 3.74 m (12.28 ft) shorter,
• - the A321 is 6.93 m (22.75 ft) longer
• FAMILY RANGE
• With a Maximum Take-Off Weight (MTOW) of 77 tons (170000 lbs),the A320 has a range of 3600 Nm
as shown above.
• - For the A318, with an MTOW of 66 tons (145500 lbs), it is 3900 Nm.
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• DOOR HEIGHTS
• The following picture shows the different door heights.
RAT
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• COMPOSITE STRUCTURES
• The picture shows the composite structures included in Single Aisle
• family aircrafts..
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• FUSELAGE
• The station (STA) number is the distance in millimeters of the cross-section from a reference point. The
reference (X=0) for all structural measurements in the X-axis is located 2.54 m (100 in) forward of the
aircraft.
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• FUSELAGE
• A320 with Wing Fence
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• FUSELAGE
• A320 with Sharklet
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• FUSELAGE
• A320NEO.
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• VERTICAL STABILIZER
• For the vertical stabilizer the reference station is Z=0 at the vertical Z-axis. Due to the fin tip extension,
the A318 station numbers have changed. The new rib 12N is on the STA5970.
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• HORIZONTAL STABILIZER
• For the horizontal stabilizer the reference station is Y=0 at the horizontal Y-axis.
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• WING
• For wings, the reference station is the wing reference axis that is located at 1868 millimeters (73.54 in)
from the aircraft X-axis.
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• GROUND SERVICE CONNECTIONS
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• JACKING.
• - At not more than 59 000 kg (130 073 lb),
• - Within the limits of the permissible wind speed when the aircraft is not in a closed
environment.
• Primary Jacking Points

• The aircraft is provided with three primary jacking points:
• - One located under the forward fuselage (FR8),
• - Two located under the wings (one under each wing, located at the intersection of RIB9 and
• the datum the rear spar).
• Three jack adapters are used as intermediary parts between the aircraft and the jacks:
• - One male spherical jack adapter of 19 mm (0.75 in) radius, forming part of the aircraft
• structure (FR8),
• - Two wing jack pads (one attached to each wing at RIB9 with 2 bolts) for the location of the
• jack adaptor.
• Wing jack pads are ground equipment.

• Auxiliary Jacking Points (Safety Stay)
• When the aircraft is on jacks, it is recommended that a safety stay be placed under the
• fuselage, between FR73 and FR74, to prevent tail tipping caused by accidental displacement of
the center of gravity.
• The safety stay must not be used to lift the aircraft.
• A male spherical ball pad with a 19 mm (0.75 in) radius, forming part of the aircraft structure, is
provided for using the safety stay.
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• JACKING POINTS.
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• JACKING POINTS.
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• JACKING POINTS.
• FORWARD JACKING POINT
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• JACKING POINTS.
• MAIN JACKING POINT(S)
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• JACKING POINTS.
• SAFETY STAY
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• MAIN LANDING GEAR JACKING.
• General
• Landing gear jacking will be required to lift the landing gear wheels off the ground.
• NOTE: You can lift the aircraft at Maximum Ramp Weight (MRW).
• NOTE: The load at each jacking position is the load required to give a 25.4 mm (1 in)
clearance
• between the ground and the tire.
• Main Gear Jacking (Twin Wheel)

• The main gears are normally jacked up by placing a jack directly under the ball pad.
• The ball spherical radius is 19 mm (0.75 in).
• It is also possible to jack the main gear using a cantilever jack.
• Main Gear Jacking (4-Wheel Bogie)

• The fore and aft pairs of MLG wheels can be jacked by placing a jack directly under the ball
pads located at each end of the bogie beam.
• The ball spherical radius is 19 mm (0.75 in).
• Nose Gear Jacking

• For nose gear jacking, a 19 mm (0.75 in) radius ball pad is fitted under the lower end of the
shock-absorber sliding tube. Jacking can be accomplished either by placing a jack directly
under the ball pad, or using an adapter fitting provided with an identical ball pad.
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• JACKING POINTS.
• NOSE LANDING GEAR (AXLE)
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• JACKING POINTS.
• MAIN LANDING GEAR – 2 WHEEL
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• JACKING POINTS.
• MAIN LANDING GEAR – BOGIE
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• Leveling, Symmetry and Alignment
• Quick Leveling
• There are three alternative procedures to level the aircraft:
• - Quick leveling procedure with Air Data/Inertial Reference Unit (ADIRU).
• - Quick leveling procedure with a spirit level in the passenger compartment.
• - Quick leveling procedure with a spirit level in the FWD cargo compartment.
• Precise Leveling
• For precise leveling, it is necessary to install sighting rods in the receptacles located under the
• fuselage (points 11 and 12 for longitudinal leveling) and under the wings (points 2LH and 2RH
for lateral leveling) and use a sighting tube. With the aircraft on jacks, adjust the jacks until the
• reference marks on the sighting rods are aligned in the sighting plane (aircraft level).
• Symmetry and Alignment Check

• Possible deformation of the aircraft is measured by photogrammetry
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• QUICK LEVELING USING THE ATTITUDE MONITOR
• To ensure that excessive side loads are not placed on the jacks and on the aircraft structure, a
quick leveling check must be carried out during the jacking operation. The procedure consists
in operating the jacks of the aircraft to move the bubble to the D4 position in the attitude
monitor, which is located in the Refuel/Defuel control panel recess. The D4 position
corresponds to a longitudinal angle of 0 degrees and a lateral angle of 0 degrees.
• QUICK LEVELING PROCEDURE WITH THE ADIRU

• First, follow the Inertial Reference (IR) alignment procedure. Then on the MCDU scratchpad the
alpha call-up code has to be entered:
• - PTCH for the pitch angle to do a check of the longitudinal alignment,
• - ROLL for the roll angle to do a check of the transverse alignment.
• To start this procedure, first of all the aircraft must be lifted. Afterthat, read the pitch and roll
angles in the MCDU scratchpad.
• Then operate the hydraulic jack below the wing to get the transverse alignment.
• Then operate the forward hydraulic jack to get the longitudinal alignment.
• When you have done the longitudinal alignment, do a check of the transverse alignment.
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• QUICK LEVELING PROCEDURE WITH THE ADIRU
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• TURNING RADII
• The different turning radii are shown on a steering diagram. "Y" is the distance between the
centerline of the A/C longitudinal axis (X-axis) and the theoretical center of turn for turning
radius. "A" matches the minimum turning width for a 180° turn. "Y, A" and the radii "R3, R4, R5
and R6“ values depend on two parameters: effective turn angle and steering angle.
• Steering of the aircraft can be done by :

• i. Rudder Pedal – Max steering angle: 6 Degrees
• ii. Hand Wheel – Max steering angle : 75 Degrees
• iii. Towing/Pushback – Max steering angle : 95 Degrees
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• TURNING RADII
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• SERVICING LOCATIONS
• Aircraft Servicing Arrangements
• This section provides typical ramp layouts, showing the various GSE items in position during
typical turn-round scenarios.
• These ramp layouts show typical arrangements only. Each operator will have its own specific
• requirements/regulations for positioning and operation on the ramp.
• This table gives the symbols used on servicing diagrams.
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• Ground Service Connections Layout
• This section provides the ground service connections layout.
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• AIRCRAFT GROUNDING POINTS
• The grounding (earthing) stud on each landing gear leg is designed for use with a clip-on
• connector (such as Appleton TGR).
• The grounding (earthing) studs are used to connect the aircraft to an approved ground (earth)
• connection on the ramp or in the hangar for:
• - Refuel/defuel operations,
• - Maintenance operations,
• - Bad weather conditions.
• NOTE: In all other conditions, the electrostatic discharge through the tire is sufficient.
• If the aircraft is on jacks for retraction and extension checks or for the
• removal/installation of the landing gear, the grounding (earthing) alternative points (if
• installed) are:
• - In the hole on the avionics-compartment lateral right door-frame (on FR14),
• - On the engine nacelles,
• - Adjacent to the high-pressure connector,
• - On the wing upper surfaces.
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• NOSE LANDING GEAR (1)
• MAIN LANDING GEAR (1 EACH)
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• OVERWING REFUELING & GROUNDING POINT
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• AVIONICS COMPARTMENT DOOR
• (80VU)
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• HIGH PRESSURE CONNECTION
• ( IF INSTALLED)
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• ENGINE INLET GROUNDING POINT
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• 21– AIR CONDITION SYSTEM
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• PACK INTRODUCTION
• The Single Aisle family is equipped with two air conditioning packs located in the wing root area
forward of the landing gear bay. The packs supply dry air to the cabin for air conditioning,
ventilation and pressurization.
• The main component of each pack assembly is the Air Cycle Machine. Hot air from the
pneumatic system is supplied to the pack through the pack Flow Control Valve (FCV). The FCV
adjusts the flow rate through the pack and is the pack shut-off valve.
• The pack temperature control system controls the pack outlet temperature and sets its
maximum and minimum limits. The system includes two Pack Controllers (PCs). Each PC
controls one pack and has two computers, one primary and one electrically independent
secondary computer. When the primary computer is operational, the system is fully
• functional. If the primary fails, some functions are lost as the secondary computer takes
control.
• During normal operation, the Zone Controller (ZC) sends the required pack outlet temperature
to both PCs. To control the pack outlet temperature, the PC modulates the BYPASS VALVE and
the RAM-AIR INLET doors. For maximum cooling, the ram-air doors are fully open and the
bypass valve is fully closed. For maximum heating, the ram-air doors are nearly closed and the
bypass valve is fully open. During takeoff and landing, the ram air inlet doors will be driven fully
closed to stop the ingestion of foreign matter.
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• ENHANCED
• The ZCs and PCs are replaced by two Air Conditioning System Controllers (ACSC) 1 and 2.
ACSC 1 sends the pack outlet temperature demand to pack 1. Air Conditioning System
Controller 2 sends the pack outlet temperature demand to pack 2. To control the
• pack outlet temperature, the Air Conditioning System Controller modulates the BYPASS VALVE
and the RAM-AIR INLET doors.
• For maximum cooling, the ram-air doors are fully open and the bypass valve is fully closed. For
maximum heating, the ram-air doors are nearly closed and the bypass valve is fully open.
During takeoff and landing, the ram air inlet doors will be driven fully closed to stop the
• ingestion of foreign matter.
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• ENHANCED
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• CONTROL AND INDICATING
• This section will highlight the control panels and indications for the air conditioning system.
• CONTROL PANELS
• On the overhead panel, the AIR COND panel is used by the pilot to control the air conditioning
system. This panel contains the PACK switches, the zone temperature selectors, the PACK
FLOW control, and the HOT AIR control switch.
• On the overhead, the VENTILATION panel contains the CAB FANS pushbutton switch. The
switch is used to select the recirculation fans OFF.
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• CONTROL PANELS
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• ECAM DISPLAY
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• ECAM DISPLAY
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• COMPONENT LOCATION
• The left and right packs are located in the air conditioning bay. The air conditioning bay is
located in the unpressurized belly fairing forward of the wheel well on the lower fuselage. The
belly fairing has inlets for pack and compartment cooling.
• The packs supply air to the mixer unit. The mixer unit is installed at the rear of the forward
cargo compartment. It mixes air from the packs and re-circulated air from the cabin prior to
distribution to each zone.
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• AVIONICS VENTILATION
• The avionics ventilation system supplements the air conditioning system to supply cooling air to
the avionics equipment. This equipment includes the avionics compartment, the flight deck
instruments and the circuit breaker panels.
• A blower fan and an extraction fan circulate the air through the avionics equipment.
• NOTE: these fans operate continuously as long as the A/C electrical system is supplied.
• The Avionics Equipment Ventilation Computer (AEVC) controls the fans and the configuration of
the skin valves in the avionics ventilation system based on flight/ground logic and fuselage skin
temperature.
• There are 3 configurations for the skin air inlet and outlet valves:
• - open circuit: both valves open (on ground only),
• - closed circuit: both valves closed (in flight or low outside air temperature on ground). The air
is cooled in the skin heater exchanger. The skin heat exchanger is a chamber which lets the air
contact the fuselage skin in flight,
• - intermediate circuit: inlet closed, outlet partially open (smoke removal
• in flight or low ventilation airflow condition).
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• VENTILATION PANEL
• The VENTILATION panel, on the overhead panel contains two P/Bs associated with the
ventilation system. With the BLOWER and EXTRACT switches in the AUTO position (lights out),
the avionics ventilation system is fully automatic and requires no pilot input.
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• GALLEY & LAVATORY VENTILATION
• The lavatory and galley ventilation system is completely automatic.
• Conditioned cabin air is supplied through the lavatory and galley areas and is removed from
these areas by an extraction fan. The fan pulls air through the ceiling into an extraction duct.
The air is then discharged overboard through the outflow valve.
• NOTE: Note: the extraction fan runs continuously, provided electrical
• power is available.
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• PRESSURISATION
• SYSTEM INTRODUCTION
• The pressurization system on the Single Aisle (SA) family normally operates automatically to
adjust the cabin altitude and rate of climb to ensure maximum passenger comfort and safety.
• The pressurized areas are:
• - the cockpit,
• - the avionics bay,
• - the cabin,
• - the cargo compartments.
• The concept of the system is simple. Air is supplied from the air conditioning packs to the
pressurized areas.
• An outflow valve is used to regulate the amount of air allowed to escape from the pressurized
areas.
• Automatic control of the outflow valve is provided by two Cabin Pressure Controllers (CPCs).
Each CPC controls one electric motor on the outflow valve assembly. The CPC interface with
other A/C computers to optimize the pressurization/depressurization schedule.
• There are two automatic pressurization systems. Each CPC and its electric motor make one
system. Only one system operates at a time with the other system acting as backup in case of a
failure. The system in command will alternate each flight.
• A third motor is installed for manual operation of the outflow valve in case both automatic
systems fail.
• To protect the fuselage against excessive cabin differential pressure, safety valves are installed
on the rear pressure bulkhead. The safety valves also protect against negative differential
pressure.
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• PRESSURISATION
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• PRESSURUSATION – CONTROL PANEL
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• PRESSURUSATION – DISPLAY
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• PRESSURUSATION – COMPONENT LOCATION
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• 24 – ELECTRICAL SYSTEM
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• VENTILATION PANEL
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• GENERAL
• There are two identical engine driven generators called Integrated Drive Generators (IDGs).
They are used as the main power source to supply the A/C electrical network.
• The IDG basically contains, in a common housing, a generator and a Constant Speed Drive
(CSD). The CSD gives a constant input speed to the generator, which is required for a constant
output frequency.
• Each generator supplies 115V 400Hz AC to its own bus:
• - generator 1 supplies AC bus 1,
• - generator 2 supplies AC bus 2.
• This supply is known as split operation, which means that the AC power sources are never
connected in parallel.
• Each AC bus supplies a Transformer Rectifier (TR):
• - AC bus 1 supplies TR 1,
• - AC bus 2 supplies TR 2.
• The TRs convert 115V AC into 28V DC to supply their associated DC buses, DC 1 and DC 2.
• DC bus 1 then supplies the DC BAT bus.
• The DC battery bus can charge the batteries or receive power from the batteries as a backup
supply, if no other power sources are available.
• The electrical system also includes two ESSential (ESS) Buses. One is the AC ESS bus fed by
AC bus 1 and the other is the DC ESS bus fed by DC bus 1. These buses are used to supply the
most critical A/C systems.
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• GENERAL
• This is the basic electrical system. We will now introduce some other components which also
supply the system.
• The entire electrical network can also be supplied by the APU generator.
• On the ground, the aircraft electrical network can be supplied by an external power source.
• Any one of the power sources can supply the entire electrical network.
• As no parallel connection is allowed on this A/C (split operation), we have to give priorities to
the different power sources in supplying the bus bars.
• AC 1 and AC 2 buses are supplied in priority by their own side generator, then the external
power, then the APU generator and then by the opposite generator.
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• GENERAL
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• EMERGENCY CONFIGURATION
• The hydraulic power to drive the Emergency Generator (EMER GEN) is given by a Ram Air
Turbine (RAT) via the blue hydraulic system.
• RAT located in belly fairing, extends automatically when AC BUS 1 and 2 are lost.
• The RAT is in the belly fairing and extends automatically in case of loss of AC BUS 1 and 2.
Then, the EMER GEN supplies the DC ESS through AC ESS directly TR. In emergency
configuration (loss of AC BUS 1 and AC BUS 2), the ESS TR is supplied by the EMER GEN.
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• The AC generators provide a 115 VAC, 3-phase, 400 Hz AC supply. The IDGs and the APU have a
nominal 90 KVA power whereas the EMER GEN has a 5 kVA output.
• The static inverter converts the direct current from battery 1 into an AC current if no other
source is available.
• The Battery Charge Limiters (BCLs) control the battery coupling and uncoupling to the DC
BATTERY BUS to ensure battery charging and protection.Each battery is rated at 24 V with a
capacity of 23 Ah. All TRs are identical and interchangeable.
• The Ground Power Control Unit (GPCU) connects the external power to the A/C network if all
parameters are within the limits. It is also the central unit connected to the Centralized Fault
Display Unit for on-board maintenance purposes.
• The Electrical Generation Interface Units (EGIUs) used by the ECAM to display the AC electrical
power parameters. The Generator Control Units (GCUs) protect and control the A/C network
• and generators. The main C/B panels are located in the cockpit.
• In the Enhanced Electrical Power Generation System (Enhanced EPGS), the GPCU is replaced
by a Ground and Auxiliary Power Control Unit (GAPCU). The GAPCU controls the APU GEN and
the external power. The EGIUs are deleted and their function is integrated into GCU 1 and 2.
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• The ESS TR is identical to TR 1 and TR 2. It converts 115 VAC to 28 VDC at a rate of 200 A.
• The EMER GCU connects the EMER GEN to the ESS network, if all conditions are met.
• The Ground Power Control Panel and the external power receptacle are installed in front of the
nose landing gear. On this panel, 2 Lights indicate the Ground Power Unit availability
• (AVAIL light) and connection to the A/C network (NOT IN USE light).
• The Ground Power Unit should supply 400 Hz 3 phase 115 VAC rated at 90 kVA minimum.
• The MAINTenance BUS SW, located on the forward cabin Circuit Breaker (C/B) panel, lets the
AC and DC service buses be supplied without energizing the whole A/C electrical network.
• The aft cabin C/B panel contains only C/Bs.
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• COMPONENT LOCATION (CLASSIC)
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• COMPONENT LOCATION (ENHANCED)
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• 26– FIRE PROTECTION SYSTEM
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• The A320 family fire protection systems have:
• - fire detection and extinguishing systems for the engines and APU,
• - smoke detection for the avionics equipment and compartment,
• - smoke detection and fire extinguishing for the cargo compartments and lavatories,
• - portable fire extinguishers for the flight compartment and the cabin.
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• ENGINE FIRE PROTECTION
• The engine fire protection is fulfilled by two sub-systems: the FIRE detection system and the
FIRE extinguishing system.
• DETECTION AND EXTINGUISHING

• The engines have individual fire detection systems.
• Each system has two identical detection loops (A and B) mounted in parallel. Each loop is made
of 3 detector elements. Both loops are monitored by a Fire Detection Unit (FDU). The FDU
sends FIRE and FAULT signals to the Flight Warning Computer (FWC) for display on ECAM.
• The guarded FIRE P/B switches give FIRE indication and the means to isolate affected systems.
When the FIRE P/B is released out, fuel supply, hydraulic supply, electrical power and bleed
supply are cut off. This also arms the extinguishing system.
• Each engine is equipped with 2 fire bottles located in the pylon. Each bottle is discharged by an
associated AGENT P/B switch. The P/B switches are located on the overhead FIRE panel.
• The TEST buttons are used to test the respective fire detection and extinguishing system
operation.
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• Each fire detection loop contains 3 detector elements connected in parallel.
• The engine fire extinguishing bottles are located in the pylon. There are access panels on both
sides of the pylon.
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• APU FIRE PROTECTION
• The APU fire protection is fulfilled by two sub-systems: the FIRE detection system and the FIRE
extinguishing system.
• DETECTION AND EXTINGUISHING

• The detection system has two identical detection loops (A and B) mounted in parallel. Each loop
has a single detector element. Both loops are monitored by a FDU. The FDU sends FIRE and
FAULT signals to the FWC for display on ECAM.
• The guarded FIRE P/B switches give a FIRE indication and the means to isolate affected
systems. When the FIRE P/B is released out, fuel, electrical power and bleed supply are cut off
and the APU is immediately shut down. This also arms the extinguishing system.
• For the APU, there is just one fire extinguisher bottle. It is discharged by a single AGENT P/B
switch. On the ground, an APU FIRE will trigger an APU automatic shutdown and discharge the
bottle automatically.
• The TEST button is used to test the fire detection and extinguishing system operation.
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• The overhead FIRE panel handles both detection and extinguishing functions.
• In case of an APU FIRE on the ground, ground personnel are alerted by a warning horn in the
nose wheel well and an APU FIRE indicator light on the external power panel on the lower
fuselage.
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• In case of an APU FIRE detected on the ground, an auto-extinguishing system will automatically
shut down the APU and discharge the fire bottle into the APU compartment. The auto-
extinguishing system can be tested through the maintenance test panel located on the
overhead panel.
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• AVIONICS COMPARTMENT SMOKE DETECTION
• The A320 family aircraft has a cooling system for the avionics equipment.
• The cooling system is controlled and monitored by the Avionics Equipment Ventilation
Controller (AEVC). The air is circulated through the system by a blower fan (cool air supply)
working together with an extraction fan (warm air removal).
• The extraction airflow is downstream of the avionics equipment, so the avionics SMOKE
detector is installed in the extraction duct and will detect smoke coming from the computers
and control boxes. The detector is monitored by the AEVC. The AEVC signals the FWC to show
the AVIONICS SMOKE warning in the cockpit.
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• AVIONICS COMPARTMENT SMOKE DETECTION
• Avionics SMOKE is indicated on two overhead panels in the cockpit.
• Pilot action on both panels is required as part of the AVIONICS SMOKE procedure in flight.
• - On the EMER ELEC PWR panel, the SMOKE light comes on in the GEN 1 LINE P/B switch.
• - On the VENTILATION panel, the FAULT light comes on in both BLOWER and EXTRACT P/B
• switches.
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• The single avionics smoke detector is located in the avionics compartment in the
ventilation extraction duct.
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• CARGO COMPARTMENT SMOKE PROTECTION
• The cargo compartments are protected by both smoke detection and fire extinguishing
systems.
• DETECTION AND FIRE EXTINGUISHING

• Each cargo compartment has cavities, and each cavity holds 2 smoke detectors. The cargo
compartments are ventilated by an air extraction system. Air continuously circulates through
the compartment and across the detectors and is extracted out through the rear wall.
• The smoke detectors are monitored by the Smoke Detection Control Unit (SDCU). The SDCU
receives signals from the detectors and sends SMOKE or FAULT warnings to the FWC to alert
the flight crew.
• In the enhanced cabin the SDCU is replaced by the Smoke Detection Function (SDF) which is
integrated in the Cabin Intercommunication Data System (CIDS).
• The cargo compartment fire extinguishing agent is discharged into the FWD compartment
through one nozzle or into the AFT compartment using two nozzles. The standard system
includes one extinguishing bottle. An optional system includes two bottle. The second bottle is
required for extended range operations.
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• The cargo smoke panel on the overhead handles both detection and extinguishing functions.
The standard and optional panels are shown.
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• Each cargo compartment is equipped with 2 smoke detectors in each cavity located in
recessed panels in the compartment ceiling.
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• LAVATORY SMOKE PROTECTION
• Each lavatory has one smoke detector. The lavatories and galleys on the aircraft are ventilated
by an air extraction system. Air continuously circulates through the lavatories and is extracted
out through the ceiling and across the smoke detectors.
• The lavatory smoke detectors are monitored by the SDCU. The SDCU receives signals from the
detectors and sends SMOKE or FAULT warnings to the FWC to alert the flight crew. In addition,
LAV SMOKE warnings are sent to the CIDS to alert the cabin crew.
• On aircraft with enhanced systems, the SDCU is replaced by the SDF which is integrated into
the CIDS computer(s) called the Director 1(2). The Director triggers the same alerts as the
SDCU.
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• Each lavatory is equipped with a single smoke detector located in the air extraction duct in the
lavatory ceiling.
• Each lavatory waste bin is protected by an automatic fire extinguishing system. A small
pressurized extinguisher will automatically discharge into the waste bin in case of fire.
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• CABIN FIRE PROTECTION
• There are portable fire extinguishers in the cockpit and the cabin.
• The quantity, type and location of the portable extinguishers depends on the each customer's
interior configuration.
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• 28– FUEL SYSTEM
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• Fuel Philosophy: Fuel in center last, fuel in center burned first . Takeoff on center tank
prohibited
•
• The center tank pumps run at a higher override pressure so the center tank fuel will be burned
before the wing tank fuel will be even though center and wing pumps are both providing fuel
pressure to the manifold at the same time.
•
• Fuel is kept in outer wing tanks as long as possible to reduce wing bending moment.
• If both pumps in same tank fail, only the inner wing tanks can suction feed. Center tank fuel
would be unusable.
•
• APU fuel is drawn from the left fuel manifold. The APU normally uses the tank pump pressure
but has its own fuel pump that it will use if no other fuel pump pressure is available.
•
• Losing one center pump requires opening crossfeed valve (one ECAM chime)
• Losing one inner tank pump just requires turning off the pump switch (no chime)
• Losing two center tank pumps will make any remaining center fuel unusable.
• Losing
• two inner tank pumps will put that wing on gravity (suction) feed.
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• A320 FAMILY
• There are two full levels for the inner wing tanks, a fueling full and an operational full. The
fueling full is less than the operational full and that allows the extra IDG fuel room to collect in
normal circumstances without triggering the center tank pump turn-off for IDG return fuel.
•
• Note: In Auto the center tank pumps run all the time if center tank fuel is present so with all fuel
pumps on if you are on the gate with APU running (slats up) you will be using center tank fuel. If
operating in Manual mode the crew must ensure that the center tank pumps are off when the
wing tanks are completely full or when the center tank is empty.
• Note: Unusable fuel is shown with a half amber box around the fuel quantity on ECAM. If the
fuel quantity is in a degraded mode the ECAM fuel quantity will have dashes through the last
two digits. Refuel is shown on upper ECAM memo when refueling door is open.
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• A320 FAMILY
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• A320 FAMILY
• A321 DIFFERENCES
•
• The A321 Center Tank does not have the same pumps as the A319/320 but uses jet pumps
instead. Further, the jet pumps are “powered” by the fuel pumps in the main wing tanks and the
jet pumps transfer fuel from the Center tank to the respective wing tank. The A321 wing tanks
do not have an outer and inner tank and there are no transfer valves to open. All the wing fuel is
in one wing tank.
•
• Note: IDG return fuel is added to the wing tank as there is no outer tank on the A321.
•
• There is no ECAM OUTR TK FUEL XFRD memo on the A321 as there is no outer or inner wing
tank (all fuel in one wing tank).
•
• The A321 has two Additional Center Tanks that will automatically feed to the Center tank when
the Center tank burns down to a certain level. The Additional Center Tanks do not have pumps
but use cabin air pressure to feed the center tank through transfer valves. The ACT 2 will
transfer fuel first followed by the ACT1. All fuel transfer is done automatically in the normal
mode of operation. The automatic fuel transfer from ACT to Center Tank is noted on the ECAM
as a green triangle between the ACT fuel indicators.
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• A321 DIFFERENCES
•
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• A320 FAMILY
• REFUEL/DEFUEL
• The Refuel/Defuel panel is located on the left hand side of the fuselage
• in the belly fairing. The Refuel/Defuel panel functions are:
• - automatic or manual refueling,
• - high level test,
• - defueling,
• - fuel transfer,
• - refueling on batteries.
•
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• A320 FAMILY
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• A320 FAMILY
• REFUEL/DEFUEL COUPLING AND REFUEL VALVE

• The Refuel/Defuel coupling is located beneath the RH wing leading edge. There is one refuel
valve per tank. Each of the three refuel valves are equipped with a manual plunger. When
pressed, the plunger holds the valve open in case of a valve electrical failure during refueling.
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• A320 FAMILY
• OPTIONS
• .
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• 29 – HYDRAULIC SYSTEM
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• The aircraft has three independent hydraulic systems:
• - Green,
• - Yellow,
• - Blue.
• The three hydraulic systems supply hydraulic power at 3000 psi to the
• users:
• - flight controls,
• - landing gear,
• - brakes,
• - nose wheel steering,
• - cargo doors,
• - thrust reverser operation,
• - Constant Speed Motor / Generator (CSM/G).
• Hydraulic fluid cannot be transferred from one system to another.
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• A reservoir in each hydraulic system is pressurized with air to prevent cavitation.
• The green and yellow hydraulic systems are each pressurized by an Engine Driven Pump (EDP)
1 and 2.
• Fire shut-off valves are located between the reservoirs and the EDPs.
• They isolate the systems in case of an engine fire.
• The blue hydraulic system is pressurized by an electric pump.
• The electric pump is the main pump for the blue system.
• It starts running at first engine start or it can be manually activated on
• ground for maintenance purpose.
• The yellow hydraulic system can also be pressurized by an electric pump.

• It is mainly used on ground for maintenance and cargo door operation.
• If no electric power is available, a hand pump in the yellow system can be used to operate the
cargo doors.
• A Power Transfer Unit (PTU) enables the green system to be pressurized by the yellow system
and vice versa.
• It transfers the hydraulic power but does not transfer the hydraulic fluid.
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• ECAM HYDRAULIC PAGE
• The items displayed on the ECAM hydraulic page are:
• - reservoirs,
• - fire shut-off valves,
• - pumps,
• - RAT,
• - PTU,
• - pressure indications.
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• PANEL LOCATION
• On the ENG FIRE panel (20VU), the fire shut-off valve pushbuttons ENG 1 (2) released out will
close the fire shut-off valves.
• The EDPs, electric pumps, PTU and the RAT are operated from the HYD control panel and
monitored on the HYD ECAM page.
• The blue electric pump can also be operated on ground for maintenance purpose by the BLUE
PUMP OVRD push button on the HYD maintenance panel.
• The hydraulic leak measurement system is used for maintenance purpose only.
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• PANEL LOCATION
• On the ENG FIRE panel (20VU), the fire shut-off valve pushbuttons ENG 1 (2) released out will
close the fire shut-off valves.
• The EDPs, electric pumps, PTU and the RAT are operated from the HYD control panel and
monitored on the HYD ECAM page.
• The blue electric pump can also be operated on ground for maintenance purpose by the BLUE
PUMP OVRD push button on the HYD maintenance panel.
• The hydraulic leak measurement system is used for maintenance purpose only.
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• PTU/ELEC PUMPS/RAT
• The PTU is located in the main landing gear bay. The blue electric pump and the RAT are
located in the blue hydraulic bay and the yellow electric pump is located in the yellow hydraulic
bay
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• ENGINE PUMP
• The EDPs 1 and 2 are located on the accessory gearbox of engine 1 (EDP 1 green system) and
engine 2 (EDP 2 yellow system).
• RESERVOIR
• The green reservoir is located inside the main landing gear bay. The blue reservoir is located aft
of the main landing gear bay on the LH side. The yellow reservoir is located inside the yellow
hydraulic bay.
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• SERVICING PANELS
• The hydraulic servicing panels are located aft of the main landing gear bay; the green and the
blue panels on the LH side, and the yellow panel on the RH side.
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• LAYOUT
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• LAYOUT
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• SAFETY PRECAUTIONS
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• RAT
• Activation of the RAT MAN ON switch on the ground or in flight will extend the RAT. Install the safety
device when you work near the RAT.
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• 35– OXYGEN SYSTEM
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• A320 FAMILY
• Oxygen
•
• Crew oxygen is supplied from one cylinder. A green over pressure disk is located on the outside
of the aircraft skin below the Captains windows. Blowout of this green disk indicates thermal
discharge. Crew oxygen is turned on using a pb in the overhead panel. Crew oxygen pressure is
indicated on the SD and if low the pressure indication will have an amber box around it.
• However, the Airbus low pressure is not the same as the AIRLINES limit (refer to the MEL),
therefore the amber box should be ignored and crew action to check pressure is not required
until pressure is less than 1000 psi. A chart is available the airlines MEL to indicate amount
needed for number of crewmembers
• Passenger oxygen is chemical generated. Masks will automatically deploy when cabin altitude
exceeds 14,000’. Oxygen generators last approximately 13 minutes. When masks are deployed
a pre-recorded PA announcement is automatically broadcast on their use.
• Passenger oxygen SYS ON light only means that the signal was sent, some masks may not
deploy and F/A’s may have to manually open the panel.
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• A320 FAMILY
• CREW OXYGEN SUPPLY
• The cockpit crew oxygen system has a high-pressure oxygen cylinder that can be isolated for
maintenance by an ON/OFF valve. A pressure regulator reduces the high pressure to a supply
low pressure to the masks via a supply valve.
• The supply valve can be switched off from the cockpit for maintenance action as well as in
ground configuration. The system is protected if an overpressure occurs in a high or low-
pressure circuit. The overpressure is vented overboard. The oxygen pressure condition is
• indicated on the DOOR/OXY page of the ECAM system.
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• CREW OXYGEN MASK
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• A320 FAMILY
• PASSENGER OXYGEN MASK
MRT LOCATED IN THE ATTENDANT

SEAT STOWAGE
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• A320 FAMILY
• PORTABLE OXYGEN MASK
• The quantity will be determined by the airline and minimum quantity for despatch will also be
indicated in the MEL. For ease of calculation, each bottle is allocated for 50 passengers.
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• A320 FAMILY
• The oxygen control panel, for crew and passengers, is located on the cockpit overhead panel.
• The CREW SUPPLY P/B in OFF position shuts off the supply from the oxygen cylinder to the
crew masks.
• The MASK MAN ON P/B electrically controls the opening of the oxygen container doors. This
will be indicated by the SYS ON light. To reset the passenger oxygen system the TMR RESET
P/B has to be pressed. The P/B also indicates a fault in the system.
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• A320 FAMILY
• The cockpit crew oxygen system is located in the forward area of the aircraft on the LH side.
• The Passenger and cabin crew oxygen containers are located above the seats in the hatracks,
the lavatories, galleys, and cabin attendant stations. The portable oxygen cylinders and the
smoke hoods are located in the cockpit and in the cabin near the cabin attendant station.
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• A320 FAMILY
• When you work on the oxygen system, make sure that you obey all the Aircraft Maintenance
Manual (AMM) safety procedures. This will prevent injury to persons and/or damage to the
aircraft. Here is an overview of main safety precautions relative to the oxygen system:
• 1. Clean the tools and make sure that your hands are clean (no grease) to prevent risk of
• contamination of the oxygen system.
• 2. Be sure that no unwanted particles go into the oxygen system, they can cause damage to
the system.
• 3. Be carefully during removal / installation or transportation of the oxygen chemical generator.
4. Do not pull the safety pin, which will activate the oxygen chemical generator (when activated
• the generator becomes very hot).
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• 36 PNEUMATIC SYSTEM
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• A320 FAMILY
• SYSTEM INTRODUCTION
• The Airbus single aisle family pneumatic system supplies High Pressure
• (HP) air for:
• - air conditioning,
• - wing ice protection,
• - water pressurization,
• - hydraulic reservoir pressurization,
• - engine starting.
• High Pressure air can be supplied from three sources:

• - the engine bleed system,
• - the APU,
• - a HP ground power unit.
• The pneumatic system operates pneumatically and is monitored by 2 Bleed Monitoring

Computers (BMC 1 & 2).
• There is one BMC for each engine bleed system.
• Both BMCs exchange data. If one BMC fails, the other BMC takes over most of its monitoring
functions.
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• A320 FAMILY
• ENGINE BLEED
• The engine bleed air is pressure and temperature regulated prior to supplying the pneumatic
system. Air is bled from two engine High Pressure Compressor (HPC) stages, the Intermediate
Pressure (IP) stage and the HP stage.
• The HP bleed is only used when the engines are at low power. Once the IP bleed is sufficient,
the HP valve closes.
• All the engine bleed air is supplied to the pneumatic system through the main engine BLEED
valve (or Pressure Regulating Valve (PRV)) which acts as a shut off and overall system pressure
regulating valve.
• Each BMC monitors system pressure and will shut down the engine bleed in case of excessive
pressure. In addition, an Overpressure Valve (OPV) is installed downstream from the bleed
valve to protect the system in case of overpressure.
• The temperature of the engine bleed air is regulated to a maximum value. The hot bleed air goes
through an air-to-air heat exchanger called the precooler. Fan discharge air modulated by the
Fan Air Valve (FAV), blows across the pre-cooler to maintain the temperature within limits.
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• ENGINE BLEED
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• A320 FAMILY
• APU BLEED/EXTERNAL AIR
• The left and right bleed systems are connected by a crossbleed duct.
• A crossbleed valve enables their interconnection or isolation.
• The APU can also be used for bleed air supply. This is usually done on the ground for air
conditioning and for engine start. However, APU BLEED air could also be used in flight,
depending on altitude. The APU bleed supply is connected to the left side of the crossbleed
duct.
• On the ground, a HP ground power unit can be connected to the left side pneumatic system.
The right side may be supplied by opening the crossbleed valve.
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• A320 FAMILY
• CONTROL & INDICATING

• This section highlights the control panels and indications for the pneumatic system.
• CONTROL PANEL
• Controls for the pneumatic system are part of the AIR COND panel, located on the overhead
panel.
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• A320 FAMILY
• The main components of the fuel system are located on the engines and in the pylons.
• PRESSURE REGULATION COMPONENTS

• The pressure regulation components are located on the engines:
• - the Engine High Pressure Valve (HPV),
• - the Engine BLEED PRV,
• - the OPV.
• TEMPERATURE REGULATION COMPONENTS

• The temperature regulation components are located on the engines
• and in the pylons:
• - the FAV,
• - the Precooler.
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• A320 FAMILY
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• A320 FAMILY
• 38– WATER AND WASTE SYSTEM
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• A320 FAMILY
• POTABLE WATER SYSTEM
• The potable water system supplies water from the water tank through a distribution system to
the users.
• The users are the water faucets in the galleys and lavatories and the vacuum toilet units.
• A water heater is installed under the wash basin in each toilet unit to supply hot water to the
water tap.
• The potable water system is pressurized by the bleed air system.
• A compressor (optional) can be installed to pressurize the water system with air on the ground.
• Manual shut off valves are installed to isolate any galley or lavatory.
• A320
• The potable water system can be serviced with or without electrical power available.
• The A320 has one water servicing panel and due to water tank location two drain servicing
panels.
• A318/A319/A321
• The A318, A319 and A321 are serviced from a water servicing panel and a single drain
servicing panel.
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• A320 FAMILY
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• A320 FAMILY
• WASTE WATER SYSTEM
• The waste water drain system collects the waste water from the lavatory washbasins and the
galley sinks.
• The waste water is discarded outside through the drain valve (air stop valve) and the heated
drain mast.
• Air stop valves avoid constant cabin depressurization by opening only when a certain amount
of water is collected.
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• A320 FAMILY
• WASTE WATER SYSTEM
• The waste water drain system collects the waste water from the lavatory washbasins and the
galley sinks.
• The waste water is discarded outside through the drain valve (air stop valve) and the heated
drain mast.
• Air stop valves avoid constant cabin depressurization by opening only when a certain amount
of water is collected.
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• VACUUM TOILET SYSTEM
• During toilet flushing, the waste from the toilet bowl is sent under the effect of cabin differential
pressure to the under floor waste holding tank.
• Waste holding tank servicing is done from the toilet servicing panel.
• On ground and in flight below 16,000 ft, a vacuum generator is used to generate the necessary
delta pressure.
• The overall toilet system operation, monitoring and fault indication are controlled by the
Vacuum System Controller (VSC) or by the Vacuum System Controller Function (VSCF) in
enhanced cabins.
• FLUSHING
• When the flush switch is pressed, the Flush Control Unit (FCU) initiates the flush sequence.
• The rinse valve and the flush valve open in sequence, controlled by the FCU, to evacuate the
waste material.
• At the same time the FCU sends a signal to the VSC which will operate the vacuum generator.
• The vacuum generator makes the necessary differential pressure between the cabin and the
waste holding tank to move the waste from the toilet bowl. Above 16,000 feet the VSC will stop
the vacuum generator.
• CONTROL AND MONITORING

• The VSC controls and monitors the vacuum toilet system and it is connected to the Centralized
Fault Display System (CFDS).
• On aircraft fitted with enhanced cabin systems, a VSCF integrated in the Cabin
Intercommunication Data System (CIDS), controls and monitors the vacuum toilet system.
• It is connected to the CFDS. 164
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• A320 FAMILY
• SERVICE PANEL LOCATION
• The potable water service panel is installed in the rear lower fuselage on the LH side.
• It is used to fill and drain the potable water tank.
• The A320 has two drain panels, installed in the lower part of the fuselage.
• The A318, A319 and A321 have one drain panel, installed in the lower part of the fuselage.
• The toilet service panel is installed in the rear lower fuselage on the RH side.
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• A320 FAMILY
• A318/319/321 - WATER AND WSSTE TANK LOCATION
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• A320 FAMILY
• A320 - WATER TANK LOCATION
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• A320 FAMILY
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• A320 FAMILY
• 47– INERT GAS SYSTEM
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• A320 FAMILY
The Fuel Tank Inerting System (FTIS) is a Flammability Reduction Means to decrease Fleet
Flammability Exposure to satisfactory levels.
This gives protection to decrease the risk of fire or explosion in the centre of the fuel tank.
The FTIS causes inert conditions in the ullage (UN-FILLED) space of the fuel tankS.
It Contains 2 sub-systems:
1. Conditioned Service Air System (CSAS)
Gives the IGGS a conditioned air stream of the correct temperature, pressure and flow
2. Inert Gas Generation System (IGGS)
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• A320 FAMILY •IGGS removes oxygen
from the air stream and
makes Nitrogen Enriched
Air (NEA) and Oxygen
Enriched Air (OEA)
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• A320 FAMILY
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• A320 FAMILY
• IGGS PALLET LOCATION
Component: IGGS Pallet

FIN: 8YA
Zone: 191
ATA REF: 47-11-41
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• A320 FAMILY
• 49– AUXILIARY POWER UNIT
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• A320 FAMILY
• ENGINE DESCRIPTION
• The APU is a constant speed, single-shaft gas turbine engine that delivers mechanical shaft
power to drive an accessory gearbox and a load compressor. The APU generator is driven by
the gearbox and the load compressor supplies pneumatic power for starting, air
• conditioning, etc.
• The APU operation is controlled and monitored by the Electronic

• Control Box (ECB). The ECB has full authority over the following
• APU functions:
• - starting,
• - acceleration,
• - speed governing,
• - indication,
• - fault monitoring,
• - interface with A/C systems.
• The APU is capable of unattended operation; therefore, the ECB automatically shuts down the
APU in case of a FAULT to protect the APU. Based on regulations, in-flight protective shutdowns
may be inhibited, except for critical FAULTs.
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• APIC APU SHOWN
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• A320 FAMILY
• APIC APU SHOWN
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• A320 FAMILY
• APIC APU SHOWN
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• A320 FAMILY
• APIC APU SHOWN
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• A320 FAMILY
• EXTERNAL CONTROLS
• In case of an APU FIRE warning on the ground, a loud horn will sound in the nose wheel well to
tell ground personnel. Associated with the horn, a red APU FIRE light will come on, on the
external power control panel on the lower fuselage. It is possible to do an EMERGENCY shut
down of the APU from this panel by lifting the guard and pushing the APU SHUT OFF P/BSW.
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• ECAM APU Page
• APU parameters are displayed on the ECAM generator parameters are duplicated on the ECAM
ELEC page and the APU pneumatic parameters are duplicated on the ECAM BLEED
• page.
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• A320 FAMILY
• ELECTRONIC CONTROL BOX (ECB)
• The ECB is in the aft cargo compartment, RH side.page.
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• A320 FAMILY
• AIR INTAKE FLAP
• The APU has an air intake flap. The intake flap is open when the APU MASTER SWitch is
selected ON and closes when the MASTER SWitch is selected OFF. When open, supplie s air to
the APU inlet for combustion and pneumatic supply.
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• 70 – ENGINE : V2500
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• A320 FAMILY
• 70 – ENGINE
• INTRODUCTION – V2500
• The IAE V2500-A5 engine is a two spool, axial flow, high bypass ratio turbo fan
power engine. The V2500-A5 powers the complete single aisle family of aircraft
except the A318. V2500-A5 engines are available in several thrust ratings.
• All the engines are basically the same. A programming plug on the
• Electronic Engine Control (EEC) changes the available thrust.
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• 70 – ENGINE
• INSTALLATION – V2500
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• 70 – ENGINE
• INSTALLATION – V2500
• MODULAR CONCEPT
• The V2500-A5 is designed using a modular concept. For easy maintenance and quicker return-
to-service, the engine is made of 5 primary modules:
• - fan,
• - intermediate case,
• - High Pressure (HP) system,
• - Low Pressure (LP) turbine,
• - accessory drives.
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• 70 – ENGINE - V2500
• LP ROTOR
• The LP rotor has the forward fan, the booster compressor and the LP shaft, all driven by the LP
turbine. The speed of the LP rotor is indicated on ECAM as N1.
• The fan assembly has 22 wide-chord blades and supplies most of the engine thrust. The air
produced by the fan is known as secondary airflow or bypass airflow.
• The intermediate case is the main structural support for the front of the engine. To protect the
fuselage in case of a fan failure, it is designed to contain any broken blades. The 4-stage
booster compressor is located in the intermediate case. The booster supplies air to the
• engine core. This is primary airflow. The LP rotor (N1) is made of the fan and the booster
compressor driven by the LP turbine.
• The intermediate case is also the location for the forward engine mount.
• The five-stage LP Turbine extracts energy from the gas stream delivered from the HP Turbine in
order to drive the booster compressor and the fan. Exhaust gas from the LP turbine goes
through a nozzle to supply propulsive thrust.
• The LP rotor is supported by roller and ball bearings which are lubricated and cooled.
• The turbine exhaust case is the main structural support for the rear of the engine. It is also the
location of the rear engine mount.
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• 70 – ENGINE - V2500
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• A320 FAMILY
• 70 – ENGINE - V2500
• HP ROTOR AND COMBUSTION CHAMBER
• The HP rotor is made of a 10-stage HP compressor driven by a 2-stage HP turbine. The speed
of the HP rotor is indicated on the ECAM as N2.
• The HP compressor is also the source of customer bleed air.
• The HP rotor is supported by roller and ball bearings, which are lubricated and cooled.
• The annular combustion chamber is located between the HP compressor and HP turbine. It is
equipped with ports for 20 fuel nozzles and 2 igniter plugs.
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• 70 – ENGINE - V2500
• ACCESSORY GEARBOX
• The accessory gearbox is located at the bottom of the fan case and is driven by the HP rotor
through the Angle gearbox. The fuel pumps, oil pumps, hydraulic pump, Integrated Drive
Generator (IDG) and dedicated alternator are all driven by the gearbox.
• During engine starting, the starter rotates the HP compressor through the gearboxes.
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• 70 – ENGINE - V2500
• FADEC
• In order to increase engine reliability and efficiency, the Full Authority
• Digital Engine Control (FADEC) gives the full range of engine control to achieve steady state
and transient engine performances when operated in combination with aircraft subsystems.
• Each engine is controlled by an EEC, a dual channel computer located on the engine fan case.
The EEC controls the engine during start and all operations. The EEC manages engine thrust
and protects against overspeed and overtemperature by controlling the engine sub-systems.
The EEC also monitors all engine subsystems and sensors for failure. When the engine is
running, power for FADEC operation is fulfilled by a dual-output FADEC alternator driven by the
gearbox.
• The FADEC system has the dual channel EEC and the following peripherals:
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• 70 – ENGINE - V2500
• FADEC
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• 70 – ENGINE - V2500
• EIU/EVMU
• The EEC interfaces with various aircraft systems. Essential communication with the EEC (thrust
lever position, air data, etc.) is direct to and from the applicable systems and controls. Non-
essential communication (autothrust, Centralized Fault Display System (CFDS),
• etc.) is routed through the Engine Interface Unit (EIU) of each engine.
• The EIUs interface with various aircraft circuits and systems. The data is then transmitted in a
single stream to each EEC channel.
• Engine vibration monitoring is accomplished by the Engine Vibration Monitoring Unit (EVMU).
The EVMU collects vibration data from both engines. The vibration information is displayed on
the ECAM and is also available through the CFDS for troubleshooting.
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• 70 – ENGINE - V2500
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• 70 – ENGINE - V2500
• THRUST REVERSER SYSTEM
• Reverse thrust is controlled by the EEC. Reverse is manually selected by the flight crew by
lifting the latching levers on the throttle control levers. The reverse thrust command is sent to
the EEC and the EIU. The DEPLOY command from the EEC is routed through the EIU as a
second level of protection against inadvertent deployment.
• According to commands from the EEC and the EIU, a Hydraulic Control Unit (HCU) supplies
hydraulic power to operate the thrust reverser. The thrust reverser assembly has 2 hydraulically
actuated translating sleeves.
• The translating sleeves are each powered by 2 actuators. As the translating sleeve moves aft
during deployment, it raises blocker doors to redirect the engine fan airflow.
• Reverse thrust is only available on the ground.
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• 70 – ENGINE - V2500
• THRUST REVERSER
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• 70 – ENGINE - V2500
• THRUST REVERSER
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• 70 – ENGINE - V2500
• This section will highlight the control panels and indications for the engines.
• CONTROL PANELS
• The engines are controlled by throttle control levers which are located on the center pedestal.
They can only be moved manually.
• For reverse thrust operation, two latching levers let the throttle control levers move rearward
into the reverse thrust section.
• The A320 family aircraft normally operate in autothrust mode in flight. The autothrust can be
disconnected by using the two instinctive disconnect pushbuttons. These 2 red buttons are
located on the outside of each throttle control lever. This lets the engines be controlled in
manual thrust mode.
• The controls for engine starting and shut down are located on the center pedestal just behind
the throttle control levers. The manual start / N1 mode panel is located on the overhead panel.
• The engine MAN START switches are used to initiate an engine manual start procedure. They
are also used to initiate an engine dry or wet motoring procedure. The N1 MODE switches are
used to change the engine control mode from Engine Pressure Ratio (EPR) to N1 control in case
of EPR failure.
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• 70 – ENGINE - V2500
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• 70 – ENGINE - V2500
• ECAM ENGINE INDICATIONS - CLASSIC
• The engine primary parameters are permanently displayed on the upper ECAM.
• The engine secondary parameters are either manually or automatically displayed on the lower
ECAM.
• Some engine parameters are permanently displayed on the CRUISE page in flight.
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• 70 – ENGINE - V2500
• ECAM ENGINE INDICATIONS - CLASSIC
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• 70 – ENGINE - V2500
• ECAM ENGINE INDICATIONS – ENHANCED
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• 70 – ENGINE - V2500
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• 70 – ENGINE - V2500
• STARTING
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• 70 – ENGINE - V2500
• FUEL
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• 70 – ENGINE - V2500
• AIR
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• 70 – ENGINE - V2500
• OIL
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• 70 – ENGINE - V2500
• THRUST REVERSER
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• 70 – ENGINE - V2500
• MAINTENANCE
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• 70 – ENGINE : CFM56
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• SYSTEM OVERVIEW
• The CFM56-5B engine is a dual-rotor, variable stator, high bypass ratio turbo fan power plant.
The CFM56-5B powers the complete single aisle family of aircraft. CFM56-5B engines are
available in several thrust ratings.
• All the engines are basically the same. A programming plug on the Electronic Control Unit
(ECU) changes the available thrust.
• The power plant installation includes the engine, the engine inlet, the exhaust, the fan cowls
and the reverser assemblies. The pylon connects the engine to the wing structure. The engine
is attached to the pylon by forward and aft mounts.
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• COMPRESSOR
• The CFM56-5B has two axial compressor sections, one for each shaft:
• the Low Pressure Compressor (LPC) fan booster section, and the High Pressure Compressor
(HPC) section.
• The LPC is composed of: fan frame, fan booster rotor, and fan boosterstator.
• The HPC section is divided into: HPC rotor, and HPC stator.
• FAN FRAME ASSEMBLY
• The fan frame module carries inlet cowl loads to support the fan, booster and HPC and their
bearings, contains the forward mount and supports transfer and accessory gearboxes. It
provides ducting for primary and secondary airflows and variable air valves.
• FAN BOOSTER ROTOR
• The fan rotor consists of one full diameter single stage fan for the secondary flow and a four-
stage booster for the core engine flow.
• FAN BOOSTER STATOR
• Fixed stator vanes are provided for both, the fan and booster rotor. The casing is supported by
the fan frame and supports the accessory drive gearbox.
• HPC ROTOR
• The HPC compressor rotor is a 9-stage axial flow assembly. The rotor consists of stages 1-2
spool, stage 3 disk, stages 4-9 spool.
• HPC STATOR ASSEMBLY
• All 9 stages of the compressor stator are shrouded. The Inlet Guide Vanes (IGVs) and the first 3
stages of the compressor are variable.
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• COMPRESSOR
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• COMBUSTION CHAMBER
• The basic CFM56-5B engines have a Single Annular Combustor configuration.
• The case incorporates the compressor Outlet Guide Vanes (OGVs) and a diffuser for the
reduction of combustion chamber sensitivity to the compressor air profile.
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• TURBINE SECTION
• The turbine section is formed by two modules: the HPT module and the LPT module. The HPT
module consists of 1-stage nozzle and rotor and the LPT consists on 4-stage nozzle and rotor.
• The turbines provide energy to increase the pressure of the airflow in the compressors and to
power all the accessories that the aircraft needs.
• HPT NOZZLE ASSEMBLY

• The HPT nozzle is a single-stage air-cooled assembly that mounts in the combustion case and
directs the gas flow from the combustion chamber into the blades of the HPT rotor.
• HPT ROTOR ASSEMBLY

• The HPT rotor is a single-stage, air-cooled, high-efficiency turbine.
• HPT SHROUD AND LPT 1 STAGE NOZZLE ASSEMBLY
• The HPT shroud and stage 1 LPT nozzle assembly is located inside the combustion case.
• LPT STATOR ASSEMBLY
• The LPT assembly consists of the LPT case assembly, stages 2-4 LPT nozzle assemblies and
the air-cooling tubes and manifolds assembly.
• LPT ROTOR ASSEMBLY

• The LPT rotor assembly is composed of: LPT disks, stage 1 blade assembly, rotating air seals,
stages 2-4 of LPT rotor and, turbine rotor support.
• TURBINE FRAME ASSEMBLY
• The turbine frame is bolted to the LPT case and supports the primary exhaust nozzle
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• TURBINE SECTION
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• Reverse thrust is controlled by the ECU. Reverse is manually selected by the flight crew by
lifting the latching levers on the throttle control levers. The reverse thrust command is sent to
the ECU and the Engine Interface Unit (EIU). The signal from the ECU to the directional valve
• is fed to an inhibition relay controlled by the Engine Interface Unit (EIU) according to throttle
control lever position.
• According to commands from the ECU, a Hydraulic Control Unit (HCU) supplies hydraulic
power to operate the thrust reverser. The thrust reverser uses 4 hydraulically actuated pivoting
blocker doors to redirect the engine fan airflow.
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• OIL SYSTEM – SERVICING LOCATION
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• OIL SYSTEM
• MASTER CHIP DETECTOR CHECK
• There is a red pop-out indicator visible from the oil-servicing door. If extended, this indicates
that the Electrical Master Chip Detector (EMCD) is contaminated and the probe should be
checked. To reset red pop-out indicator, pushing in clogging indicator with thumb.
• The EMCD probe is located on the lubrication unit and is made up of two magnets separated by
a gap. The probe will collect any magnetic particles in the oil system. If the particle
contamination closes the gap between the magnets an electrical signal is generated to extend
the pop-out indicator. To check for contamination, remove the probe as follows:
• - Open the left fan cowl,
• - At the same time, push and turn the EMCD plug ¼ turn counterclockwise,
• - Disengage the EMCD from its housing,
• - Check the AMM for examples of NORMAL and ABNORMAL contamination,
• - Clean the EMCD,
• - Replace o-ring if necessary and re-install - check that the RED marks are aligned.
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• OIL SYSTEM
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• MEL/DEACTIVATION
• FUEL FILTER CLOGGING
• In case of a failure of the FUEL CLOG warning on ECAM, the aircraft may be dispatched per
MEL as long as the fuel filter is changed once each day. The filter housing is part of the fuel
pump assembly located on the accessory gearbox LH side. Procedure:
• - FADEC GND PWR selected OFF,
• - Open LH fan cowl,
• - Drain residual fuel using drain plug,
• - Open filter cover to remove and replace fuel filter element and o-rings,
• - Re-install filter cover; check AMM for correct torque value for filter cover bolts,
• - Perform minimum idle check for leaks,
• - Close fan cowl.
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• FUEL FILTER CLOGGING
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• T/R DEACTIVATION AND LOCKOUT
• Per the MEL, one or both Thrust Reversers may be deactivated in the STOWED position for
dispatch. The deactivation procedure has two parts. First, the Hydraulic Control Unit (HCU) is
deactivated. Moving the deactivation lever to the inhibit position prevents the pressurizing
• valve from supplying hydraulic pressure to the reverser actuators. In the second part of the
deactivation procedure each pivoting door is secured (bolted) to the reverser structure
preventing any movement.
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• OIL FILTER CLOGGING
• In case of a failure of the OIL CLOG warning on ECAM, the aircraft may be dispatched per MEL
as long as the scavenge filter is changed once each day. The filter housing lubrication unit
located on the accessory gearbox LH side. Procedure:
• - FADEC GND PWR selected OFF,
• - Open LH fan cowl,
• - Drain residual oil using drain plug,
• - Open filter cover to remove and replace oil filter element and o-rings,
• - Re-install filter cover, Check AMM/MEL for correct torque value for filter cover bolts,
• - Check ECMD for contamination,
• - Perform minimum idle check for leaks,
• - Close fan cowl.
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• OIL FILTER CLOGGING
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• START VALVE MANUAL OPERATION
• In case of an electrical failure of the start valve, the valve may be operated manually to start the
engine. The aircraft may be dispatched per the MEL with the valve INOP closed.
• NOTE: Note: Do not operate the valve unless the starter system is pressurized. Damage to the
valve can occur.
• - Open the start valve access door on the RH cowl,

• - Establish communications with the cockpit (Interphone jack on
• engine inlet cowl),
• - On command from the cockpit, move start valve manual handle to the OPEN position,
• NOTE: Note: Make sure you maintain pressure against the spring tension to keep the valve
open.
• - After engine start, on command from the cockpit, move start valve manual handle to CLOSED.
Make sure that the start valve is fully closed.
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• Maintenance
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• Maintenance
237

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A320 Gen Fam

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A320 FAMILY

• Primary Jacking Points

• Wing jack pads are ground equipment.

• FORWARD JACKING POINT

• MAIN JACKING POINT(S)

• Main Gear Jacking (Twin Wheel)

• Main Gear Jacking (4-Wheel Bogie)

• Nose Gear Jacking

• NOSE LANDING GEAR (AXLE)

• MAIN LANDING GEAR – 2 WHEEL

• MAIN LANDING GEAR – BOGIE

• Symmetry and Alignment Check

• QUICK LEVELING PROCEDURE WITH THE ADIRU

• Steering of the aircraft can be done by :

• 21– AIR CONDITION SYSTEM

• 26– FIRE PROTECTION SYSTEM

• DETECTION AND EXTINGUISHING

• DETECTION AND EXTINGUISHING

• DETECTION AND FIRE EXTINGUISHING

• 28– FUEL SYSTEM

• REFUEL/DEFUEL COUPLING AND REFUEL VALVE

• Hydraulic fluid cannot be transferred from one system to another.

• The yellow hydraulic system can also be pressurized by an electric pump.

• 35– OXYGEN SYSTEM

MRT LOCATED IN THE ATTENDANT

• High Pressure air can be supplied from three sources:

• The pneumatic system operates pneumatically and is monitored by 2 Bleed Monitoring

• CONTROL & INDICATING

• PRESSURE REGULATION COMPONENTS

• TEMPERATURE REGULATION COMPONENTS

• 38– WATER AND WASTE SYSTEM

• CONTROL AND MONITORING

• 47– INERT GAS SYSTEM

1. Conditioned Service Air System (CSAS)

2. Inert Gas Generation System (IGGS)

Component: IGGS Pallet

• 49– AUXILIARY POWER UNIT

• The APU operation is controlled and monitored by the Electronic

• Reverse thrust is only available on the ground.

• HPT NOZZLE ASSEMBLY

• HPT ROTOR ASSEMBLY

• LPT ROTOR ASSEMBLY

• THRUST REVERSER SYSTEM

• THRUST REVERSER SYSTEM

• OIL SYSTEM – SERVICING LOCATION

• - Open the start valve access door on the RH cowl,

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