A320 B1 B2 Refresher Course Notes PDF [PDF]
UNITED AIRLINES UNITED AIRLINES A318/ DIMENSIONS & AREAS A319/A320 /A321 AIRCRAFT REFERENCE GUIDE DIMENSIONS & AREAS
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UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION GENERAL INFORMATION ....................................................................1 Principle Dimensions ............................................................................4 Turning Radii ........................................................................................6 Servicing Points ....................................................................................9 Structural Materials ...............................................................................10 No Step Areas .......................................................................................12 Jacking Points .......................................................................................13 Antenna Locations ................................................................................14 STRUCTURAL BREAKDOWN ...............................................................15 Reference Axes .....................................................................................15 ATA Chapters .......................................................................................16 Section Numbers ...................................................................................17 Station Numbers ....................................................................................20 Zone Numbers .......................................................................................22 FLIGHT DECK ARRANGEMENT .........................................................24 Panels ....................................................................................................27 NOTE: Due to the nature of this chapter there are no Controls & Indications or Component Locations Sections.
DESCRIPTION & OPERATION GENERAL INFORMATION ....................................................................1 Principle Dimensions ............................................................................4 Turning Radii ........................................................................................6 Servicing Points ....................................................................................9 Structural Materials ...............................................................................10 No Step Areas .......................................................................................12 Jacking Points ........................................................................................13 Antenna Locations ................................................................................14 STRUCTURAL BREAKDOWN ...............................................................15 Reference Axes .....................................................................................15 ATA Chapters .......................................................................................16 Section Numbers ...................................................................................17 Station Numbers ....................................................................................20 Zone Numbers .......................................................................................22 FLIGHT DECK ARRANGEMENT .........................................................24 Panels ....................................................................................................27 NOTE: Due to the nature of this chapter there are no Controls & Indications or Component Locations Sections.
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
06-i A320 LIMITATION 1 AND 9 COURSE
06-i
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION GENERAL INFORMATION This Aircraft Reference Guide, or ARG, covers the Airbus Industrie A319 and A320. At this writing, United Airlines plans to have a fleet of 28 A319’s and 53 A320’s. The A319/A320 is a twin engine, low wing, narrow body aircraft of medium range. The aircraft offers exceptional fuel economy, along with advanced aerodynamics, materials, and technology. All flight controls are normally fly by wire systems. Airbus Industrie is a consortium consisting of Aerospatiale (France), CASA (Spain), Deutsche Airbus (Germany), and British Aerospace (United Kingdom). The aircraft are designated A319-131 and A320-232. The first digit in the dash number identifies the aircraft as a 100 or 200 series airplane and the 3 in the dash number identifies the engine (IAE V2500).
JUN 97 FOR TRAINING PURPOSES ONLY
DIMENSIONS & AREAS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The engine manufacturer IAE (International Aero Engines) has its headquarters in Glastonbury, Connecticut. IAE is a partnership of 5 companies, Pratt & Whitney (US), Rolls-Royce (United Kingdom), MTU or Moteren-und Turbinen-Union (Germany), Fiat Avio (Italy), and JAEC or Japanese Aero Engines Corporation (Japan). UAL A319/A320’s are powered IAE V2522 and V2527 engines respectively. The 25 in the model number represents the 2500 series engine and the last two digits (times 1000) represent the thrust rating. The A319 engines are rated at 22,000 pounds of thrust. On the A320, 26,500 pounds of thrust is rounded up to 27,000.
06-1 A320 LIMITATION 1 AND 9 COURSE
GENERAL INFORMATION This Aircraft Reference Guide, or ARG, covers the Airbus Industrie A319 and A320. At this writing, United Airlines plans to have a fleet of 28 A319’s and 53 A320’s. The A319/A320 is a twin engine, low wing, narrow body aircraft of medium range. The aircraft offers exceptional fuel economy, along with advanced aerodynamics, materials, and technology. All flight controls are normally fly by wire systems. Airbus Industrie is a consortium consisting of Aerospatiale (France), CASA (Spain), Deutsche Airbus (Germany), and British Aerospace (United Kingdom). The aircraft are designated A319-131 and A320-232. The first digit in the dash number identifies the aircraft as a 100 or 200 series airplane and the 3 in the dash number identifies the engine (IAE V2500).
JUN 97
The engine manufacturer IAE (International Aero Engines) has its headquarters in Glastonbury, Connecticut. IAE is a partnership of 5 companies, Pratt & Whitney (US), Rolls-Royce (United Kingdom), MTU or Moteren-und Turbinen-Union (Germany), Fiat Avio (Italy), and JAEC or Japanese Aero Engines Corporation (Japan). UAL A319/A320’s are powered IAE V2522 and V2527 engines respectively. The 25 in the model number represents the 2500 series engine and the last two digits (times 1000) represent the thrust rating. The A319 engines are rated at 22,000 pounds of thrust. On the A320, 26,500 pounds of thrust is rounded up to 27,000.
06-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AIRPLANE IDENTIFICATION Model PERFORMANCE Range Speed Altitude CONFIGURATION Passenger Cargo WEIGHTS Max Gross Taxi Weight (MGTW) Max Take-Off Gross Weight (MTOGW) Design Landing Weight (DLW) Zero Fuel Weight (ZFW) Usable Fuel Load
DESCRIPTION & OPERATION
AIRPLANE IDENTIFICATION Model PERFORMANCE Range Speed Altitude CONFIGURATION Passenger Cargo WEIGHTS Max Gross Taxi Weight (MGTW) Max Take-Off Gross Weight (MTOGW) Design Landing Weight (DLW) Zero Fuel Weight (ZFW) Usable Fuel Load
A319-131 2,800 nm 460 kts (TAS) 39,000 ft 8F 116C BULK 155,150 lbs 154,300 lbs 134,500 lbs 125,700 lbs 43,000 lbs
A319 General Arrangement
06-2 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
A319-131 2,800 nm 460 kts (TAS) 39,000 ft 8F 116C BULK 155,150 lbs 154,300 lbs 134,500 lbs 125,700 lbs 43,000 lbs
A319 General Arrangement
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-2
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
AIRPLANE IDENTIFICATION Model PERFORMANCE Range Speed Altitude CONFIGURATION Passenger Cargo WEIGHTS Max Gross Taxi Weight (MGTW) Max Take-Off Gross Weight (MTOGW) Design Landing Weight (DLW) Zero Fuel Weight (ZFW) Usable Fuel Load
AIRPLANE IDENTIFICATION Model PERFORMANCE Range Speed Altitude CONFIGURATION Passenger Cargo WEIGHTS Max Gross Taxi Weight (MGTW) Max Take-Off Gross Weight (MTOGW) Design Landing Weight (DLW) Zero Fuel Weight (ZFW) Usable Fuel Load
A320-232 3,400 nm 460 kts (TAS) 39,000 12F 132C Bulk 170,600 lbs 169,750 lbs 142,200 lbs 134,400 lbs 43,000 lbs
FOR TRAINING PURPOSES ONLY
A320-232 3,400 nm 460 kts (TAS) 39,000 12F 132C Bulk 170,600 lbs 169,750 lbs 142,200 lbs 134,400 lbs 43,000 lbs
A320 General Arrangement
A320 General Arrangement JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
06-3 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Principle Dimensions The dimensions on this diagram are quoted in feet and inches. Measurements from the static ground line correspond to the aircraft at its maximum ramp weight.
Principle Dimensions The dimensions on this diagram are quoted in feet and inches. Measurements from the static ground line correspond to the aircraft at its maximum ramp weight.
111'
111'
18'11"
18'11" 12'11"
12'11"
11'3"
11'2"
14'11"
11'3"
38'7"
14'11"
13˚
16'7"
11'2"
13˚
16'7"
36'3"
36'3"
111'10"
111'10"
40'10"
40'10"
18˚
18˚ 1'9"
1'9"
24'11"
24'11"
37'9"
37'9"
A319 Dimensions
A319 Dimensions
06-4 FOR TRAINING PURPOSES ONLY
38'7"
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-4
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS DESCRIPTION & OPERATION
123'3"
123'3"
18'11"
18'11"
12'11"
12'11"
11'3"
11'2"
14'11"
11'3"
38'7"
14'11"
13˚
16'7"
11'2"
41'6"
13˚
16'7"
41'6"
111'10"
111'10"
40'10"
40'10"
18˚
18˚
1'9"
1'9" 24'11"
24'11"
37'9"
37'9"
A320 Dimensions
JUN 97 FOR TRAINING PURPOSES ONLY
38'7"
A320 Dimensions 06-5 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Turning Radii The turning radii depicted below are based on the following conditions: - slow continuous turning, - symmetrical thrust, - no differential braking, - and a dry surface.
Turning Radii The turning radii depicted below are based on the following conditions: - slow continuous turning, - symmetrical thrust, - no differential braking, - and a dry surface.
36'3"
36'3" "
"
0 4'1
'10
64
6
EFFECTIVE TURN 70˚ STEERING ANGLE 75˚
15'1" 70'2" MINIMUM PAVEMENT WIDTH FOR 180˚TURN
'3"
EFFECTIVE TURN 70˚ STEERING ANGLE 75˚
39'9
"
'6" 54
" 39'9
54
'6"
70
A319 Turning Radii
FOR TRAINING PURPOSES ONLY
70'2" MINIMUM PAVEMENT WIDTH FOR 180˚TURN
'3"
70
06-6
15'1"
A319 Turning Radii JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS DESCRIPTION & OPERATION
41'6"
41'6" 0"
"
'10
'1
71
EFFECTIVE TURN 70˚ STEERING ANGLE 75˚
71
15'1" 75'10" MINIMUM PAVEMENT WIDTH FOR 180˚TURN
'5"
EFFECTIVE TURN 70˚ STEERING ANGLE 75˚
'
'
72 45'5
45'5
"
"
60
60
FOR TRAINING PURPOSES ONLY
75'10" MINIMUM PAVEMENT WIDTH FOR 180˚TURN
'5"
72
JUN 97
15'1"
A320 Turning Radii
A320 Turning Radii 06-7 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Door Heights
06-8 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
Door Heights
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Servicing Points JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
Servicing Points 06-9 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Structural Materials The basic aircraft structure is made of aluminum alloys with stainless steel and titanium alloys in specific areas.
Structural Materials The basic aircraft structure is made of aluminum alloys with stainless steel and titanium alloys in specific areas.
Metallic Materials
06-10 FOR TRAINING PURPOSES ONLY
Metallic Materials
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Composite materials are used for primary and secondary structure. Composite materials represent about 15% of the aircraft structural weight. CFRP is mainly used for primary structures, while AFRP and GFRP are only used for secondary structures.
Composite materials are used for primary and secondary structure. Composite materials represent about 15% of the aircraft structural weight. CFRP is mainly used for primary structures, while AFRP and GFRP are only used for secondary structures.
Composite Materials
JUN 97 FOR TRAINING PURPOSES ONLY
Composite Materials 06-11 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
No Step Areas Wing and horizontal stabilizer no step areas are shown below. Protective mats are required on the horizontal stabilizer as it is a carbon fiber structure.
No Step Areas Wing and horizontal stabilizer no step areas are shown below. Protective mats are required on the horizontal stabilizer as it is a carbon fiber structure.
No Step Area
No Step Area
06-12 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-12
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Jacking Points Four jacking points are provided. One is on the underside of each wing outboard of the engine pylon. Another is located forward of the nose landing gear bay. The fourth jacking point is for a stabilizing jack and is located on the underside of the empanage section.
Jacking Points Four jacking points are provided. One is on the underside of each wing outboard of the engine pylon. Another is located forward of the nose landing gear bay. The fourth jacking point is for a stabilizing jack and is located on the underside of the empanage section.
Jacking Points
Jacking Points
JUN 97 FOR TRAINING PURPOSES ONLY
06-13 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Antenna Locations
06-14 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
Antenna Locations
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
STRUCTURAL BREAKDOWN Reference Axes The structure elements are localized according to the following reference axis. NOTE: The reference (station 0) for all structure measurements in the X axis is located 100 inches (254 centimeters) forward of the aircraft nose.
Following is a typical fuselage contour in the Y and Z planes (section A-A at frame 55). These are the major aircraft reference axes.
STRUCTURAL BREAKDOWN Reference Axes The structure elements are localized according to the following reference axis. NOTE: The reference (station 0) for all structure measurements in the X axis is located 100 inches (254 centimeters) forward of the aircraft nose.
FOR TRAINING PURPOSES ONLY
Following is a typical fuselage contour in the Y and Z planes (section A-A at frame 55). These are the major aircraft reference axes.
Reference Axes
Reference Axes JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
06-15 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
ATA Chapters The aircraft structure is divided according to the ATA 100 specifications.
ATA Chapters The aircraft structure is divided according to the ATA 100 specifications.
ATA Chapter
ATA Chapter
06-16 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-16
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Section Numbers Each major part of the aircraft, corresponding to production receives a section number. The fuselage section base number is 10. The fuselage is divided into various sections for manufacturing reasons.
Section Numbers Each major part of the aircraft, corresponding to production receives a section number. The fuselage section base number is 10. The fuselage is divided into various sections for manufacturing reasons.
Section Numbers Figure 1
Section Numbers Figure 1 JUN 97 FOR TRAINING PURPOSES ONLY
06-17 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
The general wing section base number is 20. The general tail plane section base number is 30.
The general wing section base number is 20. The general tail plane section base number is 30.
Section Numbers Figure 2
Section Numbers Figure 2
06-18 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
The engine section base number is 40. The lending gear section base number is 50. The general belly fairing section base number is 60.
The engine section base number is 40. The lending gear section base number is 50. The general belly fairing section base number is 60.
Section Numbers Figure 3
Section Numbers Figure 3
JUN 97 FOR TRAINING PURPOSES ONLY
06-19 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Station Numbers The station number is the distance in centimeters of a cross section from a reference point. The station/frame numbers shown correspond to the section boundaries.
DESCRIPTION & OPERATION Following are the engine station numbers, fuselage station and frame numbers, and vertical stabilizer station and rib numbers.. NOTE: For the vertical stabilizer the reference station is Z=0 at the VTZ axis.
Station Numbers The station number is the distance in centimeters of a cross section from a reference point. The station/frame numbers shown correspond to the section boundaries.
FOR TRAINING PURPOSES ONLY
Following are the engine station numbers, fuselage station and frame numbers, and vertical stabilizer station and rib numbers.. NOTE: For the vertical stabilizer the reference station is Z=0 at the VTZ axis.
Station Numbers Figure 1
Station Numbers Figure 1
06-20
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Horizontal stabilizer station numbers are as follow. NOTE: For the horizontal stabilizer the reference station is Y=0 at the aircraft Y axis.
DESCRIPTION & OPERATION The wing station numbers are as follow. NOTE: For the wings the reference station is wing reference axis (WY). WY is located at 1868 mm (73.54 in) from the aircraft X axis.
Horizontal stabilizer station numbers are as follow. NOTE: For the horizontal stabilizer the reference station is Y=0 at the aircraft Y axis.
FOR TRAINING PURPOSES ONLY
The wing station numbers are as follow. NOTE: For the wings the reference station is wing reference axis (WY). WY is located at 1868 mm (73.54 in) from the aircraft X axis.
Station Numbers Figure 2
Station Numbers Figure 2 JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
06-21 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Zone Numbers There are 8 major zones in the aircraft. Each major zone is identified by the first digit of a 3 digit number. Following are fuselage and vertical stabilizer zones.
Zone Numbers There are 8 major zones in the aircraft. Each major zone is identified by the first digit of a 3 digit number. Following are fuselage and vertical stabilizer zones.
Zone Numbers Figure 1
Zone Numbers Figure 1
06-22 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Zone Numbers Figure 2 JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
Zone Numbers Figure 2 06-23
A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION FLIGHT DECK ARRANGEMENT The flight deck is equipped with adjustable seats for two crew members, a third occupant seat and a folding seat for a fourth occupant. Various furnishings and equipment are fitted into the flight deck for the comfort, convenience and safety of the occupants. The controls of most aircraft systems are located on the overhead panel. The overhead panel is divided into 2 main sections: - a FWD section including the system panels, - and an AFT section mainly comprising the circuit breaker panel. The glare-shield contains the Flight Control Unit (FCU). The FCU includes the Electronic Flight Instrument System (EFIS) controls, and is used for control and monitoring of the Auto Flight System (AFS, also on the glare-shield).
06-24 FOR TRAINING PURPOSES ONLY
DIMENSIONS & AREAS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The MASTER CAUTION and the MASTER WARNING lights are also mounted on the glare-shield. The main instrument panel has 6 interchangeable Cathode Ray Tubes. Two of them are dedicated to the ECAM. The others are 2 Primary Flight Displays and 2 Navigation Displays. Stand by instruments and landing gear controls are also located on the main instrument panel.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
FLIGHT DECK ARRANGEMENT The flight deck is equipped with adjustable seats for two crew members, a third occupant seat and a folding seat for a fourth occupant. Various furnishings and equipment are fitted into the flight deck for the comfort, convenience and safety of the occupants. The controls of most aircraft systems are located on the overhead panel. The overhead panel is divided into 2 main sections: - a FWD section including the system panels, - and an AFT section mainly comprising the circuit breaker panel. The glare-shield contains the Flight Control Unit (FCU). The FCU includes the Electronic Flight Instrument System (EFIS) controls, and is used for control and monitoring of the Auto Flight System (AFS, also on the glare-shield).
06-24
The MASTER CAUTION and the MASTER WARNING lights are also mounted on the glare-shield. The main instrument panel has 6 interchangeable Cathode Ray Tubes. Two of them are dedicated to the ECAM. The others are 2 Primary Flight Displays and 2 Navigation Displays. Stand by instruments and landing gear controls are also located on the main instrument panel.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
DIMENSIONS & AREAS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Flight Deck figure 1
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
Flight Deck figure 1 06-25 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Several control panels are located on the center pedestal. The main control panels are: - throttle and thrust reverser levers, - pitch trim wheels, - flaps and slats control, - brakes controls, - MCDU’s. The side sticks and nose wheel steering handles are mounted on the side consoles. The side consoles provide documentation stowage, oxygen masks, and communication devices.
Several control panels are located on the center pedestal. The main control panels are: - throttle and thrust reverser levers, - pitch trim wheels, - flaps and slats control, - brakes controls, - MCDU’s. The side sticks and nose wheel steering handles are mounted on the side consoles. The side consoles provide documentation stowage, oxygen masks, and communication devices.
Flight Deck Figure 2
Flight Deck Figure 2
06-26 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Panels
Panels 27VU
27VU CALL
CALL
CALL
CALL
CALL
MECH
ATT
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
CALL
OBS AUDIO ENTMNT
OBS AUDIO ENTMNT
INT
ON
DISPLAY DATA
2 3
1
HDG
OFF
STS
N 2
3
H 5
E 6
7
S 8
ENT
ON BAT IR1
1 W 4
SYS
PPOS WIND TK/GS TEST
IR3
FAULT ALIGN
ALIGN
OFF NAV ATT
OFF NAV ATT
AGENT 1
AGENT 2
SQUIB
SQUIB
DISCH
DISCH
ENG
TEST
AGENT 2
SQUIB
SQUIB
DISCH
DISCH
BLUE
OFF
OFF
ENG 1 PUMP
OFF
ENG 1
FAULT
FAULT
HF1
OFF
FAULT
ENG 2
OFF
OFF
FAULT
VOR
F U E L
A U T O
FAULT
OFF
MAN
R TK PUMPS 1 2
FAULT
FAULT
FAULT
ADF
DC BUS 1
1
BAT
OFF
OFF
OFF
2
BAT 2
FAULT
AC ESS FEED
OFF
OFF
FAULT
EMER ELEC PWR
E L E C
MAN ON
RAT & EMER GEN
OFF
AC BUS 1
ALTN
AC ESS BUS
SEC 2
SEC 3
A U T O
FAULT
APU GEN
EXT PWR
GEN 2
FAULT
AVAIL
FAULT
OFF
OFF
ON
OFF
OFF
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
FLAP MODE
LDG FLAP 3
OFF
ON
PACK FLOW NORM
AFT ISOL VALVE
FAULT
FAULT
RCDR CVR ERASE
CVR TEST
A U T O
MASK MAN ON
COCKPIT
FWD CABIN
30VU
OXYGEN PASSENGER
A U T O
FWD
RAIN RPLNT
C O N D
COLD
HOT
COLD
HOT
PACK 2
X BLEED
ENG 2 BLEED SHUT
FAULT ON
OFF
OPEN
FAULT
FAULT
ON
OFF
SEC 1
FAC 1
FAULT
FAULT
ANTI ICE WING
ENG 1
CALL
FAULT
FAULT
ON
ON
ON
WIPER
A U T O
FAULT ON
A U T O
EXT LTS
OFF SLOW
STROBE OFF
BEACON OFF
NAV OFF
ON RWY TURN OFF OFF
EMER ELEC PWR
2 8
6
ON ON
BRT
OFF
LDG FLAP 3
OFF
ON
ON
ON
ON
ON
WIPER
NOSE OFF
AVAIL
BRT
OFF
TAXI
ON
ON
T.O.
A U T O ON
FAULT
OFF
OFF
FAULT
A U T O
FAULT
OFF
BAT 1
DC BUS 1
A U T O
FAULT OFF
MAN
1
F U E L
R TK PUMPS 1 2
FAULT
FAULT
FAULT
BAT
OFF
OFF
OFF
2
BAT 2
CVR TEST
OXYGEN PASSENGER
CREW SUPPLY
BFO
24VU
FLT CTL SEC 2
SEC 3
FAC 2
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
FAULT
AC ESS FEED
OFF
OFF
FAULT ALTN
AC ESS BUS
A U T O
IDG 1
FAULT
HOT AIR
AFT ISOL VALVE
FAULT
FAULT
OFF
OFF AFT
IDG 2
GEN 1
APU GEN
EXT PWR
GEN 2
FAULT
FAULT
AVAIL
FAULT
OFF
OFF
ON
OFF
OFF
22VU
CARGO HEAT
E L E C
AC BUS 2
BUS TIE
PACK FLOW NORM LO
COLD
FAULT
HOT
COCKPIT
FWD CABIN
30VU
AFT CABIN
TEST
AFT
SMOKE
SMOKE
HI FAULT
A I R
A I R
OFF COLD
PACK 1
C O N D
HOT
COLD
HOT
COLD
HOT
PACK 2
X BLEED
PACK 1
C O N D
OFF AUTO
RAM AIR ENG 1 BLEED
APU BLEED
ENG 2 BLEED SHUT
FAULT ON
OFF
OPEN
FAULT
FAULT
ON
OFF
EMER WING
AFT
ENG 1
CALL
FAULT
FAULT
ON
ON
ON
WIPER
FAULT ON
A U T O
BEACON OFF
ON RWY TURN OFF OFF
ON
A U T O
NAV OFF
8
ON ON
ON
1
2
ON
ON
ON
ON
BRT
OFF
WIPER
ANN LT DIM BRT
RAIN RPLNT
OFF
TEST
DIM BRT
SLOW
ON
FAST
SIGNS START
R
N1 MODE 2
ON
OFF
ON
LAND L
6
OFF
MAN START
4
DOME
CAB FANS
1
INT LT OVHD INTEG LTSTBY COMPASS
MASTER SW
OVRD
ENG
DITCHING
0 2
AGENT 2
A U T O
FAULT
25VU
LDG ELEV AUTO -2
14 MAN V/S CTL MODE SEL UP FAULT A 12 U T 10 MAN O DN
FAULT
NOSE OFF
AVAIL
OFF
TAXI
ON
ON
T.O.
RETRACT
ARM
ON
APU
WING OFF
A U T O
FAST
ON
A U T O
EXT LTS STROBE OFF
OFF
ON
ENG 2
DISCH 2
EXTRACT A U T O
OVRD
CABIN PRESS
PROBE/WINDOW HEAT
DISCH 1 AGENT 1
AGENT 2
VENTILATION FAULT
ANTI ICE
AGENT 1
BLOWER
OFF
SLOW
BRT
DISCH AGENT 2
FAULT
PACK 2
OFF
SYS ON
SLOW
SEAT BELTS NO SMOKING OFF OFF A U T O ON
EMER EXIT LT OFF ARM OFF
ON
ON
FLT CTL
ELAC 2
SEC 2
SEC 3
FAC 2
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
ELAC 2
SEC 2
SEC 3
FAC 2
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
A319 No Cargo Heat Panel
A319 No Cargo Heat Panel
DISCH
CARGO SMOKE FWD
TEST
DISCH
DISCH
SMOKE
DISCH
DISCH
CARGO SMOKE FWD
AFT
SMOKE
TEST
DISCH
AFT
SMOKE
SMOKE
DISCH
DISCH
A319 Cargo Smoke Panel
A319 Cargo Smoke Panel
Overhead Panel
Overhead Panel
FOR TRAINING PURPOSES ONLY
ADF
ELAC 2
FLT CTL
JUN 97
AM
STBY NAV
35VU
DC BUS 2
FAULT
AC BUS 1
OFF
RAIN RPLNT
EMER EXIT LT
OFF
FAULT
FAULT
FWD
FAST
SEAT BELTS NO SMOKING OFF OFF
CVR ERASE A U T O
A U T O
IN USE
OFF
DIM
ILS
HOT AIR
SIGNS START
R
2
ON
ON
LAND L
FLAP MODE
OFF
RAIN RPLNT
DIM
ON
G/S MODE
MECH
1
TEST
VOR
CARGO SMOKE
CALLS N1 MODE
2
ANN LT
HF1
NAV
FWD
ON
OFF
CTR TK CTR TK PUMP 1 MODE SEL PUMP 2
OFF
MAN START
4
DOME
OFF
ON
A U T O
FAULT
VIDEO
CAB FANS
1
INT LT OVHD INTEG LTSTBY COMPASS
OVRD
VHF3
SEL
OFF
ENG 2 OPEN
E L E C
MAN ON
RAT & EMER GEN
MASK MAN ON
A U T O
FAULT
VHF2
HF1
21VU
OFF
AGENT 2
EXTRACT A U T O
VHF1
H Y D
FAULT
FAULT
GALLEY
ENG
DITCHING
0
FAULT
RETRACT
ON
A U T O
DISCH 2
25VU
LDG ELEV AUTO -2
14 MAN V/S CTL MODE SEL UP FAULT A 12 U T 10 MAN O DN
MASTER SW
A U T O
FAST
ON
APU
WING OFF
CABIN PRESS
PROBE/WINDOW HEAT
ENG 2
ENG 2 PUMP
APU
L TK PUMPS 1 2
CAPT & PURS
RCDR
VENTILATION
OVRD EMER
OFF
ENG 1
ON
GND CTL
DISCH 1 AGENT 1
ADF2
STBY/CRS
40VU
ELEC PUMP
A U T O
FAULT
FAULT
OFF
EVAC
DISCH
FAULT
OFF
AFT
OFF
ENG 1 PUMP
EVAC
AGENT 2
AGENT 2
ADF1
OFF
A U T O
FAULT
SMOKE
BLOWER
TEST
GPWS
AGENT 1
PA
ILS
X FEED
FAULT
HORN SHUT OFF
SYS
MKR
ACTIVE
AFT
SMOKE
C O N D
OFF APU BLEED
2
YELLLOW
ELEC PUMP
OFF
ELAC 1
ON
AUTO
RAM AIR ENG 1 BLEED
BLUE
RAT MAN ON
F 23VU U E L
FLT CTL
FAULT
PACK 2
OFF
SYS ON
CALLS MECH
CREW SUPPLY
HOT
CAB
PUSH
DISCH
GREEN
ADR 2 OFF
HOT
TEST
A I R
OFF COLD
TEST
FIRE
SQUIB
OFF NAV ATT
OFF
DISCH
ENG
PTU
FAULT
OFF
PACK 1
1
F I R E
SQUIB
DISCH
AGENT
FIRE
FAULT
FAULT
PACK 1
TEST
FAULT
OFF
SMOKE
AFT CABIN
ATT
INT
AGENT 2
SQUIB
PUSH
DISCH
ENG
PUSH
FAULT
GEN 1 LINE
HI
FAULT
VIDEO IN USE
ADR 3
EMER GEN TEST
COLD
APU FIRE
SQUIB
DISCH
9
OFF AFT
HOT AIR LO
A I R
SQUIB
CLR
0
OFF
CARGO SMOKE
OFF
F I R E
AGENT 1
ALIGN
OFF
HOT AIR
OFF
FWD
G/S MODE
S 8
FAULT
22VU
CARGO HEAT
FAULT
FAULT
ON
OFF NAV ATT
IDG 2
GEN 1 FAULT
7
FAC 2
FAULT
GPWS
GND CTL
OFF NAV ATT
24VU
FLT CTL ELAC 2
E L E C
AC BUS 2
BUS TIE
IDG 1
A U T O
FAULT
OFF
A U T O
FAULT
E 6
AGENT 2
H Y D
35VU
DC BUS 2
FAULT
3
H 5
IR2
ALIGN
BFO
N 2
FAULT
ALIGN
COMMAND
BAT 1
GALLEY
SYS
ILS
1
ENT
IR3
FAULT
21VU CAPT & PURS
ON
OFF
IR1
STBY NAV
ADR 1
ON
FAULT
OFF
STS
ON BAT
AM
OFF
APU
EVAC
SMOKE
ENG 2 PUMP
OPEN
OFF
EVAC
GEN 1 LINE
VHF3
SEL
OFF
CTR TK CTR TK PUMP 1 MODE SEL PUMP 2
L TK PUMPS 1 2
FAULT
HORN SHUT OFF
EMER GEN TEST
VHF2
HF1
2 3
1
HDG
H Y D
ELEC PUMP
A U T O
FAULT
FAULT
F 23VU U E L
FAC 1
OFF
VHF1
MECH
HF2
ON VOICE RESET
W 4
SYS
PPOS WIND TK/GS
X FEED
FLT CTL
OFF
DATA
STBY/CRS
TEST
NAV A U T O
FAULT ELEC PUMP
OFF FAULT
ACTIVE
40VU
YELLLOW
RAT MAN ON
ADR 2 OFF
FAULT
TEST
CALL
HF1
RAD VOR1 VOR2
ADIRS
ADF2
DISPLAY
F I R E
PTU
FAULT
ADF1
PUSH
GREEN
OFF NAV ATT
SEC 1
2 FIRE
ENG
TEST DISCH
ALIGN
ADR 3
COMMAND
AGENT 1
CALL
VHF3
PA
ILS
AGENT 1
SQUIB
FAULT
OFF
FAULT
1 FIRE PUSH
FAULT
ELAC 1
PUSH
9
H Y D ADR 1
APU FIRE AGENT
CLR
0
IR2
FAULT
F I R E
MKR
CALL
VHF2
INT
ON
ON VOICE RESET RAD VOR1 VOR2
ADIRS
CALL
VHF1 OFF
OFF
06-27 A320 LIMITATION 1 AND 9 COURSE
JUN 97
06-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
HIGH VOLTAGE INSIDE
HA
3
3
3
3
3
3
3
3
5
LIGHTING
5
H
3
1
72
CIDS DIR 1&2 DEU B DEU A ESS ESS ESS LINE1 LINE2
54VU-2
3
3
FWS FWC1 SPLY
F
3
5
3
5
1
3
3
E
5
3
5
3
3
3
3
3
3
1
3
72
ANTI ICE
ECAM DU DMC3 UPPER SPLY SWTG SWTG
5
3
3
3
B
3
5
3
1
1
72
5
ATC 1
ILS 1
VOR 1
DME 1
3
5
3
3
3
3
3
10
3
3
3
3
3
DMC1 SWTG
DMC3 STBY SPLY
3
3
DMC1 SPLY
ECAM CTL PNL
5
3
3
3
1
72
1
1
72
SEC 1 NORM SPLY
CTL
OFF
OFF
G APU
ENG
AUTO EXTING
FADEC GND PWR 1 2
54VU-2
1
72
5
3
FWC1 SPLY ON
ON
F
3
E
E
3
1
3
3
3
D
5
3
3
5
3
3
3
3
5
15
15
3
3
3
3
3
3
3
3
3
2
3
4
5
6
7
8
9
10
11
12
13
14
1
3
3
3
5
3
VHF 1
RMP 1
ATC 1
VOR 1
3
3
C
C
3
3
B
B
3
72
5
3
1
3
5
3
3
ECAM DU DMC3 UPPER SPLY SWTG SWTG
5
3
3
RLY BOX CAPT
3
AIR COND
3
1
72
5
FLOW CTL & IND 1
3
3
3
3
3
DMC1 SWTG
DMC3 STBY SPLY
DMC1 SPLY
ECAM CTL PNL
CTL
3
3
5
3
3
10
3
1
72
1
RESET
OK ON
ON
3
E
3
3
X FEED VALVE BAT
3
D
3 HYD
1
72 SEC 1 NORM SPLY
3
3
3
3
1
72
5
LP VALVE 1&2 IGN FADEC A FIRE DET MOT 1 SYS A & EIU1 & EIU2 LOOPA LOOPBENG 1 ENG 2
3
3
C
APU
THS ELAC1 SLT FLP ACTR FCDC1 NORM 1 POS MOT2 SPLY SPLY IND 1
FUEL BLOW OFF PUMP
3
72
3
B
ENGINE
XFR VALVE 1 WING L R
X FEED FQI SMOKE VALVE CHAN CONFIG MOT 1 1 PUMP CTL
A
3
3
5
15
15
3
3
3
3
3
3
3
3
3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
A
READING LT
OFF
48VU TOILET
READING LT
BRT
NORM
52VU
F/O 3
CAPT 3
NORM
52VU
F/O 3
FMS LOAD
Overhead Panel - Upper
FOR TRAINING PURPOSES ONLY
BRT
AUDIO SWITCHING
OCCPD
FMS LOAD
06-28
OFF
48VU TOILET
AUDIO SWITCHING CAPT 3
ON
CVR SPLY
54VU-1
A
OCCPD
OFF
ENG FADEC GND PWR 1 2
Y BRK HYD HYD PWR FIRE VALVE G LGC1U PRESS PRESS B WARN Y SYS 1 IND XMTR & CTL ENG 1 ENG 2
3
72
OFF
COM
3
ENG 1 MONG CTL
L/G
SLT FLP CTL & MONG SYS 1
OFF
APU AUTO EXTING
AIR BLEED
CAB RAM PRESS AIR CTL 1 INLET
3
TEST
F
3
FLIGHT CONTROLS FCU 1
G
3
3
ENGINE
1 2 HP FUEL SOV
3
LEAK MEASUREMENT VALVES G B Y
ON
NAV
AIR COND
FAC 1 FMGC 26VAC 28VDC 1
72
10
A U T O
DME 1
ADIRU 3 CAPT CLOCK VOR/ADF/ SWTG LOUD NORM DME STBY STBY SPLY SPKR SPLY HORIZON RMI ALTM
3
AUTO FLT MCDU 1
3
ON
HYD BLUE PUMP OVRD
ILS 1
AVIONICS CMPT LT
ON
H
NAV
AUDIO ACP FLT CAPT F/O INTPH
AVNCS VENT CTL
SVCE INT OVRD
FAULT
3
COM
AFT CARGO CARGO FIRE EXTIG EXTIG SDCU VENT/HTG BTL 1 BTL 2 CHAN 1CTL & MONG
WING MONG CTL
X FEED FQI SMOKE VALVE CHAN CONFIG MOT 1 1 PUMP CTL
3
TMR RESET
ADF 1
NAV & PROBES
PFD CAPT SPLY SWTG
ENGINE
1
3
ADIRU 1 1&2 28VDC 1 & ADA1 SPLY ESS BUS 115VAC 26VAC
ANTI ICE
3
OXYGEN
NAV
AC BUS BXP MONG
LT CTL
HA
ON
3
ANTI ICE
FUEL BLOW OFF PUMP
3
72
5
PROBES RIAN RPLNT PITOT PHC ADA CAPT 1 1 1
D
3
CKPT DOME
50VU CVR HEAD SET
5 ELEC
1 72
SDAC
APU
XFR VALVE 1 WING L R
3
3
1 2 26VAC SYNC AC ESS BUS
NO CAPT SPLY SWTG
3
49VU
3
EMER LT
EIS
CVR SPLY
54VU-1 A
3 FWS
RESET
ON
3
OFF
OK
F
3
CABIN 1 72
LEAK MEASUREMENT VALVES G B Y
ON
TEST
3
THS ELAC1 SLT FLP ACTR FCDC1 NORM 1 POS MOT2 SPLY SPLY IND
LP VALVE 1&2 IGN FADEC A FIRE DET MOT 1 SYS A & EIU1 & EIU2 LOOPA LOOPBENG 1 ENG 2
5
H
HYD
X FEED VALVE BAT
3
3
3
LIGHTING
HYD
3
3
XFMR STBY 115V.5V COMP ESS BUS LT
A U T O
Y BRK HYD HYD PWR FIRE VALVE G LGC1U PRESS PRESS B WARN Y SYS 1 IND XMTR & CTL ENG 1 ENG 2
3
3
COM
3
ENG 1 MONG CTL
3
COM HF1
PASSENGER ACTUATION
CTL & WARN
CIDS DIR 1&2 DEU B DEU A ESS ESS ESS LINE1 LINE2
G
3
3
3
AIR BLEED
CAB RAM PRESS AIR CTL 1 INLET
3
3
L/G
SLT FLP CTL & MONG SYS 1
72
ON
H
NAV
FLIGHT CONTROLS FCU 1
AVIONICS CMPT LT
ON
BLUE PUMP OVRD
RMP 1
ENGINE
1 2 HP FUEL SOV
3
10
AIR COND
FAC 1 FMGC 26VAC 28VDC 1
72
RLY BOX CAPT
FLOW CTL & IND 1
AUTO FLT MCDU 1
3
VHF 1
3
AIR COND
3
SVCE INT OVRD
FAULT
ADIRU 3 CAPT CLOCK VOR/ADF/ SWTG LOUD NORM DME STBY STBY SPLY SPKR SPLY HORIZON RMI ALTM
AFT CARGO CARGO FIRE EXTIG EXTIG SDCU VENT/HTG BTL 1 BTL 2 CHAN 1CTL & MONG
WING MONG CTL
C
3
3
AVNCS VENT CTL
OXYGEN
NAV
AUDIO ACP FLT CAPT F/O INTPH
ANTI ICE
PROBES RIAN RPLNT PITOT PHC ADA CAPT 1 1 1
D
3
COM
EIS
PFD CAPT SPLY SWTG
HA TMR RESET
ADF 1
NAV & PROBES
3
HA
NAV
AC BUS BXP MONG
LT CTL
3
ADIRU 1 1&2 28VDC 1 & ADA1 SPLY ESS BUS 115VAC 26VAC
3
NO CAPT SPLY SWTG
CKPT DOME
HIGH VOLTAGE INSIDE OXYGEN
CREW OXY SPLY
ON
72
SDAC 1 2 26VAC SYNC AC ESS BUS
ELEC
EMER LT CABIN
50VU CVR HEAD SET
COM HF1
PASSENGER ACTUATION
CTL & WARN
XFMR STBY 115V.5V COMP ESS BUS LT
G
49VU
OXYGEN
CREW OXY SPLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
Overhead Panel - Upper
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-28
JUN 97
FOR TRAINING PURPOSES ONLY BRT
BRT
Captain’s Panel 06-29
A320 LIMITATION 1 AND 9 COURSE
JUN 97 OFF
MAX
OFF
DIM
OFF
ND
BRT
301VU
IIAD 110.10 35
10
0
QNH
30.10
33
1
10
10
20
LOC
2
33
-11
34
35
35
IA
AML
0
MOSBY
TILLE
KIAD 01R
INTCPT
1
3
131VU
ADF 2 M IA
2
CAPT
4
TILLE 011˚ 5.5 nm 05:36
CHRONO
2
TILT -1.00 MAN
3 4
TILLE 011˚ 5.5 nm 05:36
SIDE STICK PRIORITY
MOSBY
TILLE
KIAD 01R
INTCPT
1
ILS APP
IA
AML
0
ILS APP
ADF 2 M IA
TILT -1.00 MAN
DIMENSIONS & AREAS
QNH
30.10
025
30 00 80
035
GS 190 TAS 198 338 / 15
CAUT
LAND
WARN
MASTER
-11
34
MASTER
CAT3 AP1+2 DUAL 1FD2 DH 100 A/THR
2
025
30 00 80
035
AUTO
1
10
10
20
GS 190 TAS 198 338 / 15
10
136
10
20
ALT G/S
0
CAT3 AP1+2 DUAL 1FD2 DH 100 A/THR
15
160
180
200
220
SPEED
35
10
10
20
LOC
5
G/S
GPWS
IIAD 110.10
136
160
180
200
220
ALT G/S
DESCRIPTION & OPERATION
CONSOLE/FLOOR BRT
PFD/ND XFR
OFF
DIM
BRT
SPEED
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
LOUD SPEAKER
PFD
MAX
CONSOLE/FLOOR BRT
OFF
ND
G/S
CAPT
SIDE STICK PRIORITY
10
OFF
OFF
LOUD SPEAKER
OFF
PFD/ND XFR
301VU
CAUT
LAND
131VU
15
2VU
2VU
PFD
GPWS
MASTER
AUTO
WARN
MASTER
15
JUN 97 10
CHRONO
A318/
10
DIMENSIONS & AREAS
15
UNITED AIRLINES UNITED AIRLINES A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
5
Captain’s Panel 06-29
Center Panel
JUN 97
A320 LIMITATION 1 AND 9 COURSE
06-30 250
140
6
4
9 12 ADF
3
V O R
401VU
V O R
DME 2
6
ADF
5
ALT
hPa 3010
0 1 3 000 2
0 3
7
9
ADF
3
DME 2
4
79.1
56.3
376 10
8
N2 %
N1 %
EGT ¡C
EPR
AIR
16.5
4420
79.1
56.3
376 10
8
N2 %
N1 %
EGT ¡C
EPR
AIR
16.5
4420
16.5
1.5
¡C
TAT + 5 SAT + 2
¡C
72
72
10
8
16.5
4420
79.1
56.3
376
PSI
05
62
74
H
34
1.328
FLAP
S
0. 9
0. 3
FT/MN
LBS
FLAP
S
0. 9
0. 3
FT/MN
GW 129800
150
CAB ALT FT
0
CAB V/S
300 FT
0. 3
VIB (N2)
0. 9
VIB (N1)
2
24160
FOB:
LBS
F
LBS
F
LBS
F.F. LBS/H 220O 220O
1.328
GW 129800
150
CAB ALT FT
0
CAB V/S
300 FT
0. 3
VIB (N2)
0. 9
VIB (N1)
2
24160
F.F. LBS/H 220O 220O FOB:
CL
34
LDG ELEV AUTO
4
H
1.6
1.056
1.4
05
62
74
FWD ¡F AFT
P
QT
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LBS
1
4
1
10
8
4420
79.1
56.3
376
CL
LDG ELEV AUTO
4
PSI
1.2
F. USED
ENGINE
IGNITION SEAT BELTS NO SMOKING
4
1.056
1.6
¡C
TAT + 5 SAT + 2 ¡C
72
72
1.4
1.5
1
1.6
1.056
1.4
FWD ¡F AFT
P
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LBS
1
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F. USED
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4
CKPT
1
4
1
1.2
1.6
1.056
CKPT
1
4
1
1.2
UNLK
ON
ON
ET
40 RUN S TO P RST
MIN
ET
MO UTC DY HR MIN
CHR
DOWN
UP
MED DECEL
TC
CHR
20
10
U
MO DY HR MIN RUN
3
LIMIT SPD(IAS) VLE 280KT/ M 67 VLO EXT 250KT RET 220KT 230KT VFE 1 1+F 215KT 2 200KT 3 185KT FULL 177KT
PSI X 1000
0 BRAKES
1
4 1
PRESS 0
OFF
ON
A/SKID & N/W STRG
402VU
400VU
LIMIT SPD(IAS) VLE 280KT/ M 67 VLO EXT 250KT RET 220KT 230KT VFE 1 1+F 215KT 2 200KT 3 185KT FULL 177KT
ACCU 3
ON
DECEL
MAX
UNLK
AUTO/BRK
HR
CHR
20
10
LDG GEAR
LO
50
MIN
MO DY HR MIN RUN
PSI X 1000
0 BRAKES
3
4 1
PRESS
1
0
OFF
ON
A/SKID & N/W STRG
402VU
ACCU 3
ON
DECEL
MAX
UNLK
N401UA DMRJ
ET
DECEL
DATE SET
CHR
DOWN
MO UTC DY HR MIN
UNLK
RUN S TO P RST
40
50
HR
ON
ON
UP
MED DECEL
LO DECEL
DATE SET
UNLK
AUTO/BRK
UNLK
LDG GEAR
N401UA DMRJ
DIMENSIONS & AREAS
V O R
33
20
10
10
20
ADF
5
ALT
hPa 3010
0 3
6
1.4
ET
DME 1
160 180 200
33
20
7
1.2
TC
KT
450 60 80 100 IAS 120
V O R
10
20
10
DME 1
160 180 200
0 1 3 000 2
U
300
KT 250
9
DESCRIPTION & OPERATION
350
400
300
350
140
9 12
/A321
18 21
450 60 80 100 IAS 120
27 30
400VU
AIRCRAFT REFERENCE GUIDE
15
400
18 21
FOR TRAINING PURPOSES ONLY 15
06-30 6
24
401VU
A318/A319/A320
27 30
DIMENSIONS & AREAS
24
UNITED AIRLINES UNITED AIRLINES A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
Center Panel
JUN 97
CHRONO
JUN 97
FOR TRAINING PURPOSES ONLY
First Officer’s Panel
06-31
A320 LIMITATION 1 AND 9 COURSE
JUN 97 VOR1 ADF1 DME1
F/O
TCAS NAV ACCUR UPDRAD
VOR
LOC
HDG
CHECK HDG
G / S
WR R/T VOR2 ADF2 DME2
SPD LIM
FPV
HDG
RA LOC
ATT
FD CHECK ATT
SI
ILS
V / D E V
V / S
V / S
C HA E L CT K
ALT SEL
G / S ALT
ILS
V / D E V
OFF
500VU
OFF
G/S
nd
G/S
BRT
GPWS
BRT
PFD/ND XFR
OFF
DIM
CONSOLE/FLOOR BRT
OFF
DIM
CONSOLE/FLOOR BRT
PFD/ND XFR
BRT
PFD
BRT
MAX
OFF
MAX
LOUD SPEAKER
OFF
OFF
LOUD SPEAKER
OFF
PFD
6VU
6VU
DIMENSIONS & AREAS
DMEX
ILS1
SPD
V1 INOP
LAND
CRS XXX
AUTO CAUT
HDG
RA LOC
ATT
MASTER
SPD SEL
DMEX
ILS1
SPD LIM
FPV
G / S ALT
C HA E L CT K
GPWS
nd
DESCRIPTION & OPERATION
WARN
MASTER
WR R/T VOR2 ADF2 DME2
SPD
FD CHECK ATT
SI
ALT SEL
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
SIDE STICK PRIORITY
G / S
V1 INOP
500VU
A318/
CHRONO
TCAS NAV ACCUR UPDRAD
VOR
LOC
HDG
CHECK HDG
SPD SEL
LAND
CAUT
CRS XXX
AUTO
MASTER
WARN
MASTER
DIMENSIONS & AREAS
130VU
VOR1 ADF1 DME1
F/O
SIDE STICK PRIORITY
130VU
UNITED AIRLINES UNITED AIRLINES A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
First Officer’s Panel 06-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
DIMENSIONS & AREAS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION 8VU
SWITCHING UA123 SPD/ALT
FROM UTC
0533
MOSBY C010¡
TILLE C010¡
KIAD01R H010¡
INTCPT C040¡
ASPER DEST
/
CAPT 3
2990
6 0. 0¡ BRG011¡ 0536 138/ 1820 TRK010¡ 5 -3. 0¡ 0539 131/ 360 3 --- / +800 ---12 --- / +3000 ---UTC DIST EFOB
KIAD01R
10
0539
ATT HDG NORM
AIR DATA NORM
F/O 3
CAPT 3
F/O 3
CAPT 3
EIS DMC NORM
DIR
PROG
PERF
INIT
DATA
RAD NAV
FUEL PRED
SEC F-PLN
PROG
EMER CANC
T.O. CONFIG
ENG
BRT
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RCL
STS
CLR
F M G C
VOR
CG 20
AM
VHF2
VHF3
HF1
CG 25
BFO
HF2
INT
C040¡
VLS
128
FULL
ASPER DEST
CAB
KIAD01R
10
0539
2
2 UP
45
1 UP
DIR
PROG
PERF
INIT
DATA
RAD NAV
FUEL PRED
SEC F-PLN
PROG
BRT MCDU MENU
CG 30
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35 30 25
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.
CLR
3
STBY/CRS
ACTIVE
OVFY
ENG
BLEED PRESS
APU
COND
CLR
CG 20
SEL
HF1
1 UP
CG 25
NAV
HF1
VOR
VHF1 AM
VHF2
HF1
ILS
RAD VOR1 VOR2
MKR
ILS
ADF1
1 CG 35 DN
ADF2 2
R E V
BFO
VOR
NAV
INTEG LT
MAIN PNL
MAIN PNL & PED
DOOR 111VU UNLOCK
BRT
OFF
FULL
FULL
TEST R
1 DN
CG 20
AM
VHF1
CG 30
VHF2
VHF3
HF1
HF2
INT
CAB
VHF1
ADF2
RAD VOR1 VOR2
VHF2
VHF3
HF1
CG 25
BFO
HF2
INT
CAB
CG 30
RAD VOR1 VOR2
3
MAP GAIN
ENG
2 UP
45
1 UP
40
A / T H R
MAX
-5
PED
PRINT
EVENT
ABOVE
1/2
DEACT
DEACT DEACT
DEACT
DEACT DEACT
ADF1
FIRE FAULT
MAIN PNL
MAIN PNL & PED
30 25
0
TA
ATC FAIL
1 CG 35 DN
ADF2
PROG
BRT MCDU MENU
AIR PORT
A
B
C
D
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M C D U M E N U
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STBY/CRS
VHF1
VHF2
VHF3
HF1
SEL
HF1
CG 25
NAV
VOR
ILS
VHF2
VHF3
AM
ADF
BFO OFF
VHF1
CG 30
HF1
HF2
INT
CAB
0
0
1
1
3
3
FULL
RESET
FULL
FULL
1 DN
RAD VOR1 VOR2
MASTER 1 ON
ENG
115VU
MASTER 2
ENG 1
SPEED BRAKE
PRINT
EVENT
1/2
BRT
ABOVE
DEACT
DEACT DEACT
N
N
BELOW STBY
DEACT
XPDR
DEACT
DEACT DEACT
TA
ATC FAIL
1
2
TA/RA IDENT TFC
FAULT
1
TCAS/ATC
2
110VU
RMED
RET
114VU 0
0
1
1
3
3
FLAPS
1/2 RUD TRIM +20¡
FULL
FULL
PED
FIRE
FAULT
-10
RET
ADF2
DFDR 112VU
OFF IGN/ START
CRANK
GND S
ADF1
AIDS
ON
ENG 2 MODE NORM
OFF
FIRE
-5
ILS
FLOOD LT
3
+15
MAX
MKR
2 DN
WX/TURB TILT +5 +10
PA
VOICE RESET
CG 35
CG 41
-15
FLAPS
FULL
0
CG 41
WX
114VU
1/2 NOSE R
INT
R E V
5
0
TCAS/ATC
RET
R E V
OFF
GAIN
TA/RA
NOSE L
NOSE R
FULL
FULL
RESET
117VU
FULL
117VU
PARKING BRK
OFF
PARKING BRK
PULL & TURN
G E A R
OFF
PULL & TURN
PARK BRK
GRAVITY
GEAR EXTN PULL & TURN
PARK BRK
G E A R
G E A R
GRAVITY
GEAR EXTN PULL & TURN
SLEW
HANDSET
G E A R SLEW
HANDSET
Pedestal
FOR TRAINING PURPOSES ONLY
DATA
SEC F-PLN
CG 20
BRT
MAP
IDENT
2
NOSE L
DOOR 111VU UNLOCK
TFC
110VU
RMED
OFF
TEST R
2
RUD TRIM
06-32
INIT
FUEL PRED
STBY NAV 1 UP
0
20
WX RADAR L
1
BRT
SYS
N
XPDR
DEACT
FIRE FAULT
+20¡
FULL
ILS
INTEG LT
AUTO
RET
MKR
FLOOD LT
OFF
N BELOW STBY
1
GND S
SPEED BRAKE
BRT
OFF IGN/ START
CRANK
-10
A / T H R
35
3
0
AUTO
DFDR 112VU
ON
ENG 2 MODE NORM
+15
PERF
RAD NAV
CL
DN
115VU
MASTER 2
ENG 1
OFF
-15
ADF1
AIDS
OFF MASTER 1
PROG
10 PA
VOICE RESET
ILS
FLOOD LT
3
ON
DIR
F-PLN
CG 15
UP
2 UP
2
BRT
TILT +5 +10
MKR
DN
WX/TURB
FULL
UP
GA
FLX MCT
INT PA
VOICE RESET
CG 35
CG 41
WX
VLS
128
TO
GA
FLX MCT
3
CL
ADF
LDG CONF CONF3 *
ACTIVE
2
CG 41
WX RADAR SYS L
CLR
UP
ILS
] DH
100
0=197
15
0
3
OFF
RCL
STS
.
OFF
INT
R E V
5
DN
FLOOD LT
ALL
DOOR WHEEL F/CTL
CLR
STBY NAV ADF
MDA
[
CLEAN
FUEL
F M G C
VHF3
SEL
HF1
FINAL
ILS01R
S=183
NEXT
HYD
STBY/CRS
OFF
10 PA
VOICE RESET
ELEC
UP
VHF3
SLT RETR
BRT
CG 15
VHF2
F=141
TEMP
TRANS ALT 18000 VAPP 136
F A I L
CG 15
VHF1
FLP RETR
30.10
PHASE
NEXT PAGE
1
M E N U
APPR
DEST QNH
ECAM / ND XFR NORM F/O
F/O CAPT 3
EMER CANC
T.O. CONFIG
15 INT
EIS DMC NORM
ECAM UPPER DISPLAY
23.9
F-PLN
STBY NAV
0
20
CAPT 3
330¡/15
OFF
AIR PORT
CL
40
A / T H R
F/O 3
TO 3 UP
UP
OFF
VHF1
INTCPT
CAPT 3
MAG WIND
UP
GA
FLX MCT
CL
ADF
H010¡
AIR DATA NORM
F/O 3
42¡
TO
GA
FLX MCT
3 UP
ILS
KIAD01R
LDG CONF CONF3 *
ACTIVE
STBY NAV NAV
100
0=197
F-PLN
.
CLR
TO
HF1
C010¡
ATT HDG NORM
LOWER DISPLAY
F A I L
VHF3
SEL
DH
CAPT 3
2990
FUEL
UP
HF1
CLEAN
TILLE
NEXT
STBY/CRS
VHF2
]
/
6 0. 0¡ BRG011¡ 0536 138/ 1820 TRK010¡ 5 -3. 0¡ 0539 131/ 360 3 --- / +800 ---12 --- / +3000 ---UTC DIST EFOB
BRT
CG 15
VHF1
[
C010¡
OFF
MCDU MENU
OVFY
UTC
0533
MOSBY
MDA
PHASE
OFF
ACTIVE
FINAL
ILS01R
S=183
VAPP 136
ECAM UPPER DISPLAY
AIR PORT
.
SLT RETR
TRANS ALT 18000
LOWER DISPLAY
F-PLN
F=141
TEMP
330¡/15
UA123 SPD/ALT
FROM
FLP RETR
30.10 MAG WIND
23.9
8VU
SWITCHING
APPR
DEST QNH
ECAM / ND XFR NORM F/O
F/O CAPT 3
42¡
OFF
A319/A320 AIRCRAFT REFERENCE GUIDE
DIMENSIONS & AREAS
Pedestal
JUN 97 A320 LIMITATION 1 AND 9 COURSE
06-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION AIR CONDITIONING ...............................................................................1 Air Conditioning Packs .........................................................................2 Pack Controllers ....................................................................................2 Ram Air .................................................................................................2 Lavatory and Galley Ventilation ...........................................................2 Air Conditioning - System Schematic ..................................................3 Avionics Ventilation .............................................................................4 AIR COOLING ...........................................................................................6 Flow Control and Indicating .................................................................6 Air Supply Regulation ..........................................................................9 Air Cooling System ...............................................................................10 Air Cooling System - Schematic ...........................................................13 Pack Cooling Air Control .....................................................................14 Emergency Ram Air Inlet .....................................................................14 Emergency Ram Air Inlet - Electrical Schematic..................................15 TEMPERATURE CONTROL ..................................................................16 Pack Temperature Control ....................................................................16 Pack Controller - Normal Control Function Diagram ..........................19 Pack Controller - Back Up Control Function Diagram ........................19 Flight Deck and Cabin Temperature Control ........................................20 Air Conditioning - System Temp Control Schematic ...........................23 Primary Zone Controller .......................................................................24 Secondary Zone Controller ...................................................................26 DISTRIBUTION .........................................................................................28 Air Distribution - Mixer Unit ................................................................29 Lavatory and Galley Ventilation ...........................................................30 Individual Air Distribution ...................................................................32 Avionics Equipment Ventilation ...........................................................34 Avionics Ventilation System Operation Table .....................................35 Avionics Ventilation Schematic ...........................................................37 Cargo Compartment Ventilation ...........................................................38 Aft Cargo Compartment Ventilation - Schematic (A320)....................39 Aft Cargo Compartment Heating (A320) .............................................40 Aft Cargo Compartment - General Schematic (A320) .........................41 PRESSURIZATION ...................................................................................42 Pressurization - System Schematic .......................................................43 Pressure Control and Monitoring ..........................................................44 Cabin Pressure Control - Schematic .....................................................49
DESCRIPTION & OPERATION AIR CONDITIONING ...............................................................................1 Air Conditioning Packs .........................................................................2 Pack Controllers ....................................................................................2 Ram Air .................................................................................................2 Lavatory and Galley Ventilation ...........................................................2 Air Conditioning - System Schematic ..................................................3 Avionics Ventilation .............................................................................4 AIR COOLING ...........................................................................................6 Flow Control and Indicating .................................................................6 Air Supply Regulation ..........................................................................9 Air Cooling System ...............................................................................10 Air Cooling System - Schematic ...........................................................13 Pack Cooling Air Control .....................................................................14 Emergency Ram Air Inlet .....................................................................14 Emergency Ram Air Inlet - Electrical Schematic ..................................15 TEMPERATURE CONTROL ..................................................................16 Pack Temperature Control ....................................................................16 Pack Controller - Normal Control Function Diagram ..........................19 Pack Controller - Back Up Control Function Diagram .........................19 Flight Deck and Cabin Temperature Control ........................................20 Air Conditioning - System Temp Control Schematic ...........................23 Primary Zone Controller .......................................................................24 Secondary Zone Controller ...................................................................26 DISTRIBUTION .........................................................................................28 Air Distribution - Mixer Unit ................................................................29 Lavatory and Galley Ventilation ...........................................................30 Individual Air Distribution ....................................................................32 Avionics Equipment Ventilation ...........................................................34 Avionics Ventilation System Operation Table .....................................35 Avionics Ventilation Schematic ............................................................37 Cargo Compartment Ventilation ...........................................................38 Aft Cargo Compartment Ventilation - Schematic (A320) ....................39 Aft Cargo Compartment Heating (A320) .............................................40 Aft Cargo Compartment - General Schematic (A320) .........................41 PRESSURIZATION ...................................................................................42 Pressurization - System Schematic .......................................................43 Pressure Control and Monitoring ..........................................................44 Cabin Pressure Control - Schematic .....................................................49
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
21-i A320 LIMITATION 1 AND 9 COURSE
21-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
CONTROL & INDICATIONS AIR CONDITIONING PANEL ................................................................ 52 ECAM AIR CONDITIONING PAGE ..................................................... 54 ECAM CRUISE PAGE .............................................................................. 56 VENTILATION PANEL ........................................................................... 57 CARGO HEAT PANEL ............................................................................ 58 CABIN PRESSURIZATION PANEL ...................................................... 59 ECAM CABIN PRESSURE PAGE .......................................................... 60 ECAM CRUISE PAGE .............................................................................. 62 CFDS - Air Conditioning System Report/Test ........................................ 63 CFDS - AEVC System Report/Test .......................................................... 64 CFDS - Cabin Temp Control System Report/Test .................................. 65 CFDS - Cabin Press Control System Report/Test ................................... 66 CFDS - Aft Cargo Heat Report/Test ........................................................ 67 COMPONENT LOCATION Flow Control and Indication ......................................................................... 68 Air Cooling System ...................................................................................... 69 Flow Control Valve - General View ............................................................ 70 Ozone Filter .................................................................................................. 71 Emergency Ram Air Inlet ............................................................................. 72 Pack Temperature Control ........................................................................... 73 Flight Deck and Cabin Temperature Control .............................................. 75 Air Distribution and Recirculation .............................................................. 78 Lavatory and Galley Ventilation System ..................................................... 80 Avionics Equipment Ventilation ................................................................. 81 Aft Cargo Compartment Ventilation and Heating System (A320) ............... 84 Pressure Control System .............................................................................. 86
CONTROL & INDICATIONS AIR CONDITIONING PANEL ................................................................ 52 ECAM AIR CONDITIONING PAGE ..................................................... 54 ECAM CRUISE PAGE .............................................................................. 56 VENTILATION PANEL ........................................................................... 57 CARGO HEAT PANEL ............................................................................ 58 CABIN PRESSURIZATION PANEL ...................................................... 59 ECAM CABIN PRESSURE PAGE .......................................................... 60 ECAM CRUISE PAGE .............................................................................. 62 CFDS - Air Conditioning System Report/Test ........................................ 63 CFDS - AEVC System Report/Test .......................................................... 64 CFDS - Cabin Temp Control System Report/Test .................................. 65 CFDS - Cabin Press Control System Report/Test ................................... 66 CFDS - Aft Cargo Heat Report/Test ........................................................ 67 COMPONENT LOCATION Flow Control and Indication ......................................................................... 68 Air Cooling System ...................................................................................... 69 Flow Control Valve - General View ............................................................ 70 Ozone Filter .................................................................................................. 71 Emergency Ram Air Inlet ............................................................................. 72 Pack Temperature Control ........................................................................... 73 Flight Deck and Cabin Temperature Control .............................................. 75 Air Distribution and Recirculation .............................................................. 78 Lavatory and Galley Ventilation System ..................................................... 80 Avionics Equipment Ventilation ................................................................. 81 Aft Cargo Compartment Ventilation and Heating System (A320) ............... 84 Pressure Control System ............................................................................. 86
21-ii
21-ii
FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AIR CONDITIONING The air conditioning system is fully automatic. Bleed air passes through two pack flow control valves and is directed to two air conditioning packs. The cold air output from the packs enters a common mixing chamber, where it is combined with filtered cabin air that is supplied by recirculation fans. From the mixing unit, the air is distributed to the flight deck, forward cabin, and aft cabin zones. The temperature of the air delivered by the packs is determined by the zone requiring the coolest air.
JUN 97 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Hot air from the pneumatic system, called trim air, is added to the individual zone air to maintain the desired compartment temperatures. The temperature regulation is controlled by one zone controller and two pack controllers. Zone temperatures are selected on the air conditioning panel in the flight compartment. External air conditioning can be connected forward of the left gear well.
21-1 A320 LIMITATION 1 AND 9 COURSE
AIR CONDITIONING The air conditioning system is fully automatic. Bleed air passes through two pack flow control valves and is directed to two air conditioning packs. The cold air output from the packs enters a common mixing chamber, where it is combined with filtered cabin air that is supplied by recirculation fans. From the mixing unit, the air is distributed to the flight deck, forward cabin, and aft cabin zones. The temperature of the air delivered by the packs is determined by the zone requiring the coolest air.
JUN 97
Hot air from the pneumatic system, called trim air, is added to the individual zone air to maintain the desired compartment temperatures. The temperature regulation is controlled by one zone controller and two pack controllers. Zone temperatures are selected on the air conditioning panel in the flight compartment. External air conditioning can be connected forward of the left gear well.
21-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Air Conditioning Packs Pneumatic manifold air must first pass through a flow control valve. The valve is electrically controlled and pneumatically operated, and regulates the air flow according to signals received from the pack controller. The flow control valve automatically closes for low air pressure, pack overheat, engine starting, ditching, or when the engine fire switch is released. The hot air that passes through the flow control valve is either ducted through a hot air pressure regulating valve to the trim air valves or to the primary heat exchanger. The air passing through the primary heat exchanger is cooled and then routed to the air cycle machine (ACM) where it is further cooled and then distributed to the mixing unit. The pack controller regulates the temperature according to the zone controller demand by modulating the flow control valve and bypass valve as well as the ram air inlet and outlet flaps. The zone controller modulates the airflow through the trim air valves to optimize flight deck and cabin temperature regulation. Pack Controllers The two packs operate automatically and independently of each other. Each pack is regulated by its respective dual channel controller. The pack controller receives
21-2 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION demand signals from a zone controller and modulates the flow control valve, turbine bypass valve, and ram air inlet and exhaust flaps to regulate the temperature. The ram air inlet flap closes automatically during takeoff and landing to prevent ingestion of debris. Ram Air In the event of a dual pack failure or for smoke removal, ventilation can be obtained by a ram air inlet. When the RAM AIR switch is selected ON, the ram air inlet valve opens and ram air is supplied to the mixing unit, provided the DITCHING switch is not selected ON. To enhance ventilation, the outflow valve also opens when the differential pressure is less than 1 psi if the CABIN PRESS MODE SEL is in AUTO. Lavatory and Galley Ventilation The lavatories and galleys are ventilated by cabin air which is extracted by a fan near the outflow valve. The fan runs continuously when electrical power is available. Since the cabin temperature sensors are ventilated by the lav/galley extract fan, the sensors would not detect an accurate temperature if the extract fan failed. If this occurs, flight deck temperature regulation remains normal. If the extract fan fails, the cabin temperature is fixed at 59°F.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Air Conditioning Packs Pneumatic manifold air must first pass through a flow control valve. The valve is electrically controlled and pneumatically operated, and regulates the air flow according to signals received from the pack controller. The flow control valve automatically closes for low air pressure, pack overheat, engine starting, ditching, or when the engine fire switch is released. The hot air that passes through the flow control valve is either ducted through a hot air pressure regulating valve to the trim air valves or to the primary heat exchanger. The air passing through the primary heat exchanger is cooled and then routed to the air cycle machine (ACM) where it is further cooled and then distributed to the mixing unit. The pack controller regulates the temperature according to the zone controller demand by modulating the flow control valve and bypass valve as well as the ram air inlet and outlet flaps. The zone controller modulates the airflow through the trim air valves to optimize flight deck and cabin temperature regulation. Pack Controllers The two packs operate automatically and independently of each other. Each pack is regulated by its respective dual channel controller. The pack controller receives
21-2
demand signals from a zone controller and modulates the flow control valve, turbine bypass valve, and ram air inlet and exhaust flaps to regulate the temperature. The ram air inlet flap closes automatically during takeoff and landing to prevent ingestion of debris. Ram Air In the event of a dual pack failure or for smoke removal, ventilation can be obtained by a ram air inlet. When the RAM AIR switch is selected ON, the ram air inlet valve opens and ram air is supplied to the mixing unit, provided the DITCHING switch is not selected ON. To enhance ventilation, the outflow valve also opens when the differential pressure is less than 1 psi if the CABIN PRESS MODE SEL is in AUTO. Lavatory and Galley Ventilation The lavatories and galleys are ventilated by cabin air which is extracted by a fan near the outflow valve. The fan runs continuously when electrical power is available. Since the cabin temperature sensors are ventilated by the lav/galley extract fan, the sensors would not detect an accurate temperature if the extract fan failed. If this occurs, flight deck temperature regulation remains normal. If the extract fan fails, the cabin temperature is fixed at 59°F.
JUN 97
ACSYSSCH
VENTILATION
JUN 97
FOR TRAINING PURPOSES ONLY ACSYSSCH
Air Conditioning - System Schematic 21-3
A320 LIMITATION 1 AND 9 COURSE
JUN 97
C O N D
A I R
LO
OFF
FAULT
PACK 1
PACK FLOW NORM
HOT
ON
FAULT OFF
ON
COLD
FAULT
RAM AIR
HOT
FWD CABIN
APU BLEED
PACK 1
COLD
COCKPIT
SHUT
AUTO
X BLEED
COLD
OPEN
HOT
PACK 2
OFF
FAULT
ENG 2 BLEED
PACK 2
OFF
FAULT
ENG 2 BLEED
TRIM AIR VALVES
OPEN
HOT
AFT CABIN
TRIM AIR PRESS REG VALVE
EMER RAM AIR
ENG 1 BLEED
HI
PACK FLOW CONTROL VALVE
LP GROUND CONNECTION
MIXING UNIT
FWD
ON
SHUT
AUTO
X BLEED
COLD
AFT CABIN
AFT
OFF
FAULT
PACK 2
OFF
FAULT
HOT AIR
PACK 2
OFF
FAULT
PACK 2
OFF
FAULT
HOT AIR
C O N D
A I R
C O N D
A I R
70
PACK 2 CONTROLLER
FILTERS
CABIN AIR
C
CKPT
COND FAN
H
65
H
65 H
72 72
C
FWD
H
72 72
C
AFT
FAN
C
AFT
C
AFT
FAN
C
AFT
ALTN MODE
C
FWD
ALTN MODE
H
H
H
84 75
79
75
TEMP: ¡F
H
84 75
79
75
TEMP: ¡F
HOT AIR
HOT AIR
HOT AIR
HOT AIR
AIR CONDITIONING
ZONE CONTROLLER
PACK 1
HOT
FAULT
OFF
ON
COLD
FAULT
RAM AIR
HOT
FWD CABIN
APU BLEED
PACK 1
COLD
COCKPIT
ENG 1 BLEED
HI
PACK 2 CONTROLLER
70
FAN
DESCRIPTION & OPERATION
PACK 1 CONTROLLER
CABIN AIR
COCKPIT
OFF
FAULT
PACK 1
PACK FLOW NORM
PACK 2
FILTERS
CABIN AIR
C
CKPT
COND
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
OFF
CAB FANS
C O N D
A I R
LO
PACK FLOW CONTROL VALVE
EMER RAM AIR
TRIM AIR PRESS REG VALVE
TRIM AIR VALVES
AFT
A318/
ZONE CONTROLLER
PACK 1
LP GROUND CONNECTION
MIXING UNIT
FWD
AIR CONDITIONING
VENTILATION
CABIN AIR
PACK 1 CONTROLLER
OFF
CAB FANS
COCKPIT
UNITED AIRLINES UNITED AIRLINES A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
Air Conditioning - System Schematic
21-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Avionics Ventilation The avionics ventilation system provides cooling air for the avionics compartment, flight deck instruments, and circuit breaker panels. The system uses two electric fans to force circulation of the cooling air. The fans operate continuously in normal configurations. Outside air is admitted through a skin air inlet valve. The warm air from the avionics equipment passes through an extract fan where it is either extracted overboard, directed under the cargo compartment, or recirculated through a skin heat exchanger. An avionics equipment ventilation computer controls the fans and valves. The system has three normal operational configurations determined by ground/ flight modes, and airplane skin temperature. The configurations are: - Open (on the ground only), - Closed (on the ground and in flight), - Intermediate (in flight only). In addition to the normal operational configurations, abnormal and smoke configurations also exist.
21-4 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The abnormal configuration occurs when either the BLOWER or EXTRACT fan switches are positioned to OVRD. The system reverts to a closed configuration, except that air is supplied from the air conditioning duct. When the BLOWER fan switch is positioned to OVRD, the blower fan stops and the extract fan runs. When the EXTRACT fan switch is positioned to OVRD, both fans continue to run. An ECAM "BLOWER FAULT" or "EXTRACT FAULT" message is displayed. The smoke configuration occurs when the BLOWER and EXTRACT switches are both positioned to OVRD. The blower fan stops and the extract fan continues to run. Cooling air is provided by the air conditioning system, and all ventilation air is extracted overboard. An ECAM "AVIONICS SMOKE" message is displayed, and the BLOWER and EXTRACT FAULT lights are on.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Avionics Ventilation The avionics ventilation system provides cooling air for the avionics compartment, flight deck instruments, and circuit breaker panels. The system uses two electric fans to force circulation of the cooling air. The fans operate continuously in normal configurations. Outside air is admitted through a skin air inlet valve. The warm air from the avionics equipment passes through an extract fan where it is either extracted overboard, directed under the cargo compartment, or recirculated through a skin heat exchanger. An avionics equipment ventilation computer controls the fans and valves. The system has three normal operational configurations determined by ground/ flight modes, and airplane skin temperature. The configurations are: - Open (on the ground only), - Closed (on the ground and in flight), - Intermediate (in flight only). In addition to the normal operational configurations, abnormal and smoke configurations also exist.
21-4
The abnormal configuration occurs when either the BLOWER or EXTRACT fan switches are positioned to OVRD. The system reverts to a closed configuration, except that air is supplied from the air conditioning duct. When the BLOWER fan switch is positioned to OVRD, the blower fan stops and the extract fan runs. When the EXTRACT fan switch is positioned to OVRD, both fans continue to run. An ECAM "BLOWER FAULT" or "EXTRACT FAULT" message is displayed. The smoke configuration occurs when the BLOWER and EXTRACT switches are both positioned to OVRD. The blower fan stops and the extract fan continues to run. Cooling air is provided by the air conditioning system, and all ventilation air is extracted overboard. An ECAM "AVIONICS SMOKE" message is displayed, and the BLOWER and EXTRACT FAULT lights are on.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
AVIONICS BAY
AVIONICS BAY
SKIN HEAT EXCHANGER
SKIN HEAT EXCHANGER
SKIN EXCHANGER ISOLATION VALVE
SKIN EXCHANGER ISOLATION VALVE
AVIONICS EQUIPMENT
FILTER AIR CONDITIONING INLET VALVE
EXTRACT FAN
SKIN INLET VALVE
EXTRACT VALVE
BLOWER FAN
;;;;
BLOWER FAN
;;;;
SKIN INLET VALVE
AVIONICS EQUIPMENT
FILTER
SKIN EXCHANGER INLET BYPASS VALVE
AIR CONDITIONING INLET VALVE
AIR CONDITIONING DUCT
AVICVENT
FOR TRAINING PURPOSES ONLY
SKIN EXCHANGER INLET BYPASS VALVE
AIR CONDITIONING DUCT
Avionics Ventilation
Avionics Ventilation
JUN 97
EXTRACT VALVE
CARGO UNDERFLOOR
CARGO UNDERFLOOR AVICVENT
EXTRACT FAN
21-5 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AIR COOLING The fresh air quantity for air conditioning is defined by heating and cooling requirements. Since the bleed air supply is always at a higher temperature than that required for passenger comfort, cooling of this air is accomplished by two air conditioning packs. Each pack includes two heat exchangers which use ambient ram air as a heat sink, and a three-wheel bootstrap air cycle machine (compressor, turbine and fan). The packs also include a high pressure water extractor circuit and a bypass valve. The two heat exchangers are located between the cooling ram-air inlet and outlet. Each inlet and outlet has a regulator flap which operates automatically to control the cooling airflow through the heat exchangers (the inlet flap follows the outlet flap). During takeoff and landing phases, the ram-air doors are closed to prevent ingestion of foreign matter which may damage or contaminate the heat exchangers.
21-6 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Flow Control and Indicating High pressure air is supplied to the air conditioning system from the main pneumatic system. This air goes through two ozone filters and two flow control valves to two identical, independent air conditioning packs. The flow control valves are installed upstream of the air conditioning packs. The flow control valves control the quantity of air supplied from the pneumatic system to the air conditioning packs. The flow control valves control the airflow fully pneumatically depending on the flow demand and the bleed pressure. The airflow through the flow control valves is selected by the PACK FLOW selector switch and the PACK 1 (2) pushbutton switches. When the PACK 1 (2) push-button switches are pushed (the OFF legends go off) the flow control valves open, if the bleed pressure supply is available. The crew selects the PACK FLOW selector switch to the LO, NORM or HI position. This switch position selects the flow control reference in the zone controller to 80%, 100%, or 120%. The zone controller calculates the necessary flow and transmits this value to the pack controllers. The pack controllers set the flow control valves to the demanded position. When the PACK FLOW selector switch is set to LO and the temperature demand cannot be reached, the zone controller increases the normal airflow of the flow control valve from 80% to 100% automatically.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
AIR COOLING The fresh air quantity for air conditioning is defined by heating and cooling requirements. Since the bleed air supply is always at a higher temperature than that required for passenger comfort, cooling of this air is accomplished by two air conditioning packs. Each pack includes two heat exchangers which use ambient ram air as a heat sink, and a three-wheel bootstrap air cycle machine (compressor, turbine and fan). The packs also include a high pressure water extractor circuit and a bypass valve. The two heat exchangers are located between the cooling ram-air inlet and outlet. Each inlet and outlet has a regulator flap which operates automatically to control the cooling airflow through the heat exchangers (the inlet flap follows the outlet flap). During takeoff and landing phases, the ram-air doors are closed to prevent ingestion of foreign matter which may damage or contaminate the heat exchangers.
21-6
Flow Control and Indicating High pressure air is supplied to the air conditioning system from the main pneumatic system. This air goes through two ozone filters and two flow control valves to two identical, independent air conditioning packs. The flow control valves are installed upstream of the air conditioning packs. The flow control valves control the quantity of air supplied from the pneumatic system to the air conditioning packs. The flow control valves control the airflow fully pneumatically depending on the flow demand and the bleed pressure. The airflow through the flow control valves is selected by the PACK FLOW selector switch and the PACK 1 (2) pushbutton switches. When the PACK 1 (2) push-button switches are pushed (the OFF legends go off) the flow control valves open, if the bleed pressure supply is available. The crew selects the PACK FLOW selector switch to the LO, NORM or HI position. This switch position selects the flow control reference in the zone controller to 80%, 100%, or 120%. The zone controller calculates the necessary flow and transmits this value to the pack controllers. The pack controllers set the flow control valves to the demanded position. When the PACK FLOW selector switch is set to LO and the temperature demand cannot be reached, the zone controller increases the normal airflow of the flow control valve from 80% to 100% automatically.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION When bleed air is supplied from the APU, the zone controller receives the APU bleed valve open signal. The flow control reference in the zone controller is set to 120% and the flow control valves are commanded to the more open position. When the PACK FLOW selector switch is set in the NORM or LO mode and there is a failure in one pack, the zone controller and the pack controllers modulate the other pack automatically in the 120% (HI) mode. Thus the flow control valve is commanded to the more open position. If there is an engine fire and the applicable FIRE push-button switch is pushed, the flow control valves close. This prevents damage that the hot bleed air could cause to the components of the air conditioning system. This also prevents the entry of smoke into the cabin. In case of a landing on water the DITCHING push-button switch must be pushed. This action will close the flow control valves. This prevents water entry through the air conditioning system into the cabin. If the compressor of an air cycle machine overheats, the applicable flow control valve moves to a more closed position. A mixer flap actuator operates a flap in the flight deck supply port of the mixer. The
JUN 97 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION flap connects the flight deck supply duct to the pack 1 mixer chamber during two pack operation. When pack 1 is switched off, the flap changes position and connects the flight deck supply duct to the pack 2 mixer chamber. This function ensures: - a good flow separation during 2 pack operation, - the supply of a sufficient fresh air quantity to the flight deck with pack 1 off. When the flap in the mixer unit enters the airflow it causes a small airflow diversion into the flight deck duct. This results in an adequate supply of conditioned air to the flight deck. NOTE: Either pack can supply the flight deck with conditioned air. During normal operation, pack 1 supplies the flight deck and packs 1 and 2 supply the cabin. If the mixer flap actuator has a failure, the zone controller monitors the failure and keeps it in the nonvolatile memory.
21-7 A320 LIMITATION 1 AND 9 COURSE
When bleed air is supplied from the APU, the zone controller receives the APU bleed valve open signal. The flow control reference in the zone controller is set to 120% and the flow control valves are commanded to the more open position. When the PACK FLOW selector switch is set in the NORM or LO mode and there is a failure in one pack, the zone controller and the pack controllers modulate the other pack automatically in the 120% (HI) mode. Thus the flow control valve is commanded to the more open position. If there is an engine fire and the applicable FIRE push-button switch is pushed, the flow control valves close. This prevents damage that the hot bleed air could cause to the components of the air conditioning system. This also prevents the entry of smoke into the cabin. In case of a landing on water the DITCHING push-button switch must be pushed. This action will close the flow control valves. This prevents water entry through the air conditioning system into the cabin. If the compressor of an air cycle machine overheats, the applicable flow control valve moves to a more closed position. A mixer flap actuator operates a flap in the flight deck supply port of the mixer. The
JUN 97
flap connects the flight deck supply duct to the pack 1 mixer chamber during two pack operation. When pack 1 is switched off, the flap changes position and connects the flight deck supply duct to the pack 2 mixer chamber. This function ensures: - a good flow separation during 2 pack operation, - the supply of a sufficient fresh air quantity to the flight deck with pack 1 off. When the flap in the mixer unit enters the airflow it causes a small airflow diversion into the flight deck duct. This results in an adequate supply of conditioned air to the flight deck. NOTE: Either pack can supply the flight deck with conditioned air. During normal operation, pack 1 supplies the flight deck and packs 1 and 2 supply the cabin. If the mixer flap actuator has a failure, the zone controller monitors the failure and keeps it in the nonvolatile memory.
21-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The PACK FLOW selector is a three position switch and is labeled LO, NORM and HI. It is installed on the AIR COND panel 30VU. This switch selects the amount of airflow through the flow control valves. In normal conditions the selector is selected to NORM. This gives 100% of normal airflow. LO selects 80% of normal airflow to the air conditioning packs and HI selects 120% of normal airflow. The PACK 1 (2) push-button switches are located on the AIR COND panel 30VU. The legends inside the switch units come on amber to indicate a FAULT or white to indicate OFF. Legends not visible indicate that the switch is on, or that there is no electrical power at the switch.
21-8 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The different selections of the PACK 1 (2) push-button switch are as follow: - On (switch pushed in and legends inside switch not visible) means that the flow control valves open automatically. Both air conditioning packs have one flow control valve each to give variable flow and shut-off control (electropneumatically operated).These valves will open pneumatically when the engine(s) are not in a starting sequence, and an ENGINE FIRE push-button switch is in the normal pushed position (the light in the push-button switch is not illuminated), and the DITCHING pushbutton switch is released (the ON legend is not illuminated), and the bleed air pressure is more than the minimum pressure needed to open the flow control valves, and the mixer flap actuator is open (PACK 1 and PACK 2 push-button switches or PACK 1 push-button switch only on). - OFF (switch released and white OFF legend in switch is visible) means that the flow control valves are closed and the mixer flap actuator is closed (PACK 1 and PACK 2 push-button switches or PACK 1 push-button switch only off). - FAULT (switch is pushed in and the amber legend is visible) indicates a compressor overheat of 500°F (260°C) or a pack discharge of temperature overheat of 203°F (95°C). The switch must be manually selected OFF.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The PACK FLOW selector is a three position switch and is labeled LO, NORM and HI. It is installed on the AIR COND panel 30VU. This switch selects the amount of airflow through the flow control valves. In normal conditions the selector is selected to NORM. This gives 100% of normal airflow. LO selects 80% of normal airflow to the air conditioning packs and HI selects 120% of normal airflow. The PACK 1 (2) push-button switches are located on the AIR COND panel 30VU. The legends inside the switch units come on amber to indicate a FAULT or white to indicate OFF. Legends not visible indicate that the switch is on, or that there is no electrical power at the switch.
21-8
The different selections of the PACK 1 (2) push-button switch are as follow: - On (switch pushed in and legends inside switch not visible) means that the flow control valves open automatically. Both air conditioning packs have one flow control valve each to give variable flow and shut-off control (electropneumatically operated).These valves will open pneumatically when the engine(s) are not in a starting sequence, and an ENGINE FIRE push-button switch is in the normal pushed position (the light in the push-button switch is not illuminated), and the DITCHING pushbutton switch is released (the ON legend is not illuminated), and the bleed air pressure is more than the minimum pressure needed to open the flow control valves, and the mixer flap actuator is open (PACK 1 and PACK 2 push-button switches or PACK 1 push-button switch only on). - OFF (switch released and white OFF legend in switch is visible) means that the flow control valves are closed and the mixer flap actuator is closed (PACK 1 and PACK 2 push-button switches or PACK 1 push-button switch only off). - FAULT (switch is pushed in and the amber legend is visible) indicates a compressor overheat of 500°F (260°C) or a pack discharge of temperature overheat of 203°F (95°C). The switch must be manually selected OFF.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
PACK FLOW SELECTOR 5HB
AIR CONDITIONING PANEL 30VU
PACK 1 OVERRIDE SWITCH 7HB
PACK FLOW NORM
COCKPIT
FWD CABIN
PACK FLOW SELECTOR 5HB
AFT CABIN
PACK FLOW NORM
HOT AIR LO
A I R
OFF
FAULT
C O N D
COLD
PACK 1
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2 PACK 2
OFF ENG 1 BLEED
APU BLEED
ENG 2 BLEED SHUT
FAULT ON
OFF
OPEN
FAULT
FAULT
ON
OFF
LO
A I R
A I R
FAULT OFF
AUTO
RAM AIR
COCKPIT
FWD CABIN
AFT CABIN HOT AIR
HI FAULT
AIR CONDITIONING PANEL 30VU
PACK 1 OVERRIDE SWITCH 7HB
HI FAULT OFF
FAULT
C O N D
C O N D
COLD
PACK 1
HOT
COLD
HOT
COLD X BLEED
PACK 1
APU BLEED
ENG 2 BLEED SHUT
FAULT ON
FAULT
FAULT
ON
OFF
C O N D
PACK OVHT
FUSELAGE SKIN FLOW CONTROL VALVE 11HB (8HB)
8HK
FUSELAGE SKIN
ZONE CONTROLLER FLOW CONTROL VALVE 11HB (8HB)
RAM AIR INLET
PACK 2 CONTROLLER
FCV DRIVE FCV FEED BACK
FCV OZONE LIMIT FILTER SW 100HM (101HM)
8HK
FCV OZONE LIMIT FILTER SW 100HM (101HM) PACK FLOW
7HK PACK 1 CONTROLLER
27HK
COMPRESSOR PRESSURE SENSOR 9HB (10HB)
;;
RAM AIR INLET
FCV DRIVE FCV FEED BACK
PACK FLOW
5100AJNO
Air Supply Regulation
FOR TRAINING PURPOSES ONLY
OPEN
SELECTED FLOW
ZONE CONTROLLER
JUN 97
FAULT OFF
ENG 1 BLEED
A I R
PACK 2 OVERRIDE SWITCH 6HB
PACK OVHT
5100AJNO
PACK 2
AUTO
RAM AIR
OFF
SELECTED FLOW
27HK
PACK 2
OFF
PACK 2 OVERRIDE SWITCH 6HB
PACK 2 CONTROLLER
HOT
7HK PACK 1 CONTROLLER
COMPRESSOR PRESSURE SENSOR 9HB (10HB)
;;
Air Supply Regulation 21-9
A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Air Cooling System The two air conditioning packs decrease the temperature and the water contained in the hot bleed air from the pneumatic system. Heat exchangers decrease the temperature of the air. An air cycle machine first compresses the air and then expands it. A condenser concentrates the water in the air and a water extractor removes the water. The air conditioning packs are identical and are installed in the unpressurized area of the belly fairing between frames 35 and 41. An air conditioning pack consists of: - an air cycle machine, - a high pressure water extractor, - a reheater, - a condenser, - a primary heat exchanger, - a main heat exchanger, - a fan plenum, - an inlet plenum. The primary and main heat exchangers are installed in the ram air system between the plenums. Ram air flows through the heat exchangers and decreases the temperature of the hot bleed air from the pneumatic system. The air cycle machine is installed between the heat exhangers and the condenser. Air enters the compressor from the primary heat exchanger and is compressed. The pressure and temperature increase. The air then flows to the main heat exchanger. air then flows through the condensor and the reheater and expands across the turbine to drive the air cycle machine. The pressure and temperature decrease. The air then flows to the condenser. The expansion of the air in the turbine turns the turbine wheel, the compressor wheel and the fan wheel. The fan wheel gives a flow of air
21-10 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION through the ram air system if there is no ram air effect (on the ground). The main heat exchangers are installed in the ram air systems upstream of the primary heat exchangers. Ram air flows through and decreases the temperature of the hot air from the compressor of the air cycle machine. The reheater is installed between the main heat exchangers and the condenser. The hot air from the main heat exchanger increases the temperature of the cold air from the water extractor. The condenser is installed between the air cycle machine and the mixer unit. The cold air from the turbine of the air cycle machine decreases the temperature of the hot air from the reheater. The temperature of the hot air decreases to less than its dew point and the water in the air condenses. The water extractor is installed between the condenser and the reheater. It removes the water that concentrates in the condenser. The condensed water and the water from the split duct drain to the applicable water injector. A downstream check valve is installed between the condenser and the mixer unit. Air flows through the downstream check valve to the mixer unit. The downstream check valve closes if the air flows in the opposite direction. A fan plenum is installed in the ram air system and connected to the air cycle machine. In flight the ram air effect causes air to flow through the ram air system. The air cycle machine fan is in bypass but is still rotating by turbine air expansion. An inlet plenum is installed between the main heat exchanger and the ram air inlet. It guides the ram air from the ram air inlet to the main heat exchanger.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Air Cooling System The two air conditioning packs decrease the temperature and the water contained in the hot bleed air from the pneumatic system. Heat exchangers decrease the temperature of the air. An air cycle machine first compresses the air and then expands it. A condenser concentrates the water in the air and a water extractor removes the water. The air conditioning packs are identical and are installed in the unpressurized area of the belly fairing between frames 35 and 41. An air conditioning pack consists of: - an air cycle machine, - a high pressure water extractor, - a reheater, - a condenser, - a primary heat exchanger, - a main heat exchanger, - a fan plenum, - an inlet plenum. The primary and main heat exchangers are installed in the ram air system between the plenums. Ram air flows through the heat exchangers and decreases the temperature of the hot bleed air from the pneumatic system. The air cycle machine is installed between the heat exhangers and the condenser. Air enters the compressor from the primary heat exchanger and is compressed. The pressure and temperature increase. The air then flows to the main heat exchanger. air then flows through the condensor and the reheater and expands across the turbine to drive the air cycle machine. The pressure and temperature decrease. The air then flows to the condenser. The expansion of the air in the turbine turns the turbine wheel, the compressor wheel and the fan wheel. The fan wheel gives a flow of air
21-10
through the ram air system if there is no ram air effect (on the ground). The main heat exchangers are installed in the ram air systems upstream of the primary heat exchangers. Ram air flows through and decreases the temperature of the hot air from the compressor of the air cycle machine. The reheater is installed between the main heat exchangers and the condenser. The hot air from the main heat exchanger increases the temperature of the cold air from the water extractor. The condenser is installed between the air cycle machine and the mixer unit. The cold air from the turbine of the air cycle machine decreases the temperature of the hot air from the reheater. The temperature of the hot air decreases to less than its dew point and the water in the air condenses. The water extractor is installed between the condenser and the reheater. It removes the water that concentrates in the condenser. The condensed water and the water from the split duct drain to the applicable water injector. A downstream check valve is installed between the condenser and the mixer unit. Air flows through the downstream check valve to the mixer unit. The downstream check valve closes if the air flows in the opposite direction. A fan plenum is installed in the ram air system and connected to the air cycle machine. In flight the ram air effect causes air to flow through the ram air system. The air cycle machine fan is in bypass but is still rotating by turbine air expansion. An inlet plenum is installed between the main heat exchanger and the ram air inlet. It guides the ram air from the ram air inlet to the main heat exchanger.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION When the PACK (1, 2) push-button switches are pushed, the zone controller and pack controllers control the flow control valves to supply a constant flow for all normal operation conditions to the air conditioning packs. When the bleed air enters the system, it is cooled in the primary heat exchanger with ambient ram air. Part of this air passes through the bypass valve. The remainder is then compressed in the air cycle machine compressor, which increases the temperature and pressure. It is cooled again in the main heat exchanger with ambient ram air. The air now enters the high pressure water extraction loop, where it is cooled to less than its dew point. The high pressure water extraction loop has a reheater, a condenser and a water extractor. It keeps the dew point of the air to the mixer unit lower than +50°F (+10°C). The condenser is a heat exchanger which uses the turbine outlet air temperature (which is at a sea level dew point of approximately 32°F or 0°C) to condense the water in the outlet air of the main heat exchanger. The condensed water is extracted and drained from the air as it passes through the high pressure water extractor. From the water extractor, water flows to the water injector located upstream of the heat exchangers in the ram air duct. Bleed air is also routed to the water injector. The bleed air is directed through the injector and a pressure drop is created. The pressure drop causes water to flow to the water injector and to spray out into the ram air. The hot bleed air also prevents freezing at the water injector. To limit high pack discharge temperatures, the water extractor
JUN 97 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION outlet temperature is limited from 35.6°F (2°C) to 158°F (70°C). After the water extractor the air enters the reheater again and the temperature increases to assure a satisfactory turbine inlet temperature. In the air cycle machine turbine, the high pressure air expands and its kinetic energy drives the air cycle machine and the temperature and the pressure decrease. This causes additional condensation in the air cycle machine turbine during ground operation and low altitude flight. This condensation appears as snow. The turbine outlet air passing through the condenser is now the conditioned air and it leaves the air cooling system. Air is bled from the compressor inlet through the bypass valve to the turbine outlet. This modulates pack discharge temperature to the required level, if the limits for the water extractor are not exceeded. An anti-ice valve is used to stop (as a backup) ice formation downstream of the turbine. When a significant pressure drop is sensed the valve opens, tapping hot air from downstream of the flow control valves. This hot air is delivered to the turbine and this eliminates the formation of ice. Additionally the bypass valve always maintains a minimum air cycle machine flow to keep the air cycle machine idling during all pack operation conditions.
21-11 A320 LIMITATION 1 AND 9 COURSE
When the PACK (1, 2) push-button switches are pushed, the zone controller and pack controllers control the flow control valves to supply a constant flow for all normal operation conditions to the air conditioning packs. When the bleed air enters the system, it is cooled in the primary heat exchanger with ambient ram air. Part of this air passes through the bypass valve. The remainder is then compressed in the air cycle machine compressor, which increases the temperature and pressure. It is cooled again in the main heat exchanger with ambient ram air. The air now enters the high pressure water extraction loop, where it is cooled to less than its dew point. The high pressure water extraction loop has a reheater, a condenser and a water extractor. It keeps the dew point of the air to the mixer unit lower than +50°F (+10°C). The condenser is a heat exchanger which uses the turbine outlet air temperature (which is at a sea level dew point of approximately 32°F or 0°C) to condense the water in the outlet air of the main heat exchanger. The condensed water is extracted and drained from the air as it passes through the high pressure water extractor. From the water extractor, water flows to the water injector located upstream of the heat exchangers in the ram air duct. Bleed air is also routed to the water injector. The bleed air is directed through the injector and a pressure drop is created. The pressure drop causes water to flow to the water injector and to spray out into the ram air. The hot bleed air also prevents freezing at the water injector. To limit high pack discharge temperatures, the water extractor
JUN 97
outlet temperature is limited from 35.6°F (2°C) to 158°F (70°C). After the water extractor the air enters the reheater again and the temperature increases to assure a satisfactory turbine inlet temperature. In the air cycle machine turbine, the high pressure air expands and its kinetic energy drives the air cycle machine and the temperature and the pressure decrease. This causes additional condensation in the air cycle machine turbine during ground operation and low altitude flight. This condensation appears as snow. The turbine outlet air passing through the condenser is now the conditioned air and it leaves the air cooling system. Air is bled from the compressor inlet through the bypass valve to the turbine outlet. This modulates pack discharge temperature to the required level, if the limits for the water extractor are not exceeded. An anti-ice valve is used to stop (as a backup) ice formation downstream of the turbine. When a significant pressure drop is sensed the valve opens, tapping hot air from downstream of the flow control valves. This hot air is delivered to the turbine and this eliminates the formation of ice. Additionally the bypass valve always maintains a minimum air cycle machine flow to keep the air cycle machine idling during all pack operation conditions.
21-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The ambient ram air for heat exchanger cooling enters the air cooling system through fully modulating NACA type inlets. After passing through the primary heat exchanger, the main heat exchanger, and the plenum the air is discharged overboard through a variable outlet. When the aircraft is on the ground, the air cycle machine fan supplies the cooling airflow. During flight the inlet and outlet areas are modulated so that the airflow is kept to a minimum. During takeoff and landing, the inlet is fully closed to prevent dirt and debris ingestion and contamination of the heat exchangers.
21-12 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The water injector sprays the condensed water from the water extractor into the ambient ram airflow to help cooling. The aircraft can fly with one air conditioning pack inoperative provided: - FL310 is not exceeded, - the zone controller primary channel is operative, - the HI flow is selected, - the affected PACK 1 or 2 push-button switch is in the OFF position, - flow control valve is checked closed on the ECAM system.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The ambient ram air for heat exchanger cooling enters the air cooling system through fully modulating NACA type inlets. After passing through the primary heat exchanger, the main heat exchanger, and the plenum the air is discharged overboard through a variable outlet. When the aircraft is on the ground, the air cycle machine fan supplies the cooling airflow. During flight the inlet and outlet areas are modulated so that the airflow is kept to a minimum. During takeoff and landing, the inlet is fully closed to prevent dirt and debris ingestion and contamination of the heat exchangers.
21-12
The water injector sprays the condensed water from the water extractor into the ambient ram airflow to help cooling. The aircraft can fly with one air conditioning pack inoperative provided: - FL310 is not exceeded, - the zone controller primary channel is operative, - the HI flow is selected, - the affected PACK 1 or 2 push-button switch is in the OFF position, - flow control valve is checked closed on the ECAM system.
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
21-13
A320 LIMITATION 1 AND 9 COURSE
Air Cooling System - Schematic JUN 97 5200ACMO
OUTLET ACTUATOR (REF 21-61-00)
ANTI-ICE VALVE (REF 21-61-00)
BY-PASS VALVE (REF 21-61-00)
FAN TURBINE COMPRESSOR
CONDENSOR
REHEATER
CHECK VALVE
WATER EXTRACTOR
CHECK VALVE
AIR CONDITIONING
RAM AIR OUTLET
AIR CYCLE MACHINE
PRIMARY HEAT EXCHANGER
MAIN HEAT EXCHANGER
WATER INJECTOR
CONDENSOR
DESCRIPTION & OPERATION
INLET ACTUATOR (REF 21-61-00)
RAM AIR INLET
TURBINE COMPRESSOR
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
HOT BLEED AIR
5200ACMO
ANTI-ICE VALVE (REF 21-61-00)
BY-PASS VALVE (REF 21-61-00)
WATER EXTRACTOR
A318/
OUTLET ACTUATOR (REF 21-61-00)
AIR CYCLE MACHINE
FAN
REHEATER
AIR CONDITIONING
RAM AIR OUTLET
HOT BLEED AIR
PRIMARY HEAT EXCHANGER
MAIN HEAT EXCHANGER
WATER INJECTOR
INLET ACTUATOR (REF 21-61-00)
RAM AIR INLET
UNITED AIRLINES UNITED AIRLINES A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
Air Cooling System - Schematic 21-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Pack Cooling Air Control The zone controller signals the required pack outlet temperature to the pack controllers. To get this temperature, the pack controller modulates the bypass valve and the ram air inlet/outlet doors. This is done in a pre-determined sequence, and is a compromise between the following: - minimum ram-air flow, - maintaining adequate heat transfer rates, - sufficient pack flow. A priority control overrides this ram air optimization, if the compressor outlet temperature gets to 356°F (180°C). During takeoff and landing, the ram air inlet doors are closed fully to stop the ingestion of foreign matter. Emergency Ram Air Inlet The emergency ram air inlet gives a flow of fresh air through the aircraft if there is a failure in the two air conditioning packs. An actuator extends and retracts the emergency ram air inlet. A check valve prevents the flow of air in the opposite direction. A Low Pressure (LP) ground connection is installed in the ram air duct for connection of a ground air supply. The emergency ram air inlet should only be operated if: - there is a failure in both air conditioning packs, - the altitude of the aircraft is less than 10,000 ft. (to prevent passenger discomfort), - the difference between the pressure in the fuselage and the external pressure is less than 1.0 psi. If the difference in pressure is more, the check valve cannot open and no emergency ram air flows in.
21-14 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION To open the emergency ram air inlet, lift the guard and push the RAM AIR pushbutton switch. Pushing the switch: - sends a signal is to the cabin pressure controllers and the outflow valve partially opens, - sends a signal to extend the emergency ram air inlet actuator and the emergency ram air inlet moves into the external airflow, - causes the ON legend in the RAM AIR push-button switch to come on, - causes actuator position data to be sent to the SDAC’s, - causes the BLEED page to display on the lower DU and the RAM AIR symbol gives an open indication. To close the emergency ram air inlet, lift the guard and push the RAM AIR pushbutton switch. Pushing the switch: - causes a signal to be sent to the cabin pressure controllers and the outflow valve closes as necessary, - causes a signal to be sent to the emergency ram air inlet actuator and the emergency ram air inlet closes, - causes the ON legend in the RAM AIR push-button switch to go off, - sends actuator position data to the SDAC’s, - causes the BLEED page to display on the lower DU and the RAM AIR symbol gives a closed indication. The emergency ram air inlet closes automatically if the DITCHING push-button switch is pressed in. Connecting a ground air cart to the LP ground connection allows air to flow into the mixer unit via the emergency ram air inlet duct. It is not necessary to operate the air conditioning packs to ventilate the aircraft as this air flows into the system downstream from the packs.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Pack Cooling Air Control The zone controller signals the required pack outlet temperature to the pack controllers. To get this temperature, the pack controller modulates the bypass valve and the ram air inlet/outlet doors. This is done in a pre-determined sequence, and is a compromise between the following: - minimum ram-air flow, - maintaining adequate heat transfer rates, - sufficient pack flow. A priority control overrides this ram air optimization, if the compressor outlet temperature gets to 356°F (180°C). During takeoff and landing, the ram air inlet doors are closed fully to stop the ingestion of foreign matter. Emergency Ram Air Inlet The emergency ram air inlet gives a flow of fresh air through the aircraft if there is a failure in the two air conditioning packs. An actuator extends and retracts the emergency ram air inlet. A check valve prevents the flow of air in the opposite direction. A Low Pressure (LP) ground connection is installed in the ram air duct for connection of a ground air supply. The emergency ram air inlet should only be operated if: - there is a failure in both air conditioning packs, - the altitude of the aircraft is less than 10,000 ft. (to prevent passenger discomfort), - the difference between the pressure in the fuselage and the external pressure is less than 1.0 psi. If the difference in pressure is more, the check valve cannot open and no emergency ram air flows in.
21-14
To open the emergency ram air inlet, lift the guard and push the RAM AIR pushbutton switch. Pushing the switch: - sends a signal is to the cabin pressure controllers and the outflow valve partially opens, - sends a signal to extend the emergency ram air inlet actuator and the emergency ram air inlet moves into the external airflow, - causes the ON legend in the RAM AIR push-button switch to come on, - causes actuator position data to be sent to the SDAC’s, - causes the BLEED page to display on the lower DU and the RAM AIR symbol gives an open indication. To close the emergency ram air inlet, lift the guard and push the RAM AIR pushbutton switch. Pushing the switch: - causes a signal to be sent to the cabin pressure controllers and the outflow valve closes as necessary, - causes a signal to be sent to the emergency ram air inlet actuator and the emergency ram air inlet closes, - causes the ON legend in the RAM AIR push-button switch to go off, - sends actuator position data to the SDAC’s, - causes the BLEED page to display on the lower DU and the RAM AIR symbol gives a closed indication. The emergency ram air inlet closes automatically if the DITCHING push-button switch is pressed in. Connecting a ground air cart to the LP ground connection allows air to flow into the mixer unit via the emergency ram air inlet duct. It is not necessary to operate the air conditioning packs to ventilate the aircraft as this air flows into the system downstream from the packs.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
401PP ESS BUS 28VDC 24-68-08
IHZ RAM AIR INLET
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
HB
HB
401PP ESS BUS 28VDC 24-68-08
WV
IHZ RAM AIR INLET
HB
HB
WV 103VU 3HZ RAM AIR CLOSE CONTROL RELAY
103VU 3HZ RAM AIR CLOSE CONTROL RELAY
ON
ON
HL
HL
;;;;
;;;;
13HL DITCH
13HL DITCH
ESS BUS LP LP
ESS BUS LP LP
ON
HL
HL
HL WL
HL WL 30VU 4HZ RAM AIR
30VU 4HZ RAM AIR
103VU 5HZ RAM AIR OPENING CONTROL RELAY
103VU 5HZ RAM AIR OPENING CONTROL RELAY
FO NOTE: HL = 21-31-00
FO
WV
OPEN
FLOW CONTROL AND INDICATING
WV = 31-54-00
SDAC ACQUISITION / INTERFACE
NOTE: HL = 21-31-00
M
CLOSE
ANNUNCIATOR LIGHT TEST AND DIMMING
5500AGMO
FLOW CONTROL AND INDICATING
WV = 31-54-00
SDAC ACQUISITION / INTERFACE
FOR TRAINING PURPOSES ONLY
M
CLOSE WV FC
LP = 33-14-00 5500AGMO
ANNUNCIATOR LIGHT TEST AND DIMMING
WV
7HZ EMERGENCY INLET FLAP ACTUATOR
Emergency Ram Air Inlet - Electrical Schematic
Emergency Ram Air Inlet - Electrical Schematic JUN 97
WV
OPEN
WV
7HZ EMERGENCY INLET FLAP ACTUATOR
WV
PRESSURE CONTROL AND MONITORING
HB = 21-31-00
WV FC
LP = 33-14-00
WV
PRESSURE CONTROL AND MONITORING
HB = 21-31-00
ON
21-15 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION TEMPERATURE CONTROL The Environmental Control System (ECS) maintains and controls the zone temperatures and the ventilation rate for the two passenger zones and the flight deck. It also supplies conditioned air to the cargo compartment. For this, two air conditioning packs are installed in the unpressurized area in the belly fairing. The packs are supplied with bleed air from the main engines, bleed air from the APU, or air from a ground source. The main part of the cooling system is a 3 wheel air cycle machine which works as a boot strap system for heating and cooling. A high pressure water separator is installed to take full advantage of available bleed pressures and recirculation capability. The system control is done by electronic controllers, electro-pneumatic valves and electrically driven valves. For sufficient ventilation and passenger comfort a common cold air manifold mixes the pack fresh air with recirculation air. The temperature control of the aft cargo compartments is similar to that of the flight deck and cabin temperature control system in the heating mode.
21-16 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Pack Temperature Control The pack temperature control system controls the pack outlet temperature and sets its maximum and minimum limits. Two pack controllers control the system. Each pack controller controls the two major parameters of its related pack: - the pack outlet temperature (through the water extractor outlet temperature), - the ram air cooling flow, which is kept to a minimum for fuel economy. Each pack controller consists of two computers, one primary and one electrically independent secondary computer. The primary computer is capable of modulating the system parameters to their full extent, thus optimizing the system performance. The secondary computer gives a reduced level of optimization when it operates as a back-up in the event of the primary computer failure. In normal operation the primary computer of the pack controller controls the system. The pack controller gets a temperature reference as a demand signal from the zone controller. This demand signal, the preferred bypass valve position, the measured water extractor outlet temperature, the bypass valve actuator position, and the ram air outlet actuator position are used continuously to determine their necessary drive speeds. The speed is zero when the water extractor outlet temperature gets to the required value and the bypass valve to the preferred position. The preferred bypass valve position is normally 21° but is adjusted when necessary, dependent on pack inlet pressure. The ram air inlet actuator position is slaved to the actual ram air outlet actuator position.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
TEMPERATURE CONTROL The Environmental Control System (ECS) maintains and controls the zone temperatures and the ventilation rate for the two passenger zones and the flight deck. It also supplies conditioned air to the cargo compartment. For this, two air conditioning packs are installed in the unpressurized area in the belly fairing. The packs are supplied with bleed air from the main engines, bleed air from the APU, or air from a ground source. The main part of the cooling system is a 3 wheel air cycle machine which works as a boot strap system for heating and cooling. A high pressure water separator is installed to take full advantage of available bleed pressures and recirculation capability. The system control is done by electronic controllers, electro-pneumatic valves and electrically driven valves. For sufficient ventilation and passenger comfort a common cold air manifold mixes the pack fresh air with recirculation air. The temperature control of the aft cargo compartments is similar to that of the flight deck and cabin temperature control system in the heating mode.
21-16
Pack Temperature Control The pack temperature control system controls the pack outlet temperature and sets its maximum and minimum limits. Two pack controllers control the system. Each pack controller controls the two major parameters of its related pack: - the pack outlet temperature (through the water extractor outlet temperature), - the ram air cooling flow, which is kept to a minimum for fuel economy. Each pack controller consists of two computers, one primary and one electrically independent secondary computer. The primary computer is capable of modulating the system parameters to their full extent, thus optimizing the system performance. The secondary computer gives a reduced level of optimization when it operates as a back-up in the event of the primary computer failure. In normal operation the primary computer of the pack controller controls the system. The pack controller gets a temperature reference as a demand signal from the zone controller. This demand signal, the preferred bypass valve position, the measured water extractor outlet temperature, the bypass valve actuator position, and the ram air outlet actuator position are used continuously to determine their necessary drive speeds. The speed is zero when the water extractor outlet temperature gets to the required value and the bypass valve to the preferred position. The preferred bypass valve position is normally 21° but is adjusted when necessary, dependent on pack inlet pressure. The ram air inlet actuator position is slaved to the actual ram air outlet actuator position.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The water extractor outlet temperatures are limited through the temperature demand signal from the zone controller. The upper limit is 158°F (70°C). The lower limits are as follow: One or two pack operation 0 to 24,000 ft 41 °F (5°C). 24,0000 to 29,000 ft
32 °F (0°C).
Above 29,000 ft -22 °F (-30°C). Compressor outlet temp. limits up to 385°F normal operation, 385°F to 428°F
reduced closing,
428°F 432°F
to ram air outlet actuator can no longer be closed,
432°F and above
ram air outlet actuator opens at maximum speed,
at 446°F
pneumatic temp. sensor starts to close the flow control valve,
at 500°F
Over heat warnings to ECAM and the pack switches on overhead panel 30VU.
JUN 97 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The system includes various backup functions to ensure of safe operation during failure. If the pack controller primary computer fails the secondary computer controls at a reduced level. The ram air doors will open to the maximum flight position and no further optimization takes place (the flow control reference remains at its previous setting). Control of the water extractor outlet temperature (to the level demanded from the zone controller) will still take place through modulation of the bypass valve. The overheat warning will still be available. If the zone controller (or its communications) fail completely the pack controllers take over control. They will limit the water extractor outlet temperature to 68°F (20°C) for pack 1 and to 50°F (10°C) for pack 2. If there is a failure (of the communications from the zone controller main computer and it remains active), the pack controllers take over control. They will limit the water extractor outlet temperature to 41°F (5°C) for pack 1 and to 50°F (10°C) for pack 2. The zone controller can still use the trim air system to increase the cabin inlet temperature, if necessary. The pack controllers still get the zone controller status signal from the zone secondary computer. A flow priority mode is included in the pack controller primary computer. At low pack inlet pressure the bypass valve and the ram air inlet/outlet doors are modulated to a more open position and thus increase pack flow.
21-17 A320 LIMITATION 1 AND 9 COURSE
The water extractor outlet temperatures are limited through the temperature demand signal from the zone controller. The upper limit is 158°F (70°C). The lower limits are as follow: One or two pack operation 0 to 24,000 ft 41°F (5°C). 24,0000 to 29,000 ft
32°F (0°C).
Above 29,000 ft -22°F (-30°C). Compressor outlet temp. limits up to 385°F normal operation, 385°F to 428°F
reduced closing,
428°F 432°F
to ram air outlet actuator can no longer be closed,
432°F and above
ram air outlet actuator opens at maximum speed,
at 446°F
pneumatic temp. sensor starts to close the flow control valve,
at 500°F
Over heat warnings to ECAM and the pack switches on overhead panel 30VU.
JUN 97
The system includes various backup functions to ensure of safe operation during failure. If the pack controller primary computer fails the secondary computer controls at a reduced level. The ram air doors will open to the maximum flight position and no further optimization takes place (the flow control reference remains at its previous setting). Control of the water extractor outlet temperature (to the level demanded from the zone controller) will still take place through modulation of the bypass valve. The overheat warning will still be available. If the zone controller (or its communications) fail completely the pack controllers take over control. They will limit the water extractor outlet temperature to 68°F (20°C) for pack 1 and to 50°F (10°C) for pack 2. If there is a failure (of the communications from the zone controller main computer and it remains active), the pack controllers take over control. They will limit the water extractor outlet temperature to 41°F (5°C) for pack 1 and to 50°F (10°C) for pack 2. The zone controller can still use the trim air system to increase the cabin inlet temperature, if necessary. The pack controllers still get the zone controller status signal from the zone secondary computer. A flow priority mode is included in the pack controller primary computer. At low pack inlet pressure the bypass valve and the ram air inlet/outlet doors are modulated to a more open position and thus increase pack flow.
21-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The pack controller will detect a failure of the bypass valve function when the bypass valve fails (either because of a valve actuator failure or because of a valve jam), or the power output circuit of the primary computer fails. In both cases the secondary computer of the pack controller takes control and opens the ram air doors to a limited position. If the power output circuit was the faulty function, the temperature will be controlled by the secondary computer and the bypass valve. If the bypass valve failure is effective, the ram air doors are controlled to a limited open position by the secondary computer to avoid overheating of the compressor. A failure of the primary computer of the pack controller is indicated on CFDS by the message Pl CONT or P2 CONT. Included in the air conditioning packs are pneumatic control devices. They are a final backup for overheat protection, pack control and icing protection.
21-18 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Back up compressor overheat protection is as follows. Installed at the compressor outlet is a pneumatic temperature sensor. This acts (by differential expansion) directly on the flow control valve muscle pressure. It starts to close the flow control valve when the compressor outlet temperature gets to 446°F (230°C). Control is such that the overheat warning temperature of 500°F (260°C) should never occur. Back up pack control is as follows. In the event that the pack controller cannot control the pack outlet temperature, the pneumatic temperature control system is activated. The anti ice valve works with the pack outlet pneumatic sensor, to control the pack outlet temperature pneumatically to a nominally constant value of 59°F (15°C). Back up icing protection is as follows. Icing of the pack condenser is prevented with the anti ice valve. There are two pairs of pressure sense lines. One on the high pressure side of the condenser and the other on the low pressure side of the condenser. If an excessive pressure drop (indicating icing) is detected, the anti ice valve is opened (pneumatically). This results in a surge of hot air to the turbine outlet, which clears the ice blockage, and the anti-ice valve then shuts.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The pack controller will detect a failure of the bypass valve function when the bypass valve fails (either because of a valve actuator failure or because of a valve jam), or the power output circuit of the primary computer fails. In both cases the secondary computer of the pack controller takes control and opens the ram air doors to a limited position. If the power output circuit was the faulty function, the temperature will be controlled by the secondary computer and the bypass valve. If the bypass valve failure is effective, the ram air doors are controlled to a limited open position by the secondary computer to avoid overheating of the compressor. A failure of the primary computer of the pack controller is indicated on CFDS by the message Pl CONT or P2 CONT. Included in the air conditioning packs are pneumatic control devices. They are a final backup for overheat protection, pack control and icing protection.
21-18
Back up compressor overheat protection is as follows. Installed at the compressor outlet is a pneumatic temperature sensor. This acts (by differential expansion) directly on the flow control valve muscle pressure. It starts to close the flow control valve when the compressor outlet temperature gets to 446°F (230°C). Control is such that the overheat warning temperature of 500°F (260°C) should never occur. Back up pack control is as follows. In the event that the pack controller cannot control the pack outlet temperature, the pneumatic temperature control system is activated. The anti ice valve works with the pack outlet pneumatic sensor, to control the pack outlet temperature pneumatically to a nominally constant value of 59°F (15°C). Back up icing protection is as follows. Icing of the pack condenser is prevented with the anti ice valve. There are two pairs of pressure sense lines. One on the high pressure side of the condenser and the other on the low pressure side of the condenser. If an excessive pressure drop (indicating icing) is detected, the anti ice valve is opened (pneumatically). This results in a surge of hot air to the turbine outlet, which clears the ice blockage, and the anti-ice valve then shuts.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
WATER EXTRACTOR SENSOR
BYPASS VALVE SPEED
PACK DEMAND (FROM ZONE CONTROLLER)
WATER EXTRACTOR SENSOR
BPV POSITION
BYPASS VALVE SPEED
PACK DEMAND (FROM ZONE CONTROLLER)
BYPASS VALVE
MULTIVARIABLE CONTROL INLET PRESS. SENSOR COMPRESSOR OUTLET TEMP
PREFERED BYPASS VALVE POSTION DETERMINATION
RAM EXIT ACTUATOR
INLET PRESS. SENSOR COMPRESSOR OUTLET TEMP
PREFERED BYPASS VALVE POSTION DETERMINATION
ACT. SPEED
EXIT ACTUATOR POS
Σ
GAIN
ACT SPEED
FLOW CONTROL VALVE SETTING
RAM EXIT ACTUATOR
EXIT ACTUATOR POS
RAM INLET DOOR POSITION DETERMINATION
RAM INLET ACTUATOR
Σ
INLET ACTUATOR POS
OTHER PACK OFF FLOW DEMAND (FROM ZONE CONTROLLER)
BYPASS VALVE
MULTIVARIABLE CONTROL ACT. SPEED
RAM INLET DOOR POSITION DETERMINATION
BPV POSITION
GAIN
ACT SPEED
RAM INLET ACTUATOR
INLET ACTUATOR POS
FLOW CONTROL VALVE
OTHER PACK OFF FLOW DEMAND (FROM ZONE CONTROLLER)
FLOW CONTROL VALVE SETTING
FLOW CONTROL VALVE
6100ACMO
Primary Computer Pack Controller-Normal Control Function Diagram
PACK DEMAND (FROM ZONE CONTROLLER)
Σ
GAIN
Primary Computer Pack Controller-Normal Control Function Diagram
BYPASS VALVE
PACK DEMAND (FROM ZONE CONTROLLER)
WATER EXTR. SENSOR
Σ
GAIN
BYPASS VALVE
GAIN
RAM EXIT ACTUATOR
GAIN
RAM INLET ACTUATOR
WATER EXTR. SENSOR
GAIN
RAM EXIT ACTUATOR
MAX. FLIGHT OPEN POSITION
MAX. FLIGHT OPEN POSITION
GAIN
RAM INLET ACTUATOR
6100AEMO
6100AEMO
Secondary Computer Pack Controller - Back Up Control Function Diagram
JUN 97 FOR TRAINING PURPOSES ONLY
Secondary Computer Pack Controller - Back Up Control Function Diagram 21-19
A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Flight Deck and Cabin Temperature Control The flight deck and cabin temperature control system controls the temperature in the cabin and flight deck. Different temperatures can be set for the flight deck and the cabin. The cabin is divided into the forward zone and the aft zone. Hot trim air, which is used for temperature control in the forward cabin, the aft cabin, and the flight deck is individually controlled under normal conditions in pressure and quantity. A backup is provided and will take over control in a failure condition. The zone controller controls the temperature of the flight deck, forward cabin and aft cabin zones. This controller contains two computers, a primary and a secondary. The primary computer gives full control of all of the system parameters. The secondary computer gives a reduced level of control when used as a backup to the primary computer, (in the event of primary computer failure). Hot trim air is taken from the bleed air supply to the air conditioning packs downstream of the flow control valves. It flows to the trim air check valves, through the trim air pressure regulating valve, and to the hot air pressure switch 26HK. From the trim air pressure regulating valve the air flows also to the aft cargo compartment heating system. It then flows to the independently controlled trim air valves (3) for the flight deck, forward cabin, and aft cabin. The trim air is mixed with cooled conditioned air from the mixer unit and flows to the cabin. The trim air also flows to the flight deck through a restrictor.
21-20 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The three trim air valves add an adjustable quantity of hot trim air to the cooled conditioned air from the mixer unit. The zone temperature controller controls the position of the trim air valves. The trim air valves are installed in the ducts to the flight deck and the two cabin areas. The trim air pressure valve keeps the pressure in the trim air supply to 4 psi above the cabin pressure. It is installed downstream of the trim air check valves. In normal operation it operates pneumatically. The trim air pressure regulating valve can be used to shut off the trim air supply. Temperature sensors send temperature data to the zone temperature controller. The temperature sensor 24HK (for flight deck) is installed in the mixer unit. The temperature sensor 25HK (for cabin) is installed in the mixer unit. The temperature sensor 15HK is installed in the duct to the flight deck. The temperature sensor 16HK is installed in the duct to the forward cabin. The temperature sensor 17HK is installed in the duct to the aft cabin. The duct overheat temperature sensor 18HK is installed in the duct to the flight deck. The duct overheat temperature sensor 19HK is installed in the duct to the forward cabin. The duct overheat temperature sensor 20HK is installed in the duct to the aft cabin. The temperature sensor 21HK is installed in the flight deck. The temperature sensor 22HK is installed in the forward zone of the cabin. The temperature sensor 23HK is installed in the aft zone of the cabin. NOTE: See the COMPONENT LOCATION section of this chapter (Flight Deck and Cabin Temperature Control) for additional location information.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Flight Deck and Cabin Temperature Control The flight deck and cabin temperature control system controls the temperature in the cabin and flight deck. Different temperatures can be set for the flight deck and the cabin. The cabin is divided into the forward zone and the aft zone. Hot trim air, which is used for temperature control in the forward cabin, the aft cabin, and the flight deck is individually controlled under normal conditions in pressure and quantity. A backup is provided and will take over control in a failure condition. The zone controller controls the temperature of the flight deck, forward cabin and aft cabin zones. This controller contains two computers, a primary and a secondary. The primary computer gives full control of all of the system parameters. The secondary computer gives a reduced level of control when used as a backup to the primary computer, (in the event of primary computer failure). Hot trim air is taken from the bleed air supply to the air conditioning packs downstream of the flow control valves. It flows to the trim air check valves, through the trim air pressure regulating valve, and to the hot air pressure switch 26HK. From the trim air pressure regulating valve the air flows also to the aft cargo compartment heating system. It then flows to the independently controlled trim air valves (3) for the flight deck, forward cabin, and aft cabin. The trim air is mixed with cooled conditioned air from the mixer unit and flows to the cabin. The trim air also flows to the flight deck through a restrictor.
21-20
The three trim air valves add an adjustable quantity of hot trim air to the cooled conditioned air from the mixer unit. The zone temperature controller controls the position of the trim air valves. The trim air valves are installed in the ducts to the flight deck and the two cabin areas. The trim air pressure valve keeps the pressure in the trim air supply to 4 psi above the cabin pressure. It is installed downstream of the trim air check valves. In normal operation it operates pneumatically. The trim air pressure regulating valve can be used to shut off the trim air supply. Temperature sensors send temperature data to the zone temperature controller. The temperature sensor 24HK (for flight deck) is installed in the mixer unit. The temperature sensor 25HK (for cabin) is installed in the mixer unit. The temperature sensor 15HK is installed in the duct to the flight deck. The temperature sensor 16HK is installed in the duct to the forward cabin. The temperature sensor 17HK is installed in the duct to the aft cabin. The duct overheat temperature sensor 18HK is installed in the duct to the flight deck. The duct overheat temperature sensor 19HK is installed in the duct to the forward cabin. The duct overheat temperature sensor 20HK is installed in the duct to the aft cabin. The temperature sensor 21HK is installed in the flight deck. The temperature sensor 22HK is installed in the forward zone of the cabin. The temperature sensor 23HK is installed in the aft zone of the cabin. NOTE: See the COMPONENT LOCATION section of this chapter (Flight Deck and Cabin Temperature Control) for additional location information.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Three temperature selectors allow the required air temperature to be set in the forward and aft cabin and on the flight deck. Any temperature between 64°F (18°C) and 86°F (30°C) can be set with the temperature selectors. The 12 o’clock position is 75°F (24°C). The selectors send a signal to the zone controller. The selectors are installed on the flight deck overhead panel 30VU. The temperatures in the different zones appear on the COND page of ECAM. The hot air pressure switch 26HK closes if the pressure in the applicable trim air supply is more than 6.5 psi (overpressure). The microswitch sends a signal to the zone controller. The signal continues until the hot air pressure switch opens when the pressure decreases to 5 psi. It is installed downstream of the trim air pressure regulating valve. The trim air check valves (2) prevent reverse flow if there is a pack failure. They are installed in the trim air supplies from the packs. Normal operation (Primary Computer) is as follows. The crew selects the desired temperature on the zone temperature selectors (3) located on the flight deck overhead panel 30VU. The zone controller receives these demand signals and computes the necessary input temperature to
JUN 97 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION the zones. This is done through the pack outlet temperature and the trim air system. Hot bleed air is tapped downstream of the flow control valves. The air flows through the check valves to the trim air pressure regulating valve. This valve controls the pressure of the hot trim air going into the hot air manifold, to 4 psi above cabin pressure. The hot air pressure switch continuously monitors the pressure of the hot trim air. If the pressure in the system goes above 6.5 psi (ovrpressure), the zone controller sends a signal to the ECAM system. This signal stays until the pressure falls below 5 psi. The zone controller also determines which zone needs the lowest duct inlet temperature. This lowest temperature demand signal is sent to the pack temperature control system, and the pack outlet temperatures are adjusted accordingly. The other two zones will require higher duct inlet temperatures, this is done with hot bleed air from the trim air system. Each zone has its own trim air valve and the zone controller adjusts each valve to give the necessary temperatures. The primary computer side of the zone controller increases the zone reference temperatures selected on each temperature selector. It does this to compensate for reduced humidity and a decrease in interior wall temperature (which is dependent on aircraft altitude).
21-21 A320 LIMITATION 1 AND 9 COURSE
Three temperature selectors allow the required air temperature to be set in the forward and aft cabin and on the flight deck. Any temperature between 64°F (18°C) and 86°F (30°C) can be set with the temperature selectors. The 12 o’clock position is 75°F (24°C). The selectors send a signal to the zone controller. The selectors are installed on the flight deck overhead panel 30VU. The temperatures in the different zones appear on the COND page of ECAM. The hot air pressure switch 26HK closes if the pressure in the applicable trim air supply is more than 6.5 psi (overpressure). The microswitch sends a signal to the zone controller. The signal continues until the hot air pressure switch opens when the pressure decreases to 5 psi. It is installed downstream of the trim air pressure regulating valve. The trim air check valves (2) prevent reverse flow if there is a pack failure. They are installed in the trim air supplies from the packs. Normal operation (Primary Computer) is as follows. The crew selects the desired temperature on the zone temperature selectors (3) located on the flight deck overhead panel 30VU. The zone controller receives these demand signals and computes the necessary input temperature to
JUN 97
the zones. This is done through the pack outlet temperature and the trim air system. Hot bleed air is tapped downstream of the flow control valves. The air flows through the check valves to the trim air pressure regulating valve. This valve controls the pressure of the hot trim air going into the hot air manifold, to 4 psi above cabin pressure. The hot air pressure switch continuously monitors the pressure of the hot trim air. If the pressure in the system goes above 6.5 psi (ovrpressure), the zone controller sends a signal to the ECAM system. This signal stays until the pressure falls below 5 psi. The zone controller also determines which zone needs the lowest duct inlet temperature. This lowest temperature demand signal is sent to the pack temperature control system, and the pack outlet temperatures are adjusted accordingly. The other two zones will require higher duct inlet temperatures, this is done with hot bleed air from the trim air system. Each zone has its own trim air valve and the zone controller adjusts each valve to give the necessary temperatures. The primary computer side of the zone controller increases the zone reference temperatures selected on each temperature selector. It does this to compensate for reduced humidity and a decrease in interior wall temperature (which is dependent on aircraft altitude).
21-21
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UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The normal limits for the zone duct inlet temperatures are a low limit of 46°F (8°C) to a high limit of 122°F (50°C). These limits can be extended to low 35°F (2°C) to high 158°F (70°C) during pull up and pull down. This is recognized because the measured temperature is outside the selectable range of 64°F (18°C) to 86°F (30°C). The extended operating limits also apply during one pack operation, to maintain the temperature below 86°F (30°C) or above 69°F (21°C). The required mix manifold temperature (the lowest duct demand temperature) is compared with the actual mix manifold temperature. This determines the necessary pack outlet temperature, which is computed in the zone controller and signalled to both pack controllers. The crew can select the flow control reference to 80%, 100% or 120% (LO, NORM, HI) of the nominal value. The selected values can be modified under the conditions listed below: - during APU operation, the zone controller receives the discrete APU bleed valve open signal and resets the flow reference to 120%. This overrides any other selection or commands (the APU control and APU demand signals control the APU flow). - if 80% (LO) is selected, the controller can increase the flow reference up to 100% when the cooling demand is not met. - when there is only one pack operating the controller for that pack will increase the flow reference to 120% (HI).
21-22 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION A signal from the zone controller can increase the APU flow output if any selected zone temperature is not met. The demand signal is 0% for most normal operating conditions. This increases proportionally up to 100%, when the duct demand temperature (of any zone) reaches the predetermined low (cooling) or high (heating) values. The zone controllers can supply a demand signal to FADEC (Full Authority Digital Engine Control) to increase the engine idle setting during descent and ground operation. It does this to increase the available bleed pressure when the existing pressure is insufficient to provide necessary flow through the packs for cabin cooling. The demand signal is 0 % for most normal operating conditions. This increases proportionally to 100% (to give up to 30 psig pack inlet pressure), when the duct demand temperature of any zone reaches a predetermined low value (lack of cooling). The pack inlet pressure must also have reached a predetermined low value.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The normal limits for the zone duct inlet temperatures are a low limit of 46°F (8°C) to a high limit of 122°F (50°C). These limits can be extended to low 35°F (2°C) to high 158°F (70°C) during pull up and pull down. This is recognized because the measured temperature is outside the selectable range of 64°F (18°C) to 86°F (30°C). The extended operating limits also apply during one pack operation, to maintain the temperature below 86°F (30°C) or above 69°F (21°C). The required mix manifold temperature (the lowest duct demand temperature) is compared with the actual mix manifold temperature. This determines the necessary pack outlet temperature, which is computed in the zone controller and signalled to both pack controllers. The crew can select the flow control reference to 80%, 100% or 120% (LO, NORM, HI) of the nominal value. The selected values can be modified under the conditions listed below: - during APU operation, the zone controller receives the discrete APU bleed valve open signal and resets the flow reference to 120%. This overrides any other selection or commands (the APU control and APU demand signals control the APU flow). - if 80% (LO) is selected, the controller can increase the flow reference up to 100% when the cooling demand is not met. - when there is only one pack operating the controller for that pack will increase the flow reference to 120% (HI).
21-22
A signal from the zone controller can increase the APU flow output if any selected zone temperature is not met. The demand signal is 0% for most normal operating conditions. This increases proportionally up to 100%, when the duct demand temperature (of any zone) reaches the predetermined low (cooling) or high (heating) values. The zone controllers can supply a demand signal to FADEC (Full Authority Digital Engine Control) to increase the engine idle setting during descent and ground operation. It does this to increase the available bleed pressure when the existing pressure is insufficient to provide necessary flow through the packs for cabin cooling. The demand signal is 0 % for most normal operating conditions. This increases proportionally to 100% (to give up to 30 psig pack inlet pressure), when the duct demand temperature of any zone reaches a predetermined low value (lack of cooling). The pack inlet pressure must also have reached a predetermined low value.
JUN 97
ACTEMPSH
VENTILATION
JUN 97
FOR TRAINING PURPOSES ONLY SHUT
AUTO
X BLEED
COLD
OPEN
HOT PACK 2
OFF
FAULT
ENG 2 BLEED
OFF
FAULT
PACK 2
OFF
FAULT
HOT AIR
21-23
A320 LIMITATION 1 AND 9 COURSE ACTEMPSH
Air Conditioning - System Temp Control Schematic JUN 97 Air Conditioning - System Temp Control Schematic 21-23
LO
OFF
FAULT
PACK 1
HOT
ON
FAULT OFF
ON
COLD
FAULT
RAM AIR
HOT
APU BLEED
PACK 1
COLD
FWD CABIN
SHUT
AUTO
X BLEED
COLD
OPEN
HOT PACK 2
OFF
FAULT
ENG 2 BLEED
PACK 2
OFF
FAULT
PACK 2
OFF
FAULT
HOT AIR
CHECK VALVE
PRESSURE 26HK
TEMP 25HK
19HK *
TRIM AIR VALVES
16HK
AFT CABIN
TRIM AIR PRESS REG VALVE
EMER RAM AIR
ENG 1 BLEED
HI
TEMP
OVERHEAT
AFT
* DUCT OVERHEAT SENSORS ARE ON A320 AIRCRAFT ONLY.
C O N D
A I R
COCKPIT
CHECK VALVE
FWD
MIXING UNIT LP GROUND CONNECTION
TEMP 24HK
PACK FLOW CONTROL VALVE
PACK FLOW NORM
PACK 1
TEMP 15HK
OVERHEAT 18HK *
COCKPIT
C O N D
A I R
TEMP 17HK
CABIN AIR
C
70
CKPT
COND FAN
H
65
PRESSURE SENSOR
OVERHEAT SENSOR
TEMP SENSOR
PACK 2 CONTROLLER
FILTERS
OVERHEAT 20HK *
C O N D
A I R
OVERHEAT SENSOR PRESSURE SENSOR
H
72 72
C
FWD
72 H
72
ALTN MODE
C
FWD
ALTN MODE
C
AFT
FAN
C
AFT
FAN
H
79 H
75
TEMP: ¡F
79
75
TEMP: ¡F
HOT AIR
HOT AIR
AIR CONDITIONING
ZONE CONTROLLER
ON
FAULT
OFF
ON
HOT
FAULT
RAM AIR
COLD
APU BLEED
PACK 1
HOT
ENG 1 BLEED
COLD
AFT CABIN
H
65
TEMP SENSOR
PACK 2 CONTROLLER
FILTERS
CABIN AIR
C
70
CKPT
FAN
DESCRIPTION & OPERATION
PACK 1 CONTROLLER
CABIN AIR
OFF
FAULT
PACK 1
HI
FWD CABIN
PACK 2
TEMP 17HK
OVERHEAT 20HK *
COND
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
OFF
CAB FANS
LO
COCKPIT
CHECK VALVE
PRESSURE 26HK
TEMP 25HK
19HK *
TRIM AIR VALVES
16HK
* DUCT OVERHEAT SENSORS ARE ON A320 AIRCRAFT ONLY.
C O N D
A I R
PACK FLOW NORM
PACK FLOW CONTROL VALVE
CHECK VALVE
EMER RAM AIR
TRIM AIR PRESS REG VALVE
MIXING UNIT LP GROUND CONNECTION
TEMP 24HK
TEMP
OVERHEAT
AFT
A318/
ZONE CONTROLLER
PACK 1
TEMP 15HK
OVERHEAT 18HK *
FWD
AIR CONDITIONING
VENTILATION
CABIN AIR
PACK 1 CONTROLLER
OFF
CAB FANS
COCKPIT
UNITED AIRLINES UNITED AIRLINES A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Primary Zone Controller Both the primary and secondary computer of the zone controller can detect an overheat of 190°F (88°C) in any one of three zone supply ducts. The primary computer does this through the primary duct temperature or the duct overheat sensor. The secondary computer does this through the secondary duct temperature sensor. The first computer (primary or secondary) to detect an overheat will send a signal to illuminate the FAULT light on the HOT AIR switch. It will also close the trim air pressure regulating valve. The primary computer will close all three trim air valves. The FAULT light will stay on and the closed valves will stay closed until: - the duct temperature goes down below 158°F (70°C), - the HOT AIR switch is released (to make the FAULT light go off.), - the HOT AIR switch is pressed again (to open the trim air regulating valve and the three trim air valves).
21-24 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The primary computer can detect an early overheat condition of 176°F (80°C). It does this through the duct temperature sensor 15HK (16HK, 17HK) or the duct overheat sensor 18HK (19HK, 20HK). The primary computer commands the trim air pressure regulating valve to reduce its setting from 4 psi to 2 psi when 176°F (80°C) is detected. The higher pressure setting is commanded again when all duct temperatures are below 158°F (70°C). If an early overheat condition of 176°F (80°C) is detected four times during one flight, the 190°F (88°C) procedure is indicated. Failure of the trim air system will cause the primary computer (of the zone controller) to change to a backup control mode. Separate control of flight deck and cabin is still given, but a distinction between forward and aft cabin is not made. In this mode each pack is controlled separately, pack 1 for the flight deck and pack 2 for the cabin.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Primary Zone Controller Both the primary and secondary computer of the zone controller can detect an overheat of 190°F (88°C) in any one of three zone supply ducts. The primary computer does this through the primary duct temperature or the duct overheat sensor. The secondary computer does this through the secondary duct temperature sensor. The first computer (primary or secondary) to detect an overheat will send a signal to illuminate the FAULT light on the HOT AIR switch. It will also close the trim air pressure regulating valve. The primary computer will close all three trim air valves. The FAULT light will stay on and the closed valves will stay closed until: - the duct temperature goes down below 158°F (70°C), - the HOT AIR switch is released (to make the FAULT light go off.), - the HOT AIR switch is pressed again (to open the trim air regulating valve and the three trim air valves).
21-24
The primary computer can detect an early overheat condition of 176°F (80°C). It does this through the duct temperature sensor 15HK (16HK, 17HK) or the duct overheat sensor 18HK (19HK, 20HK). The primary computer commands the trim air pressure regulating valve to reduce its setting from 4 psi to 2 psi when 176°F (80°C) is detected. The higher pressure setting is commanded again when all duct temperatures are below 158°F (70°C). If an early overheat condition of 176°F (80°C) is detected four times during one flight, the 190°F (88°C) procedure is indicated. Failure of the trim air system will cause the primary computer (of the zone controller) to change to a backup control mode. Separate control of flight deck and cabin is still given, but a distinction between forward and aft cabin is not made. In this mode each pack is controlled separately, pack 1 for the flight deck and pack 2 for the cabin.
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY 6300AEMO
Primary Computer of the Zone Controller - Normal Control Mode 21-25
A320 LIMITATION 1 AND 9 COURSE
JUN 97 ALT
ALT BIAS
Σ
ALT
ALT BIAS
Σ
ALT
ZONE SENSOR
Σ
ZONE SENSOR
Σ
PIGAIN
PIGAIN
PIGAIN
+2˚
+70˚
Σ
DUCT SENSOR
Σ
Σ
DUCT SENSOR
DUCT SENSOR
+2˚
+70˚
+2˚
+70˚
DUCT SENSOR
Σ
Σ
TRIM VALVE
TRIM VALVE
TRIM VALVE
DUCT DEMAND
TRIM VALVE
TRIM VALVE
TRIM VALVE
DUCT DEMAND
APU BLEED VALVE OPEN
FLOW DEMAND FACTOR
LOWEST VALUE
DEMAND SIGNAL ELABORATION
APU BLEED VALVE OPEN
FLOW DEMAND FACTOR
LOWEST VALUE
DEMAND SIGNAL ELABORATION
MIXER SENSORS
MEAN
Σ
MIXER SENSORS
MEAN
Σ
+2˚
+70˚
+2˚
+70˚
FLOW DEMAND (TO PACK CONTORLLER)
PIGAIN
FADEC DEMAND
APU DEMAND
FLOW DEMAND (TO PACK CONTORLLER)
PIGAIN
FADEC DEMAND
APU DEMAND
PACKS DEMAND
PACKS DEMAND
AIR CONDITIONING
FLOW SELECTOR
COCKPIT
AFT CABIN
ZONE SENSOR
Σ
+2˚
+70˚
Σ DUCT SENSOR
DUCT SENSOR
+2˚
+70˚
+2˚
+70˚
DESCRIPTION & OPERATION
ALT BIAS
Σ
ZONE ERROR
ZONE SENSOR
PIGAIN
PIGAIN
PIGAIN
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
TEMP SELECT
FWD CABIN
ALT
ALT BIAS
Σ
ZONE SENSOR
Σ
ZONE SENSOR
Σ
A318/
Σ
ALT
ALT BIAS
Σ
ALT
ALT BIAS
Σ
ZONE ERROR
AIR CONDITIONING
FLOW SELECTOR
COCKPIT
AFT CABIN
TEMP SELECT
FWD CABIN
UNITED AIRLINES UNITED AIRLINES A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
6300AEMO
Primary Computer of the Zone Controller - Normal Control Mode 21-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Secondary Zone Controller The system has different backup functions to make sure of safe operation in the event of failure. The primary computer (of the zone controller) normally gives full (or backup) control of the system, with the secondary system for failure storage and system monitoring. Failure of the primary computer (of the zone controller) will cause the secondary computer to take over to give a reduced level of control. In this failure condition, control of the trim air system is lost. The flight deck and cabin temperature control is similar to that described earlier for the primary computer. The following reduced functions are also given: - 75°F (24°C) replaces the selectable zone temperatures without altitude correction, - the APU demand signal is not available, - the flow setting optimization is not available. Both the primary and secondary computer of the zone controller give overheat detection and related actions. The temperature in each zone is controlled from (cold) 64°F (18°C) to (hot) 86°F (30°C). This is relative to the position of the temperature selectors. In the center position the temperature is controlled to approximately 75°F (24°C).
21-26 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The hot air which is supplied to the trim air pressure regulating valve is unconditioned bleed air. The hot air switch installed in the flight deck overhead panel 30VU controls this valve. When AUTO is selected (switch depressed), the trim air pressure regulating valve pneumatically controls the hot air manifold pressure to 4 psi above cabin pressure. The valve will electrically close automatically if the temperature in the supply duct goes above 190°F (88°C). This will also happen if the temperature in the supply duct goes above 176°F (80°C) four times in one flight. When OFF is selected (switch released), OFF comes on in white, and the trim air pressure regulating valve closes. FAULT comes on in amber when an overheat condition is detected and remains, regardless of the hot air switch position, until the temperature falls below 158°F (70°C).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Secondary Zone Controller The system has different backup functions to make sure of safe operation in the event of failure. The primary computer (of the zone controller) normally gives full (or backup) control of the system, with the secondary system for failure storage and system monitoring. Failure of the primary computer (of the zone controller) will cause the secondary computer to take over to give a reduced level of control. In this failure condition, control of the trim air system is lost. The flight deck and cabin temperature control is similar to that described earlier for the primary computer. The following reduced functions are also given: - 75°F (24°C) replaces the selectable zone temperatures without altitude correction, - the APU demand signal is not available, - the flow setting optimization is not available. Both the primary and secondary computer of the zone controller give overheat detection and related actions. The temperature in each zone is controlled from (cold) 64°F (18°C) to (hot) 86°F (30°C). This is relative to the position of the temperature selectors. In the center position the temperature is controlled to approximately 75°F (24°C).
21-26
The hot air which is supplied to the trim air pressure regulating valve is unconditioned bleed air. The hot air switch installed in the flight deck overhead panel 30VU controls this valve. When AUTO is selected (switch depressed), the trim air pressure regulating valve pneumatically controls the hot air manifold pressure to 4 psi above cabin pressure. The valve will electrically close automatically if the temperature in the supply duct goes above 190°F (88°C). This will also happen if the temperature in the supply duct goes above 176°F (80°C) four times in one flight. When OFF is selected (switch released), OFF comes on in white, and the trim air pressure regulating valve closes. FAULT comes on in amber when an overheat condition is detected and remains, regardless of the hot air switch position, until the temperature falls below 158°F (70°C).
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
Secondary Computer of the Zone Controller - Back Up Control Mode 6300AGMO
21-27
A320 LIMITATION 1 AND 9 COURSE
JUN 97 COCKPIT
ZONE SENSOR
Σ
PI GAIN
+2˚
+70˚
DUCT SENSOR
Σ
PI GAIN
PI GAIN
DEMAND SIGNAL ELABORATION
PI GAIN
+2˚
+70˚
+2˚
+70˚
+2˚
+70˚
PACK 1 DEMAND
PACK 2 DEMAND
FADEC DEMAND
PACK 1 DEMAND
AIR CONDITIONING
TEMP SELECT SET TO 24˚C
FWD AFT DUCT SENSOR
Σ
FWD AFT ZONE SENSOR
+2˚
+70˚
DUCT SENSOR
Σ
MEAN VALUE
PI GAIN
+2˚
+70˚
PACK 2 DEMAND
DESCRIPTION & OPERATION
MEAN VALUE
Σ
PI GAIN
+2˚
+70˚
FADEC DEMAND
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
TEMP SELECT SET TO 24˚C
CABIN
ZONE SENSOR
Σ
PI GAIN
DEMAND SIGNAL ELABORATION
A318/
TEMP SELECT SET TO 24˚C
FWD AFT DUCT SENSOR
Σ
FWD AFT ZONE SENSOR
+2˚
+70˚
MEAN VALUE
PI GAIN
MEAN VALUE
Σ
AIR CONDITIONING
COCKPIT
TEMP SELECT SET TO 24˚C
CABIN
UNITED AIRLINES UNITED AIRLINES A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
Secondary Computer of the Zone Controller - Back Up Control Mode 6300AGMO
21-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION DISTRIBUTION A mixer unit, installed under the cabin floor mixes conditioned air with cabin air. The cabin air which has entered the underfloor area is drawn through two recirculation filters by two recirculation fans. The recirculation fans then blow the air through check valves (2) to the mixer unit. The quantity of cabin air mixed with conditioned air ranges from 29% to 42% on A319 aircraft to 34% to 36% on A320 aircraft (in normal cases). This is related to the position of the flow selector. In an emergency situation, a ram air inlet is opened to supply sufficient air to the flight deck and cabin zones. A low pressure ground connector is also connected to the ram air system for connection to a ground air supply. The low pressure ground air source can supply conditioned air to the system when the engines and APU are stopped. The passenger cabin is divided into the forward and aft distribution zones. Each distribution zone has main supply ducts and small riser ducts. The main supply ducts are installed under the cabin floor along the left hand and right hand side of the fuselage. The riser ducts connect to the main supply ducts and go up between every second window to outlets above and below the hatracks. The L-shaped riser ducts connect the outlets above the doors to the main supply ducts. Most of the distribution ducts are made resin and glassfiber laminate with metal sleeves bonded to each end for duct interconnection. Flexible bellows, which are made of silicone laminate and glassfiber, connect the ducts to each other. During installation, clamps secure the flexible bellows. Insulation shells which are made of polyethylene
21-28 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION foam or glass wool (covered with a Hypolon material) are installed around the ducts. Air from the mixing unit is supplied to the flight deck through a duct installed below the left hand side of the cabin floor. Conditioned air is supplied to the flight deck as follows: - the left hand side of the Captain’s station, - the right hand side of the First Officer’s station, - at two positions in the left hand ceiling area above the third crew member’s station. At these positions the airflow is adjustable in quantity and direction: - the left hand and right hand ceiling areas above the lateral windows, - the left hand and right hand sides below the lateral windows. At these positions, the airflow is adjustable in quantity only: - at the left hand and right hand ceiling areas above the windshield. The mixing unit is installed under the cabin floor between frames 34 and 36. It mixes conditioned air and cabin air before distribution to the system. The unit is made in two parts, the mixing chamber and the distribution head. The mixing chamber is made of resin and glassfiber laminate with a metal flange bonded at the top. Connected to this flange is an aluminum distribution head which distributes mixed air to the system supply ducts. Crossfeed ducts are installed from the distribution head to the main supply ducts. These are made of aluminum and contain noise attenuators. The main supply duct to the flight deck is made of aluminum at its interface with the hot trim air system. An electrically operated backup flap is
JUN 97 A320 LIMITATION 1 AND 9 COURSE
DISTRIBUTION A mixer unit, installed under the cabin floor mixes conditioned air with cabin air. The cabin air which has entered the underfloor area is drawn through two recirculation filters by two recirculation fans. The recirculation fans then blow the air through check valves (2) to the mixer unit. The quantity of cabin air mixed with conditioned air ranges from 29% to 42% on A319 aircraft to 34% to 36% on A320 aircraft (in normal cases). This is related to the position of the flow selector. In an emergency situation, a ram air inlet is opened to supply sufficient air to the flight deck and cabin zones. A low pressure ground connector is also connected to the ram air system for connection to a ground air supply. The low pressure ground air source can supply conditioned air to the system when the engines and APU are stopped. The passenger cabin is divided into the forward and aft distribution zones. Each distribution zone has main supply ducts and small riser ducts. The main supply ducts are installed under the cabin floor along the left hand and right hand side of the fuselage. The riser ducts connect to the main supply ducts and go up between every second window to outlets above and below the hatracks. The L-shaped riser ducts connect the outlets above the doors to the main supply ducts. Most of the distribution ducts are made resin and glassfiber laminate with metal sleeves bonded to each end for duct interconnection. Flexible bellows, which are made of silicone laminate and glassfiber, connect the ducts to each other. During installation, clamps secure the flexible bellows. Insulation shells which are made of polyethylene
21-28
foam or glass wool (covered with a Hypolon material) are installed around the ducts. Air from the mixing unit is supplied to the flight deck through a duct installed below the left hand side of the cabin floor. Conditioned air is supplied to the flight deck as follows: - the left hand side of the Captain’s station, - the right hand side of the First Officer’s station, - at two positions in the left hand ceiling area above the third crew member’s station. At these positions the airflow is adjustable in quantity and direction: - the left hand and right hand ceiling areas above the lateral windows, - the left hand and right hand sides below the lateral windows. At these positions, the airflow is adjustable in quantity only: - at the left hand and right hand ceiling areas above the windshield. The mixing unit is installed under the cabin floor between frames 34 and 36. It mixes conditioned air and cabin air before distribution to the system. The unit is made in two parts, the mixing chamber and the distribution head. The mixing chamber is made of resin and glassfiber laminate with a metal flange bonded at the top. Connected to this flange is an aluminum distribution head which distributes mixed air to the system supply ducts. Crossfeed ducts are installed from the distribution head to the main supply ducts. These are made of aluminum and contain noise attenuators. The main supply duct to the flight deck is made of aluminum at its interface with the hot trim air system.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
installed in this duct. This flap makes sure sufficient fresh air is delivered to the flight deck in case of pack 1 failure. Noise attenuators are installed downstream of the hot trim air interface. The mixing unit and crossfeed ducts are insulated with glasswool and a jacket made of a Hypolon material. Cabin air from the underfloor area is
mixed with conditioned air. This increases the amount of air which is blown into the distribution system. The two recirculation fans (installed one each side of the mixing unit) do this. Cabin air is drawn through two recirculation filters and blown through two check valves into the mixing unit.
An electrically operated backup flap is installed in this duct. This flap makes sure sufficient fresh air is delivered to the flight deck in case of pack 1 failure. Noise attenuators are installed downstream of the hot trim air interface. The mixing unit and crossfeed ducts are insulated with glasswool and a jacket made of a Hypolon material.
Cabin air from the underfloor area is mixed with conditioned air. This increases the amount of air which is blown into the distribution system. The two recirculation fans (installed one each side of the mixing unit) do this. Cabin air is drawn through two recirculation filters and blown through two check valves into the mixing unit.
A
A
STA1483/FR34
STA1483/FR34
STA1537/FR36
STA1537/FR36
STA1590/FR36
STA1590/FR36
A
FWD ZONE LH SUPPLY DUCT
A
FWD ZONE LH SUPPLY DUCT
AFT ZONE RH SUPPLY DUCT
AFT ZONE RH SUPPLY DUCT
FWD ZONE RH SUPPLY DUCT
FWD ZONE RH SUPPLY DUCT
COCKPIT SUPPLY DUCT
COCKPIT SUPPLY DUCT
AFT ZONE LH SUPPLY DUCT
AFT ZONE LH SUPPLY DUCT
CONDITIONED AIR PACK1
CONDITIONED AIR PACK1
CONDITIONED AIR PACK 2
MIXING UNIT
2100AEMO
RECIRCULATED AIR
MIXING UNIT
2100AEMO
Air Distribution - Mixer Unit JUN 97 FOR TRAINING PURPOSES ONLY
CONDITIONED AIR PACK 2
RECIRCULATED AIR
Air Distribution - Mixer Unit 21-29
A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Lavatory and Galley Ventilation The Lavatory and Galley Ventilation System uses air from the cabin zones and conditioned air from the main distribution ducts. Air removed from the ceiling area of the lavatory, galley units and the lavatory bowls, is delivered to the outflow valve area. A duct system, different from the cabin distribution system, is used to prevent unpleasant smells from entering the cabin. A smoke detection system is installed in each lavatory. Most of the air used for ventilation is cabin air. The extraction fan draws air into the units. Conditioned air is supplied to each lavatory and some galleys, from tappings on the cabin air distribution ducts. Restrictors are installed downstream of the tapping points to increase pressure for correct functioning of the individual outlets. The airflow, from these outlets, is adjustable in both quantity and direction, and is located below the lavatory mirrors. The extraction fan removes air from the lavatory and the galley through a duct located above the cabin ceiling. This duct extends the length of the cabin from the
21-30 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION forward utility area to the left hand aft lavatory. The duct divides into two dropper ducts and follows the fuselage contour downwards (on each side of a window) to the fan. The air is then removed overboard through the outflow valve. The extraction fan operates continuously during flight and on the ground when electrical power is available to the aircraft. The lavatory and galley extraction fan is installed in line with the extraction duct. It is powered by a three phase induction motor that drives a fan wheel which has high efficiency blades. The fan will operate continuously at about 11,700 RPM. Thermo switches are installed inside the stators of the extraction fan for overheat protection. If the temperature of the stator gets to 273°F (134°C) to 294°F (146°C) the thermo switches isolate the electrical supply to the fan. The lavatory and galley extraction fan is continuously monitored by the zone controller of the cabin temperature control system. If the fan fails, the zone controller sends a signal to the ECAM and CFDS systems.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Lavatory and Galley Ventilation The Lavatory and Galley Ventilation System uses air from the cabin zones and conditioned air from the main distribution ducts. Air removed from the ceiling area of the lavatory, galley units and the lavatory bowls, is delivered to the outflow valve area. A duct system, different from the cabin distribution system, is used to prevent unpleasant smells from entering the cabin. A smoke detection system is installed in each lavatory. Most of the air used for ventilation is cabin air. The extraction fan draws air into the units. Conditioned air is supplied to each lavatory and some galleys, from tappings on the cabin air distribution ducts. Restrictors are installed downstream of the tapping points to increase pressure for correct functioning of the individual outlets. The airflow, from these outlets, is adjustable in both quantity and direction, and is located below the lavatory mirrors. The extraction fan removes air from the lavatory and the galley through a duct located above the cabin ceiling. This duct extends the length of the cabin from the
21-30
forward utility area to the left hand aft lavatory. The duct divides into two dropper ducts and follows the fuselage contour downwards (on each side of a window) to the fan. The air is then removed overboard through the outflow valve. The extraction fan operates continuously during flight and on the ground when electrical power is available to the aircraft. The lavatory and galley extraction fan is installed in line with the extraction duct. It is powered by a three phase induction motor that drives a fan wheel which has high efficiency blades. The fan will operate continuously at about 11,700 RPM. Thermo switches are installed inside the stators of the extraction fan for overheat protection. If the temperature of the stator gets to 273°F (134°C) to 294°F (146°C) the thermo switches isolate the electrical supply to the fan. The lavatory and galley extraction fan is continuously monitored by the zone controller of the cabin temperature control system. If the fan fails, the zone controller sends a signal to the ECAM and CFDS systems.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
28 VDC power from the normal busbar 101PP through circuit breaker 5HU energizes the power relay 2HU. The power relay energizes the extraction fan with 115 VAC from normal busbar 101XP through circuit breaker 6HU. Thermo switches protect the fan from overheating. If an overheat occurs, the ground is
NORMAL BUS 1 101XP
6HU EXTRACT FAN SUPPLY A2 A1 B2
B1 C1 3 A B C 115V AC
C2 4 10A
B2 C2
}WY
removed from the power relay 2HU. This removes the electrical power, the fan stops and the indicating relay opens. The indicating relay signals the zone controller 8HK and the zone controller signals the ECAM and CFDS systems. The extraction fan should not be started again until the fault has been found and repaired.
EXTRACT FAN 2HU A2
1HU
A3 A1 B3 B1 C3 C1 X2
C B1
3HU
A B C 115V AC
F
X1 NORMAL BUS 5HU 101PP FAN CONTROL 2 1 4 3 WY 28V DC 3A
B2 A2
}
A X Z
B1 B3 A1 A3
B2
C1 3
C2 4 10A
B2 C2
}WY
A B C B1
3HU
X1
F X2
E
D DC1
B2 A2
}
4HU 3 4 1 2
1HU
A3 A1 B3 B1 C3 C1 X2
NORMAL BUS 5HU 101PP FAN CONTROL 2 1 4 3 WY 28V DC 3A
B HK HK
A X Z
3 4 1 2
B1 B3 A1 A3
E
HK
115V AC
Lavatory and Galley Ventilation - Schematic
Lavatory and Galley Ventilation - Schematic
FOR TRAINING PURPOSES ONLY
B1
EXTRACT FAN 2HU A2
D
115V AC
JUN 97
6HU EXTRACT FAN SUPPLY A2 A1
removed from the power relay 2HU. This removes the electrical power, the fan stops and the indicating relay opens. The indicating relay signals the zone controller 8HK and the zone controller signals the ECAM and CFDS systems. The extraction fan should not be started again until the fault has been found and repaired.
X1
DC1
4HU
NORMAL BUS 1 101XP
B
X2
B
28 VDC power from the normal busbar 101PP through circuit breaker 5HU energizes the power relay 2HU. The power relay energizes the extraction fan with 115 VAC from normal busbar 101XP through circuit breaker 6HU. Thermo switches protect the fan from overheating. If an overheat occurs, the ground is
A
X1
HK
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
21-31 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Individual Air Distribution Air for passenger individual ventilation is taken from the cabin main supply ducts. Small diameter riser ducts, connected to the main supply ducts, deliver air to the individual air supply ducts.
21-32 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The individual air outlets, located below the hatrack, are connected with flexible hoses to tappings on the individual air supply ducts. The individual air outlets are located above each passenger seat row and are adjustable in both quantity and direction.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Individual Air Distribution Air for passenger individual ventilation is taken from the cabin main supply ducts. Small diameter riser ducts, connected to the main supply ducts, deliver air to the individual air supply ducts.
21-32
The individual air outlets, located below the hatrack, are connected with flexible hoses to tappings on the individual air supply ducts. The individual air outlets are located above each passenger seat row and are adjustable in both quantity and direction.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
Z200
Z200
A
A
A
A TYPICAL
TYPICAL
INDIVIDUAL AIR SUPPLY DUCT
INDIVIDUAL AIR SUPPLY DUCT
RISER DUCT
RISER DUCT
INDIVIDUAL AIR SUPPLY DUCT
INDIVIDUAL AIR SUPPLY DUCT
B B
B B
STA1537/FR36
STA1537/FR36
RISER DUCT
RISER DUCT
MAIN SUPPLY DUCT
MAIN SUPPLY DUCT
STA950/FR24
MAIN SUPPLY DUCT
B
B
TYPICAL
TYPICAL
AIR OUTLETS
AIR OUTLETS
Individual Air Ventilation
Individual Air Ventilation
JUN 97 FOR TRAINING PURPOSES ONLY
STA950/FR24
MAIN SUPPLY DUCT
21-33 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Avionics Equipment Ventilation The avionics ventilation system operates in different configurations. These configurations are dependent upon ambient temperature and whether the aircraft is on the ground or in flight. The avionics equipment is cooled with air supplied in different ways. These are an open circuit, a closed circuit, a partially open circuit and flight deck supply air (in failure cases) as listed below: In the open circuit, the avionics equipment is cooled with ambient air under certain conditions. These conditions are that the aircraft is on the ground and the skin temperature is above 51.8°F (11°C) and the temperature has been increasing or above 39.2°F (4°C) and the temperature has been decreasing. Ambient air, drawn through a skin air inlet valve is blown through a check valve and filter assembly. The air drawn by a blower fan is blown through a check valve into the system. The air, after cooling the equipment, is drawn with an extract fan directly overboard through a skin air outlet valve. In the open circuit, the skin heat exchanger is bypassed because the skin exchanger isolation valve is closed. The closed circuit normally cools the avionics equipment. The conditions are that the aircraft is on the ground and skin temperature is below 51.8°F (11°C) and the temperature has been increasing or below 39.2°F (4°C) and the temperature has been
21-34 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION decreasing. In flight the temperature must be below 93.2°F (34°C) and the temperature has been increasing or below 80.6°F (27°C) and the temperature has been decreasing. In these conditions, the skin air inlet valve and the skin air outlet valve close. The skin exchanger outlet by pass valve opens. In addition, the skin exchanger isolation valve opens to bring the skin heat exchanger into full use. Three pressure switches, 17HQ, 19HQ, and 30HQ at different places in the system, signal the avionics computer when an increased pressure/airflow is detected. When this signal is received, the skin exchanger inlet bypass valve opens and air flows into the forward underfloor area. The skin exchanger inlet bypass valve will close when the pressure switches indicate the system pressure/airflow is at the correct level. NOTE: The increasing/decreasing temperature parameter prevents the system from cycling between modes which could occur if a single temperature switch point were used on the skin temperature sensor. The open circuit is used on the ground with warmer temperatures and the closed circuit is used on the ground with cooler temperatures. The closed circuit (cooler temperatures) or the partially open circuit (warmer temperatures, description follows) are used in flight.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Avionics Equipment Ventilation The avionics ventilation system operates in different configurations. These configurations are dependent upon ambient temperature and whether the aircraft is on the ground or in flight. The avionics equipment is cooled with air supplied in different ways. These are an open circuit, a closed circuit, a partially open circuit and flight deck supply air (in failure cases) as listed below: In the open circuit, the avionics equipment is cooled with ambient air under certain conditions. These conditions are that the aircraft is on the ground and the skin temperature is above 51.8°F (11°C) and the temperature has been increasing or above 39.2°F (4°C) and the temperature has been decreasing. Ambient air, drawn through a skin air inlet valve is blown through a check valve and filter assembly. The air drawn by a blower fan is blown through a check valve into the system. The air, after cooling the equipment, is drawn with an extract fan directly overboard through a skin air outlet valve. In the open circuit, the skin heat exchanger is bypassed because the skin exchanger isolation valve is closed. The closed circuit normally cools the avionics equipment. The conditions are that the aircraft is on the ground and skin temperature is below 51.8°F (11°C) and the temperature has been increasing or below 39.2°F (4°C) and the temperature has been
21-34
decreasing. In flight the temperature must be below 93.2°F (34°C) and the temperature has been increasing or below 80.6°F (27°C) and the temperature has been decreasing. In these conditions, the skin air inlet valve and the skin air outlet valve close. The skin exchanger outlet by pass valve opens. In addition, the skin exchanger isolation valve opens to bring the skin heat exchanger into full use. Three pressure switches, 17HQ, 19HQ, and 30HQ at different places in the system, signal the avionics computer when an increased pressure/airflow is detected. When this signal is received, the skin exchanger inlet bypass valve opens and air flows into the forward underfloor area. The skin exchanger inlet bypass valve will close when the pressure switches indicate the system pressure/airflow is at the correct level. NOTE: The increasing/decreasing temperature parameter prevents the system from cycling between modes which could occur if a single temperature switch point were used on the skin temperature sensor. The open circuit is used on the ground with warmer temperatures and the closed circuit is used on the ground with cooler temperatures. The closed circuit (cooler temperatures) or the partially open circuit (warmer temperatures, description follows) are used in flight.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
The partially open circuit cools the avionics equipment under certain conditions. These conditions are that the aircraft is in flight and the skin temperature must be above 93.2°F (34°C) and the temperature has been increasing or above 80.6°F (27°C) and the temperature has been decreasing. . When the avionics computer receives an above 93.2°F (34°C) (temperature increasing) or above 80.6°F (27°C) (temperature decreasing) signal from the skin temperature sensor the following happens: - skin exchanger outlet bypass valve opens, - skin air outlet valve partially opens, - skin exchanger inlet bypass valve opens. CONFIGURATION SKIN TEMPERATURE (˚C)
GROUND
TLA
BELOW T/O
SKIN EXCHANGER INLET BY PASS VALVE
O
SKIN AIR INLET VALVE
O
SKIN EXCHANGER ISOL VALVE SKIN EXCHANGER OUTLET BY PASS VALVE COND AIR INLET VALVE
BELOW +27 ABOVE T/O
GROUND EXTRACT BLOWER DITCHING OVRD POSTION OVRD POSITION POS.
C
O
C
O
C
C
C
ON (SMOKE)
O
C
C
X
ON
EXTRACT FAN
ON
ON
ON
SKIN TEMPERATURE (˚C)
C
PO
C
C
C
C
O
O
O
O
C
C
C
O
O
(1)
ON
ON
C
ON
ON
(1)
PO
ON
ON
ON
ON
ABOVE T/O
GROUND EXTRACT BLOWER DITCHING OVRD OVRD POSTION POSITION POS.
EXTRACT AND BLOWER OVRD POSTION
ABOVE +34
INDIFFERENT
CONTROLLER
ON (SMOKE)
ABOVE T/O
OFF
C
O
O
C
PO
C
C
(1)
X
SKIN AIR INLET VALVE
O
C
C
C
C
C
C
X
X
SKIN EXCHANGER ISOL VALVE
C
O
O
O
O
O
C
X
X
SKIN EXCHANGER OUTLET BY PASS VALVE
C
O
O
C
C
X
C
X
O
COND AIR INLET VALVE
C
C
C
O
O
X
OFF
BLOWER FAN
ON
ON
ON
ON
OFF
ON
OFF
OFF
ON
EXTRACT FAN
ON
ON
ON
ON
ON
ON
ON
ON
PO
(1)
OFF
BELOW T/O
BELOW +27
SKIN AIR OUTLET VALVE
O
X
TLA
C
C
X
FLIGHT
ABOVE BELOW +4 +11
(1)
C
O
GROUND
The avionics is now cooled with system air and avionics compartment air coming into the system through the skin exchanger outlet bypass valve. The air after cooling the equipment is directed overboard through the skin air outlet valve and to the forward underfloor area through the skin exchanger inlet bypass valve. When the ambient temperature drops below 80.6°F (27°C), the system goes back to a closed circuit configuration.
SKIN EXCHANGER INLET BY PASS VALVE
C
C
(1)
OFF
OFF
C (1)
(1)
BLOWER FAN
CONFIGURATION
CONTROLLER
ABOVE T/O
(1)
C
The partially open circuit cools the avionics equipment under certain conditions. These conditions are that the aircraft is in flight and the skin temperature must be above 93.2°F (34°C) and the temperature has been increasing or above 80.6°F (27°C) and the temperature has been decreasing. . When the avionics computer receives an above 93.2°F (34°C) (temperature increasing) or above 80.6°F (27°C) (temperature decreasing) signal from the skin temperature sensor the following happens: - skin exchanger outlet bypass valve opens, - skin air outlet valve partially opens, - skin exchanger inlet bypass valve opens.
EXTRACT AND BLOWER OVRD POSTION
ABOVE +34
INDIFFERENT
O
C
SKIN AIR OUTLET VALVE
The avionics is now cooled with system air and avionics compartment air coming into the system through the skin exchanger outlet bypass valve. The air after cooling the equipment is directed overboard through the skin air outlet valve and to the forward underfloor area through the skin exchanger inlet bypass valve. When the ambient temperature drops below 80.6°F (27°C), the system goes back to a closed circuit configuration.
FLIGHT
ABOVE BELOW +4 +11
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
O
C
C
X
(1)
(1)
C
ON : CONTROL ON
ON : CONTROL ON
OFF : CONTROL OFF
OFF : CONTROL OFF
X : CONTROL OF - LAST POSTION
X : CONTROL OF - LAST POSTION
C : CONTROL FOR CLOSING
C : CONTROL FOR CLOSING
O : CONTROL FOR OPENING
O : CONTROL FOR OPENING
PO : CONTROL FOR PARTIAL OPENING
PO : CONTROL FOR PARTIAL OPENING
(1) : CONTROL BY EXTERNAL CIRCUIT
(1) : CONTROL BY EXTERNAL CIRCUIT
(2) : CONTROL BY EXTERNAL CIRCUIT AND AEVC
(2) : CONTROL BY EXTERNAL CIRCUIT AND AEVC
(1)
C (1)
PO
PO
(1)
O (1)
(1)
(2)
C (1)
O (1)
(2)
2600ACQO
2600ACQO
Avionics Ventilation System Operation Table
Avionics Ventilation System Operation Table JUN 97 FOR TRAINING PURPOSES ONLY
21-35 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Avionics Equipment Ventilation Cont. Flight deck supply air (from the flight deck supply duct) is used to cool the avionics equipment when one of the four following failure cases occurs. An extraction low flow causes the avionics computer to illuminate a FAULT light on the extract push-button switch. This happens if the pressure switch detects low flow. When this happens, OVRD on the push-button switch must be selected. This causes the conditioned air inlet valve and skin exchanger isolation valve to open. All other valves close. Blower low flow or high duct temperature causes the avionics computer to illuminate a FAULT light on the blower push-button switch. This happens if the pressure switches 17HQ and 19HQ detect low flow, or if the temperature sensor 26HQ senses high duct temperature. When this happens, OVRD on the pushbutton switch must be selected. This causes the blower fan to stop, opens the conditioned air inlet valve and opens the skin exchanger isolation valve. All other valves close.
21-36 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION If the smoke detector identifies smoke, the smoke detector control unit (SDCU) triggers illumination of the SMOKE legend of the GEN 1 LINE push-button switch on panel 21VU. The FAULT legends of the BLOWER and EXTACT push-button switches on panel 22VU illuminate amber. When this happens, OVRD on the blower push-button switch and on the extract push-button switch must be selected. This causes the blower fan to stop, opens the conditioned air inlet valve and partially opens the skin air outlet valve. All other valves close and the air is directed overboard through the skin air outlet valve. If the avionics computer stops operating, FAULT lights on the extract push-button and blower push-button illuminate amber. When this happens, OVRD on both pushbuttons must be selected. This causes the blower fan to stop and opens the conditioned air inlet valve and partially opens the skin air outlet valve. All other valves stay at their last controlled position.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Avionics Equipment Ventilation Cont. Flight deck supply air (from the flight deck supply duct) is used to cool the avionics equipment when one of the four following failure cases occurs. An extraction low flow causes the avionics computer to illuminate a FAULT light on the extract push-button switch. This happens if the pressure switch detects low flow. When this happens, OVRD on the push-button switch must be selected. This causes the conditioned air inlet valve and skin exchanger isolation valve to open. All other valves close. Blower low flow or high duct temperature causes the avionics computer to illuminate a FAULT light on the blower push-button switch. This happens if the pressure switches 17HQ and 19HQ detect low flow, or if the temperature sensor 26HQ senses high duct temperature. When this happens, OVRD on the pushbutton switch must be selected. This causes the blower fan to stop, opens the conditioned air inlet valve and opens the skin exchanger isolation valve. All other valves close.
21-36
If the smoke detector identifies smoke, the smoke detector control unit (SDCU) triggers illumination of the SMOKE legend of the GEN 1 LINE push-button switch on panel 21VU. The FAULT legends of the BLOWER and EXTACT push-button switches on panel 22VU illuminate amber. When this happens, OVRD on the blower push-button switch and on the extract push-button switch must be selected. This causes the blower fan to stop, opens the conditioned air inlet valve and partially opens the skin air outlet valve. All other valves close and the air is directed overboard through the skin air outlet valve. If the avionics computer stops operating, FAULT lights on the extract push-button and blower push-button illuminate amber. When this happens, OVRD on both pushbuttons must be selected. This causes the blower fan to stop and opens the conditioned air inlet valve and partially opens the skin air outlet valve. All other valves stay at their last controlled position.
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY 2600EANO
Avionics Ventilation Schematic
21-37
A320 LIMITATION 1 AND 9 COURSE
JUN 97 E/R RADAR
E/R RADAR
17HQ PRESS SWITCH BLOWER FAN
WINDOW CONT
FWD ACCESS DOOR 811
90VU
TR
RH ACCESS DOOR 822
LH ACCESS DOOR 812
SKIN HEAT EXCHANGER
2150HM CHECK VALVE
COCKPIT CLIMATISATION DUCT
2140 HM CHECK VALVE 21HQ COND AIR INLET VALVE
824 AFT ACCESS DOOR
15HQ SKIN AIR INLET VALVE
23HQ SKIN EXCHANGER OUTLET BYPASS
2081HM 2082HM 2083HM DEMISTER AIR FILTER
20HQ BLOWER FAN
VENTURI
1WA SMOKE DETECTOR
22HQ SKIN AIR OUTLET VALVE
18HQ EXTRACT FAN
STA808/FR20
24HQ SKIN EXCHANGER ISOL VALVE
BATTERY
2150HM CHECK VALVE
COCKPIT CLIMATISATION DUCT
15HQ SKIN AIR INLET VALVE
23HQ SKIN EXCHANGER OUTLET BYPASS
28HQ SKIN TEMP SENSOR
SKIN HEAT EXCHANGER
BATTERY
NOSE WHEEL UNDERCARRIAGE BAY
TR
COCKPIT SENSOR HOUSING
POWER
BREAKERS
LH ACCESS DOOR 812
SKIN HEAT EXCHANGER
2081HM 2082HM 2083HM DEMISTER AIR FILTER
2140 HM CHECK VALVE 21HQ COND AIR INLET VALVE
824 AFT ACCESS DOOR
1WA SMOKE DETECTOR
19HQ PRESS SWITCH BLOWER FAN
26HQ DUCT TEMP SENSOR
MAIN AVIONICS RACK 80VU
COMPUTER
10HQ AEVC
ADIRS 1
ADIRS 3
ADIRS 2
MAIN AVIONICS RACK 80VU
COMPUTER
10HQ AEVC
19HQ PRESS SWITCH BLOWER FAN
26HQ DUCT TEMP SENSOR
30HQ PRESS SWITCH EXTRACT FAN
FWD UNDERFLOOR AREA
16HQ SKIN EXCHANGER INLET BYPASS VALVE
AIRCRAFT SKIN
ADIRS 1
ADIRS 3
ADIRS 2
30HQ PRESS SWITCH EXTRACT FAN
FWD UNDERFLOOR AREA
AIR CONDITIONING
PILOT PANEL
WINDOW CONT
OVHD PANEL
17HQ PRESS SWITCH BLOWER FAN
WINDOW CONT
20HQ BLOWER FAN
18HQ EXTRACT FAN
16HQ SKIN EXCHANGER INLET BYPASS VALVE
AIRCRAFT SKIN
DESCRIPTION & OPERATION
PEDESTAL PANEL
E/R RADAR
TR
NOSE WHEEL UNDERCARRIAGE BAY
TR
BATTERY
VENTURI
24HQ SKIN EXCHANGER ISOL VALVE
22HQ SKIN AIR OUTLET VALVE
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
CENTRAL PANEL
F-O PANEL
E/R RADAR
90VU
BATTERY
RH ACCESS DOOR 822
SKIN HEAT EXCHANGER
STA808/FR20
A318/
FWD ACCESS DOOR 811
PEDESTAL PANEL
WINDOW CONT
COCKPIT SENSOR HOUSING
POWER
BREAKERS
28HQ SKIN TEMP SENSOR
AIR CONDITIONING
PILOT PANEL
CENTRAL PANEL
F-O PANEL
OVHD PANEL
UNITED AIRLINES UNITED AIRLINES A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
2600EANO
Avionics Ventilation Schematic
21-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Cargo Compartment Ventilation (A320) NOTE: A319 aircraft do not have a cargo ventilation system. The aft cargo compartment ventilation system supplies air to the aft cargo compartment. The ventilation air comes from the cabin zones through openings in the cabin floor behind the sidewall panels. Suction in the aft cargo compartment pulls cabin air into the compartment through ducts routed along the lower fuselage interior. The suction is caused when the extraction fan is working on the ground and in flight. Three inlets, installed along the compartment lower left hand sidewall, direct the air towards the compartment floor area. An isolation valve is installed in distribution ducts upstream of the compartment inlets.
21-38 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The aft compartment air is extracted through two outlets near the compartment ceiling on the aft end wall. The air goes through the extraction fan and an isolation valve and is discharged in the area of the outflow valve. The ventilation system for the aft cargo compartment operates in the same mode on the ground or in flight. The cargo ventilation controller opens the isolation valves (2). It receives a fully open signal from both valves and starts the extraction fan. The controller will close the isolation valves, and stop the extraction fan when: - the smoke detection control unit detects smoke in the aft cargo compartment, - the isolation valve switch is selected OFF.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Cargo Compartment Ventilation (A320) NOTE: A319 aircraft do not have a cargo ventilation system. The aft cargo compartment ventilation system supplies air to the aft cargo compartment. The ventilation air comes from the cabin zones through openings in the cabin floor behind the sidewall panels. Suction in the aft cargo compartment pulls cabin air into the compartment through ducts routed along the lower fuselage interior. The suction is caused when the extraction fan is working on the ground and in flight. Three inlets, installed along the compartment lower left hand sidewall, direct the air towards the compartment floor area. An isolation valve is installed in distribution ducts upstream of the compartment inlets.
21-38
The aft compartment air is extracted through two outlets near the compartment ceiling on the aft end wall. The air goes through the extraction fan and an isolation valve and is discharged in the area of the outflow valve. The ventilation system for the aft cargo compartment operates in the same mode on the ground or in flight. The cargo ventilation controller opens the isolation valves (2). It receives a fully open signal from both valves and starts the extraction fan. The controller will close the isolation valves, and stop the extraction fan when: - the smoke detection control unit detects smoke in the aft cargo compartment, - the isolation valve switch is selected OFF.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AIR CONDITIONING DESCRIPTION & OPERATION
Aft Cargo Compartment Ventilation - Schematic (A320)
Aft Cargo Compartment Ventilation - Schematic (A320) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
21-39 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Aft Cargo Compartment Heating (A320) NOTE: A319 aircraft do not have an aft cargo heating system. Hot bleed air, from the APU bleed air duct, is mixed with cabin air and delivered to the aft cargo compartment ventilation system. This raises the temperature in the compartment to a pre-selected level. The forward cargo compartment does not have a heating system. A hot trim air valve is installed in the supply duct to the aft cargo compartment. This valve is made from light alloy and is of the butterfly type. A stepper motor drives a center shaft (to which the butterfly valve is attached) through reduction gears. The valve also has mechanical stops and limit switches. The limit switches stop the valve from opening or closing beyond the valve’s predetermined limits. The mechanical stops are a backup to the limit switches. A manual override and a visual position indicator are installed on the end of the shaft. The step counter of the controller counts the steps of the stepper motor to calculate the position of the valve butterfly for indication on ECAM. A return spring closes the trim air valve if the power supply or the controller does not operate. NOTE: Aircraft 401 - 409 have different trim air valves. Consult the Aircraft Maintenance Manual for differences. The aft cargo compartment heating system has its own controller. The controller is installed in the avionics compartment, in rack 96VU. The function of the controller is to regulate the temperature in the aft cargo compartment to pre-selected values. The required temperature is selected with
21-40 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION the temperature selector located on the flight deck overhead panel 22VU. The controller also sends signals to CFDS and ECAM via the ARINC 429 data bus. The controller’s circuits are fully digital and include BITE. If the variable control function of the controller does not operate, the trim air valve and the pressure regulating valve will close. This is done independently of the controller. The pressure regulating valve is used to control the pressure of the hot trim air supply to 4 psi above cabin pressure. The secondary function is to provide a shut off facility to the aft cargo compartment. This butterfly type valve is under normal conditions actuated by a pneumatic actuator and controlled by a regulator. The valve is activated when the solenoid is energized. The valve can be operated manually and includes a visual position indicator. A limit switch indicates closed/not closed to the zone controller and to the ECAM system. The temperature in the aft cargo compartment can be selected to between 41°F (5°C) and 79°F (26°C). Turning the selector knob to the right or left will select any temperature between the above temperatures. When the selector knob is pointing to the 12 o’clock position, the temperature in the cargo compartment is selected to about 60°F (15°C). If the selector is set above the cabin ambient temperature, heat will be added to the air entering the cargo compartment. If the selector is set below the cabin ambient temperature, no cooling takes place and the air entering the cargo compartment will be at the cabin ambient temperature. The heating controller limits the temperature in the inlet duct to a maximum of 158°F (70°C).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Aft Cargo Compartment Heating (A320) NOTE: A319 aircraft do not have an aft cargo heating system. Hot bleed air, from the APU bleed air duct, is mixed with cabin air and delivered to the aft cargo compartment ventilation system. This raises the temperature in the compartment to a pre-selected level. The forward cargo compartment does not have a heating system. A hot trim air valve is installed in the supply duct to the aft cargo compartment. This valve is made from light alloy and is of the butterfly type. A stepper motor drives a center shaft (to which the butterfly valve is attached) through reduction gears. The valve also has mechanical stops and limit switches. The limit switches stop the valve from opening or closing beyond the valve’s predetermined limits. The mechanical stops are a backup to the limit switches. A manual override and a visual position indicator are installed on the end of the shaft. The step counter of the controller counts the steps of the stepper motor to calculate the position of the valve butterfly for indication on ECAM. A return spring closes the trim air valve if the power supply or the controller does not operate. NOTE: Aircraft 401 - 409 have different trim air valves. Consult the Aircraft Maintenance Manual for differences. The aft cargo compartment heating system has its own controller. The controller is installed in the avionics compartment, in rack 96VU. The function of the controller is to regulate the temperature in the aft cargo compartment to pre-selected values. The required temperature is selected with
21-40
the temperature selector located on the flight deck overhead panel 22VU. The controller also sends signals to CFDS and ECAM via the ARINC 429 data bus. The controller’s circuits are fully digital and include BITE. If the variable control function of the controller does not operate, the trim air valve and the pressure regulating valve will close. This is done independently of the controller. The pressure regulating valve is used to control the pressure of the hot trim air supply to 4 psi above cabin pressure. The secondary function is to provide a shut off facility to the aft cargo compartment. This butterfly type valve is under normal conditions actuated by a pneumatic actuator and controlled by a regulator. The valve is activated when the solenoid is energized. The valve can be operated manually and includes a visual position indicator. A limit switch indicates closed/not closed to the zone controller and to the ECAM system. The temperature in the aft cargo compartment can be selected to between 41°F (5°C) and 79°F (26°C). Turning the selector knob to the right or left will select any temperature between the above temperatures. When the selector knob is pointing to the 12 o’clock position, the temperature in the cargo compartment is selected to about 60°F (15°C). If the selector is set above the cabin ambient temperature, heat will be added to the air entering the cargo compartment. If the selector is set below the cabin ambient temperature, no cooling takes place and the air entering the cargo compartment will be at the cabin ambient temperature. The heating controller limits the temperature in the inlet duct to a maximum of 158°F (70°C).
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The hot air supplied to the pressure regulating valve is unconditioned bleed air from the downstream side of the flow control valves. The HOT AIR switch,
AIR CONDITIONING DESCRIPTION & OPERATION
installed on panel 22VU in the flight deck, controls the pressure regulating valve.
The hot air supplied to the pressure regulating valve is unconditioned bleed air from the downstream side of the flow control valves. The HOT AIR switch,
Aft Cargo Compartment - General Schematic (A320) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
installed on panel 22VU in the flight deck, controls the pressure regulating valve.
Aft Cargo Compartment - General Schematic (A320) 21-41
A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION PRESSURIZATION In normal operation, pressurization control is fully automatic. Two identical, independent systems control cabin altitude using a single outflow valve that is powered by one of three DC motors. Two motors alternate between primary and backup control (along with their associated controllers). The third motor is used for manual operation. Safety valves protect against excessive differential pressure. In the automatic mode, one cabin pressure controller is active while the other is in standby. Automatic transfer between the two occurs after landing or in case of failure of the operating controller. The controller normally uses landing elevation and sea level atmospheric pressure (QNH) from the Flight Management and Guidance Computer (FMGC). The pressure altitude is received from ADIRS. If the FMGC information is not available, the controller uses reference data from the ADIRS set by the Captain’s barometric altimeter, and landing elevation from the LDG ELEV selector. The controllers also use throttle position and ground/flight logic. The zone controller provides air conditioning or airflow information.
21-42 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The modes of pressurization operation include: - Ground, before takeoff and after landing, the outflow valve is controlled fully open. - Takeoff, to avoid a pressure surge at rotation, the controller pre-pressurizes the airplane when the throttles are advanced to the takeoff range. - Climb, the climb mode begins at liftoff. The cabin altitude varies according to the actual airplane rate of climb. - Cruise, the cabin altitude is the highest value determined by the airplane leveloff altitude or the landing field elevation. - Descent, the cabin pressure rate of descent is optimized so that it reaches the landing field pressure just prior to landing. The maximum rate of descent is limited to 750 feet per minute. If both automatic systems fail, the pressurization can be manually controlled. When the CABIN PRESS MODE SEL is positioned to MAN, the MAN V/S CTL switch is energized and the third (manual) motor is activated to control the outflow valve. The automatic pressurization motors are deactivated. The MAN V/S CTL switch controls the outflow valve position. A ditching switch sends closure signals to the outflow valve (when in automatic operation), emergency ram air inlet, avionics inlet and extract valves, and pack flow control valves.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
PRESSURIZATION In normal operation, pressurization control is fully automatic. Two identical, independent systems control cabin altitude using a single outflow valve that is powered by one of three DC motors. Two motors alternate between primary and backup control (along with their associated controllers). The third motor is used for manual operation. Safety valves protect against excessive differential pressure. In the automatic mode, one cabin pressure controller is active while the other is in standby. Automatic transfer between the two occurs after landing or in case of failure of the operating controller. The controller normally uses landing elevation and sea level atmospheric pressure (QNH) from the Flight Management and Guidance Computer (FMGC). The pressure altitude is received from ADIRS. If the FMGC information is not available, the controller uses reference data from the ADIRS set by the Captain’s barometric altimeter, and landing elevation from the LDG ELEV selector. The controllers also use throttle position and ground/flight logic. The zone controller provides air conditioning or airflow information.
21-42
The modes of pressurization operation include: - Ground, before takeoff and after landing, the outflow valve is controlled fully open. - Takeoff, to avoid a pressure surge at rotation, the controller pre-pressurizes the airplane when the throttles are advanced to the takeoff range. - Climb, the climb mode begins at liftoff. The cabin altitude varies according to the actual airplane rate of climb. - Cruise, the cabin altitude is the highest value determined by the airplane leveloff altitude or the landing field elevation. - Descent, the cabin pressure rate of descent is optimized so that it reaches the landing field pressure just prior to landing. The maximum rate of descent is limited to 750 feet per minute. If both automatic systems fail, the pressurization can be manually controlled. When the CABIN PRESS MODE SEL is positioned to MAN, the MAN V/S CTL switch is energized and the third (manual) motor is activated to control the outflow valve. The automatic pressurization motors are deactivated. The MAN V/S CTL switch controls the outflow valve position. A ditching switch sends closure signals to the outflow valve (when in automatic operation), emergency ram air inlet, avionics inlet and extract valves, and pack flow control valves.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING DESCRIPTION & OPERATION CABIN PRESS
CABIN PRESS MAN V/S CTL MODE SEL UP FAULT A 12 U T 10 MAN O DN
LDG ELEV AUTO -2 14
LDG ELEV AUTO -2
DITCHING
14 MAN V/S CTL MODE SEL UP FAULT A 12 U T 10 MAN O DN
0 2 8
ON
4
6
CPC 1
2 8
6
ON
4
CPC 1
CPC 2
CPC 2
EMERGENCY RAM AIR
EMERGENCY RAM AIR
ADIRS 1+2+3
DITCHING 0
STAT PRESS
ADIRS 1+2+3
BARO CORR
STAT PRESS BARO CORR
THE SAME AS FOR CPC1
THE SAME AS FOR CPC1 FIELD LDG ELEV
FIELD LDG ELEV
FMGC
FMGC
DEST QNH
DEST QNH
LGCIU 1+2
EIU 1+2
FLT/GND
LGCIU 1+2
THROTTLE POSITION
ECAM SYS DISPLAY ECAM WARNING
EIU 1+2
MANUAL BACK UP
M MAN
THROTTLE POSITION
ECAM SYS DISPLAY
NOT USED
M 1
FLT/GND
ECAM WARNING
MANUAL BACK UP
NOT USED
M 1
M 2
M MAN
M 2
OUTFLOW VALVE
OUTFLOW VALVE
M = MOTOR
M = MOTOR
SAFETY VALVES
SAFETY VALVES
Pressurization - System Schematic
Pressurization - System Schematic JUN 97 FOR TRAINING PURPOSES ONLY
21-43 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Pressure Control and Monitoring During normal operation the system operates automatically and no inputs from the crew are required. The only direct input the system needs is from the landing field elevation selector. The selector knob is set to the AUTO position for normal operation. This makes sure that the controllers take the landing field elevation input signal from the FMGS. In all other cases the landing field elevation selector output signal overrides the input signal from the FMGS. The operation logic of the system depends an the available input signal source. The control is performed in 6 different modes which are selected, dependent on the logic shown in the following Pressurization System Operation Logic diagram. The system operation logic is divided into two components, the pressure schedule block and the rate limits. The mode logic controls both components which select the actual mode, dependent on various inputs. The pressure schedules work with a dedicated rate limit to guarantee passenger comfort and safety at each flight phase. The five pressure schedule blocks generate the operational phases for the cabin pressure schedules. They are fed to the pressure schedule selector which sends the selected scheduled pressure to the rate control block.
21-44 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The rate control limits the rate of change of scheduled pressure signal. It then sends the signal to the maximum delta p limiter and through the pressure loop closure to the servo motor drive. The rate control block receives the rate limit input from the rate limit selector. These limits are given in the rate limit blocks and fed to the rate limit selector. This determines which rate limits are used in each mode. Extensive redundancy is built in to give fault tolerance for internal and external fault. In addition, to complete system redundancy, the ADIRS inputs are fed in through three independent data buses to give dual redundancy. A semi automatic backup mode is built in to compensate for partial or complete FMGS failure. At least one ADIRS bus must be functioning and give a valid ambient pressure signal for any automatic operation. In case of total loss of ADIRS signals, standard altitude will be selected as a default value to continue automatic operation. The final backup mode is a toggle switch that directly operates the out flow valve. ECAM and the manual indicator circuit give indication signals for this operation. The system operates with the following control modes: GN - Ground, TO - Take off, AB - Abort, CI - Climb, Internal, CR - Cruise, DI - Descent, Internal. The function of the mode logic, is to determine the actual system mode using the inputs shown in the previous Pressurization System Operation Logic diagram.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Pressure Control and Monitoring During normal operation the system operates automatically and no inputs from the crew are required. The only direct input the system needs is from the landing field elevation selector. The selector knob is set to the AUTO position for normal operation. This makes sure that the controllers take the landing field elevation input signal from the FMGS. In all other cases the landing field elevation selector output signal overrides the input signal from the FMGS. The operation logic of the system depends an the available input signal source. The control is performed in 6 different modes which are selected, dependent on the logic shown in the following Pressurization System Operation Logic diagram. The system operation logic is divided into two components, the pressure schedule block and the rate limits. The mode logic controls both components which select the actual mode, dependent on various inputs. The pressure schedules work with a dedicated rate limit to guarantee passenger comfort and safety at each flight phase. The five pressure schedule blocks generate the operational phases for the cabin pressure schedules. They are fed to the pressure schedule selector which sends the selected scheduled pressure to the rate control block.
21-44
The rate control limits the rate of change of scheduled pressure signal. It then sends the signal to the maximum delta p limiter and through the pressure loop closure to the servo motor drive. The rate control block receives the rate limit input from the rate limit selector. These limits are given in the rate limit blocks and fed to the rate limit selector. This determines which rate limits are used in each mode. Extensive redundancy is built in to give fault tolerance for internal and external fault. In addition, to complete system redundancy, the ADIRS inputs are fed in through three independent data buses to give dual redundancy. A semi automatic backup mode is built in to compensate for partial or complete FMGS failure. At least one ADIRS bus must be functioning and give a valid ambient pressure signal for any automatic operation. In case of total loss of ADIRS signals, standard altitude will be selected as a default value to continue automatic operation. The final backup mode is a toggle switch that directly operates the out flow valve. ECAM and the manual indicator circuit give indication signals for this operation. The system operates with the following control modes: GN - Ground, TO - Take off, AB - Abort, CI - Climb, Internal, CR - Cruise, DI - Descent, Internal. The function of the mode logic, is to determine the actual system mode using the inputs shown in the previous Pressurization System Operation Logic diagram.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AIR CONDITIONING DESCRIPTION & OPERATION
Pressurization System Operation Logic
Pressurization System Operation Logic JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
21-45 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Pressure schedules and rate limits are as follow. - Ground Mode; the cabin pressure on ground can never reach the scheduled pressure. This is because the scheduled pressure is always lower than actual cabin pressure. Therefore, the outflow valve is driven fully open. - Take off Mode; to eliminate the pressure bump (during aircraft rotation), and to bring the cabin into control at liftoff, a slight pre-pressurization sequence is initiated. - Internal Climb Mode; in this mode cabin pressure is controlled in relation to ambient pressure and aircraft climb speed. Control is based on a preprogrammed schedule, which schedules the change in cabin pressure to a change in ambient pressure. It is ensured that maximum differential pressure will not be encountered during climb. A basic schedule is stored in a permanent memory. - Abort Mode; the purpose of the abort mode is to prevent the cabin climbing if the aircraft does not climb after takeoff. For example, if an engine failure happens after V1 the aircraft must takeoff. The system will switch to internal climb after takeoff. If the aircraft descends, instead of climbing, while below an altitude of 8000 ft the system will switch to abort mode. The cabin pressure is then controlled back to the value before takeoff.
21-46 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION - Cruise Mode; for cruise mode the system will select the highest in altitude, lowest in pressure of the cabin pressure differential at mode switch into CR, or, the landing field altitude. When the selected landing field altitude is higher than the cruise altitude, the cabin goes to landing altitude during cruise. This function is only valid for airfield altitude above 8000 ft. While in the cruise mode, the system includes a fixed rate for aircraft climb and descent of 300 feet per minute. - Internal Descent Mode; during the descent of the aircraft the internal rate limit adjusts the rate to an optimum so that the cabin pressure reaches landing field pressure just prior to landing and negative relief will not be encountered. In this mode cabin pressure and its rate of descent are controlled in correlation to aircraft altitude, the rate limit being based on a memorized schedule. As with takeoff, to avoid a pressure bump during touch down the fuselage is pressurized with a delta p of .1 psi. At touch down a de-pressurized sequence is initiated which de-pressurizes the fuselage with a cabin rate of 500 fpm to the landing field pressure. The outflow valve will be driven to its fully open position and the system transfers 180 seconds after touch down, independent from the differential pressure.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Pressure schedules and rate limits are as follow. - Ground Mode; the cabin pressure on ground can never reach the scheduled pressure. This is because the scheduled pressure is always lower than actual cabin pressure. Therefore, the outflow valve is driven fully open. - Take off Mode; to eliminate the pressure bump (during aircraft rotation), and to bring the cabin into control at liftoff, a slight pre-pressurization sequence is initiated. - Internal Climb Mode; in this mode cabin pressure is controlled in relation to ambient pressure and aircraft climb speed. Control is based on a preprogrammed schedule, which schedules the change in cabin pressure to a change in ambient pressure. It is ensured that maximum differential pressure will not be encountered during climb. A basic schedule is stored in a permanent memory. - Abort Mode; the purpose of the abort mode is to prevent the cabin climbing if the aircraft does not climb after takeoff. For example, if an engine failure happens after V1 the aircraft must takeoff. The system will switch to internal climb after takeoff. If the aircraft descends, instead of climbing, while below an altitude of 8000 ft the system will switch to abort mode. The cabin pressure is then controlled back to the value before takeoff.
21-46
- Cruise Mode; for cruise mode the system will select the highest in altitude, lowest in pressure of the cabin pressure differential at mode switch into CR, or, the landing field altitude. When the selected landing field altitude is higher than the cruise altitude, the cabin goes to landing altitude during cruise. This function is only valid for airfield altitude above 8000 ft. While in the cruise mode, the system includes a fixed rate for aircraft climb and descent of 300 feet per minute. - Internal Descent Mode; during the descent of the aircraft the internal rate limit adjusts the rate to an optimum so that the cabin pressure reaches landing field pressure just prior to landing and negative relief will not be encountered. In this mode cabin pressure and its rate of descent are controlled in correlation to aircraft altitude, the rate limit being based on a memorized schedule. As with takeoff, to avoid a pressure bump during touch down the fuselage is pressurized with a delta p of .1 psi. At touch down a de-pressurized sequence is initiated which de-pressurizes the fuselage with a cabin rate of 500 fpm to the landing field pressure. The outflow valve will be driven to its fully open position and the system transfers 180 seconds after touch down, independent from the differential pressure.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION A warning signal is generated for low delta p and a high rate of descent. The low delta p/high descent warning is used to warn the flight crew that the aircraft will encounter negative differential pressure if the present descent rate is continued. An excessive cabin altitude warning is indicated on ECAM as a red warning and is given if the cabin altitude gets to 9550 ft ±350 ft. A controller fault is shown on ECAM in amber. Manual cabin pressure control is available. On the overhead panel in the flight deck two switches are installed for manual cabin pressure control, a selection switch for the manual mode and a toggle switch for increasing or decreasing of the cabin altitude. For indication on ECAM during manual operation the pressure controller has a completely separate backup circuit, the cabin altitude, cabin rate, excessive cabin altitude warning and outflow valve position are shown on the system display CRT. The manual mode of control would normally only be used in the event of the failure of both automatic systems. However, if so desired the crew can select it overriding the automatic pressure control system.
JUN 97 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Cabin altitude indication is as follows: - Auto Mode; the calculation of the cabin altitude in the AUTO mode is done depending on aircraft altitude. If the aircraft altitude is higher than 5000 ft. above takeoff or landing fields, the cabin altitude will be calculated to standard atmosphere. - If the aircraft altitude is lower than 5000 ft. above takeoff or landing fields, the cabin altitude will be calculated to the actual altitude above sea level (using the barometric correction from ADIRS). - Manual Mode; the calculation of the cabin attitude in the MAN mode is done in the SDAC to standard atmosphere (the CPCS manual backup circuit provides the SDAC with a cabin pressure value). - Therefore, there can be a slight difference in cabin attitude between AUTO and MAN modes if the aircraft altitude is higher than 5000 ft. above takeoff or landing fields. - There may be a difference between cabin attitude indications due to actual barometric conditions (weather) if the aircraft is lower than 5000 ft. above takeoff or landing fields.
21-47 A320 LIMITATION 1 AND 9 COURSE
A warning signal is generated for low delta p and a high rate of descent. The low delta p/high descent warning is used to warn the flight crew that the aircraft will encounter negative differential pressure if the present descent rate is continued. An excessive cabin altitude warning is indicated on ECAM as a red warning and is given if the cabin altitude gets to 9550 ft ±350 ft. A controller fault is shown on ECAM in amber. Manual cabin pressure control is available. On the overhead panel in the flight deck two switches are installed for manual cabin pressure control, a selection switch for the manual mode and a toggle switch for increasing or decreasing of the cabin altitude. For indication on ECAM during manual operation the pressure controller has a completely separate backup circuit, the cabin altitude, cabin rate, excessive cabin altitude warning and outflow valve position are shown on the system display CRT. The manual mode of control would normally only be used in the event of the failure of both automatic systems. However, if so desired the crew can select it overriding the automatic pressure control system.
JUN 97
Cabin altitude indication is as follows: - Auto Mode; the calculation of the cabin altitude in the AUTO mode is done depending on aircraft altitude. If the aircraft altitude is higher than 5000 ft. above takeoff or landing fields, the cabin altitude will be calculated to standard atmosphere. - If the aircraft altitude is lower than 5000 ft. above takeoff or landing fields, the cabin altitude will be calculated to the actual altitude above sea level (using the barometric correction from ADIRS). - Manual Mode; the calculation of the cabin attitude in the MAN mode is done in the SDAC to standard atmosphere (the CPCS manual backup circuit provides the SDAC with a cabin pressure value). - Therefore, there can be a slight difference in cabin attitude between AUTO and MAN modes if the aircraft altitude is higher than 5000 ft. above takeoff or landing fields. - There may be a difference between cabin attitude indications due to actual barometric conditions (weather) if the aircraft is lower than 5000 ft. above takeoff or landing fields.
21-47
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The pressurization system interfaces with other systems as follows: - ADIRS; the cabin pressure system uses inputs from ADIRS which is designed in accordance to ARINC 738. - The uncorrected static pressure is only used when none of the 3 ADIRU’s supplies the corrected static pressure (i.e. during an electrical emergency configuration). - FMGS; information from the FMGS is used to perform normal cabin pressure control. Depending on the state of the FMGS, only some or the complete number of usable parameters will be taken into account. - Flight crew interface (input); flight crew input to FMGS is necessary for the landing altitude. The landing altitude (destination input) is used to calculate the general descent control schedule of the cabin pressure control system in internal mode. The landing altitude is also that altitude where, after flight and de-pressurization the delta p is zero. - Flight crew input of destination QNH (sea level atmospheric pressure) is also needed for correct descent performance calculating. The latest this input will be given is before starting descent. At
21-48 FOR TRAINING PURPOSES ONLY
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION 10,000 ft, ADIRS gives the standard atmosphere pressure (1013.5 mbar) and only below a transition altitude (10,000 ft) the pressure input will be changed to QNH (or QFE, field elevation atmospheric pressure) and the transition would lead to a control inconsistency. Therefore the cabin pressure control system will read the destination QNH as early as possible to avoid this inconsistency in the transition altitude. - Furthermore, the reading and application of the destination QNH as the target pressure will also solve the problem should the pilots select the QFE value instead of QNH. In the event that QNH is not available from the FMGS, the selection of destination QFE requires a special selection on the landing field elevation selector of zero ft. FMGS calculated values do not require direct input. The update rate for the parameters sent by the FMGS is 900 ms. - CFDS Interface; the BIT in the controllers and the outflow valve actuator drive electronics can isolate faults down to component level. This information is given to the CFDS via an ARINC 429 data bus.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The pressurization system interfaces with other systems as follows: - ADIRS; the cabin pressure system uses inputs from ADIRS which is designed in accordance to ARINC 738. - The uncorrected static pressure is only used when none of the 3 ADIRU’s supplies the corrected static pressure (i.e. during an electrical emergency configuration). - FMGS; information from the FMGS is used to perform normal cabin pressure control. Depending on the state of the FMGS, only some or the complete number of usable parameters will be taken into account. - Flight crew interface (input); flight crew input to FMGS is necessary for the landing altitude. The landing altitude (destination input) is used to calculate the general descent control schedule of the cabin pressure control system in internal mode. The landing altitude is also that altitude where, after flight and de-pressurization the delta p is zero. - Flight crew input of destination QNH (sea level atmospheric pressure) is also needed for correct descent performance calculating. The latest this input will be given is before starting descent. At
21-48
10,000 ft, ADIRS gives the standard atmosphere pressure (1013.5 mbar) and only below a transition altitude (10,000 ft) the pressure input will be changed to QNH (or QFE, field elevation atmospheric pressure) and the transition would lead to a control inconsistency. Therefore the cabin pressure control system will read the destination QNH as early as possible to avoid this inconsistency in the transition altitude. - Furthermore, the reading and application of the destination QNH as the target pressure will also solve the problem should the pilots select the QFE value instead of QNH. In the event that QNH is not available from the FMGS, the selection of destination QFE requires a special selection on the landing field elevation selector of zero ft. FMGS calculated values do not require direct input. The update rate for the parameters sent by the FMGS is 900 ms. - CFDS Interface; the BIT in the controllers and the outflow valve actuator drive electronics can isolate faults down to component level. This information is given to the CFDS via an ARINC 429 data bus.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AIR CONDITIONING DESCRIPTION & OPERATION
Cabin Pressure Control - Schematic (Sheet 1 of 3)
Cabin Pressure Control - Schematic (Sheet 1 of 3) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
21-49 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AIR CONDITIONING DESCRIPTION & OPERATION
Cabin Pressure Control - Schematic (Sheet 2 of 3)
Cabin Pressure Control - Schematic (Sheet 2 of 3)
21-50 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AIR CONDITIONING DESCRIPTION & OPERATION
Cabin Pressure Control - Schematic (Sheet 3 of 3)
Cabin Pressure Control - Schematic (Sheet 3 of 3)
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
21-51 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AIR CONDITIONING PANEL Location: Overhead Panel
AIR CONDITIONING PANEL Location: Overhead Panel PACK FLOW Selector Permits selection of pack flow according to number of passengers and ambient conditions (smoke removal, hot or humid conditions). If the APU is supplying bleed air or one pack fails, high flow is delivered regardless of the selector’s position. If low flow is selected and the temperature demand cannot be satisfied, the pack reverts to normal flow. Zone Temperature Selectors Adjust temperature for associated zone.
PACK FLOW Selector Permits selection of pack flow according to number of passengers and ambient conditions (smoke removal, hot or humid conditions). If the APU is supplying bleed air or one pack fails, high flow is delivered regardless of the selector’s position. If low flow is selected and the temperature demand cannot be satisfied, the pack reverts to normal flow. Zone Temperature Selectors Adjust temperature for associated zone.
PACK FLOW NORM
COCKPIT
FWD CABIN
PACK FLOW NORM
AFT CABIN
A I R
OFF COLD
PACK 1 FAULT
C O N D
LO
HI FAULT
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2 PACK 2
OFF AUTO
RAM AIR ENG 1 BLEED
APU BLEED
FAULT
FAULT
ENG 2 BLEED FAULT
ON
OFF
SHUT OFF
ON
HOT AIR Switch ON - Automatically controls zone hot air pressure regulating valve. OFF - Closes hot air pressure valve and trim air valves; resets fault circuit.
21-52 FOR TRAINING PURPOSES ONLY
OPEN
A I R
A I R
FWD CABIN
AFT CABIN
HI FAULT OFF
C O N D
C O N D
COLD
PACK 1 FAULT
FAULT OFF
COCKPIT
HOT AIR
HOT AIR LO
JUN 97 A320 LIMITATION 1 AND 9 COURSE
HOT
COLD
HOT
X BLEED
PACK 2 PACK 2
FAULT OFF
AUTO
RAM AIR ENG 1 BLEED
APU BLEED
FAULT
FAULT
ENG 2 BLEED FAULT
ON
OFF
SHUT ON
HOT AIR Switch ON - Automatically controls zone hot air pressure regulating valve. OFF - Closes hot air pressure valve and trim air valves; resets fault circuit.
21-52
COLD
OFF
OFF
HOT AIR FAULT Light Illuminates amber when duct overheat is detected. If this occurs, the zone hot air pressure regulating valve and trim air valves automatically close. The FAULT light stays on until a lower temperature is sensed with the switch off. The light also illuminates when the zone hot air pressure regulating valve position disagrees with the commanded position.
HOT
PACK 1
OPEN
A I R C O N D
HOT AIR FAULT Light Illuminates amber when duct overheat is detected. If this occurs, the zone hot air pressure regulating valve and trim air valves automatically close. The FAULT light stays on until a lower temperature is sensed with the switch off. The light also illuminates when the zone hot air pressure regulating valve position disagrees with the commanded position.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AIR CONDITIONING PANEL Location: Overhead Panel.
AIR CONDITIONING PANEL Location: Overhead Panel.
PACK Switch ON - Automatically controls pack flow control valve. Valve regulates flow, except in the following conditions: - Upstream pressure is below minimum. - Compressor outlet overheat. - During engine start sequence with ENG MODE selector set to IGN/START or CRANK and: either ENG MASTER switch is ON (or MAN START switch is ON), and the start valve is open, and N2 is less than 50%. On the ground, valve reopening is delayed 30 seconds to avoid a pack closure cycle during second engine start. - Corresponding fire switch is depressed. - DITCHING switch is selected ON. OFF - Closes pack flow control valve.
PACK Switch ON - Automatically controls pack flow control valve. Valve regulates flow, except in the following conditions: - Upstream pressure is below minimum. - Compressor outlet overheat. - During engine start sequence with ENG MODE selector set to IGN/START or CRANK and: either ENG MASTER switch is ON (or MAN START switch is ON), and the start valve is open, and N2 is less than 50%. On the ground, valve reopening is delayed 30 seconds to avoid a pack closure cycle during second engine start. - Corresponding fire switch is depressed. - DITCHING switch is selected ON. OFF - Closes pack flow control valve.
PACK FLOW NORM
COCKPIT
FWD CABIN
PACK FLOW NORM
AFT CABIN
LO
A I R
OFF COLD
PACK 1 FAULT
C O N D
LO
HI FAULT
HOT
COLD
HOT
COLD
HOT
X BLEED
PACK 1
PACK 2 PACK 2
OFF AUTO
RAM AIR ENG 1 BLEED
APU BLEED
FAULT
FAULT
ENG 2 BLEED FAULT
ON
OFF
SHUT OFF
ON
RAM AIR Switch (guarded) ON - Illuminates when selected. If the DITCHING switch is in NORMAL position: - Opens ram air inlet. - Maintains normal outflow valve control if differential pressure is greater than or equal to 1 psi. - Opens outflow valve if differential pressure is less than 1 psi (CABIN PRESS MODE SEL in AUTO). OFF - Closes ram air inlet.
JUN 97 FOR TRAINING PURPOSES ONLY
OPEN
A I R
A I R
FWD CABIN
AFT CABIN
HI FAULT OFF
C O N D
C O N D
COLD
PACK 1 FAULT
FAULT OFF
COCKPIT
HOT AIR
HOT AIR
21-53 A320 LIMITATION 1 AND 9 COURSE
COLD
HOT
COLD
PACK 2 PACK 2
FAULT OFF
AUTO
RAM AIR ENG 1 BLEED
APU BLEED
ENG 2 BLEED
FAULT
FAULT
FAULT
ON
OFF
SHUT ON
RAM AIR Switch (guarded) ON - Illuminates when selected. If the DITCHING switch is in NORMAL position: - Opens ram air inlet. - Maintains normal outflow valve control if differential pressure is greater than or equal to 1 psi. - Opens outflow valve if differential pressure is less than 1 psi (CABIN PRESS MODE SEL in AUTO). OFF - Closes ram air inlet.
JUN 97
HOT
X BLEED
OFF
OFF
PACK FAULT Light Illuminates amber when pack flow control valve position disagrees with selected position or if compressor outlet overheats.
HOT
PACK 1
OPEN
A I R C O N D
PACK FAULT Light Illuminates amber when pack flow control valve position disagrees with selected position or if compressor outlet overheats.
21-53
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM AIR CONDITIONING PAGE Location: Lower ECAM.
ECAM AIR CONDITIONING PAGE Location: Lower ECAM.
Zone Controller Fault Indication ALTN MODE - Displays green when primary zone controller fault detected. PACK REG - Displays green when zone controller fault detected (basic regulation by packs only). No Indication - Normal zone controller operation.
Zone Controller Fault Indication ALTN MODE - Displays green when primary zone controller fault detected. PACK REG - Displays green when zone controller fault detected (basic regulation by packs only). No Indication - Normal zone controller operation.
Zone Temperature Displays green.
Zone Temperature Displays green. COND
COND
TEMP: ¡F
TEMP: ¡F ALTN MODE
ALTN MODE
Zone Duct Temperature Normal condition displays green. Becomes amber at high temperature. Zone Indication (A320) Displays white.
FAN CKPT
65
FAN FWD
70 C
72
AFT
72 H
C
Zone Duct Temperature Normal condition displays green. Becomes amber at high temperature.
75 79
H
C
H
HOT AIR AFT
C
Cargo Compartment Temperature (A320) Displays green.
84 75
H
HOT AIR
Duct Inlet Temperature (A320) Normal condition displays green. Becomes amber when temperature is greater than 175°F. Cargo Trim Air Valve Position (A320) Displays green. C = Cold - Valve is closed. H = Hot - Valve is open.
21-54 FOR TRAINING PURPOSES ONLY
Zone Indication (A320) Displays white.
FAN CKPT
65
FAN FWD
70 C
72
AFT
72 H
C
75 79
H
C
H
HOT AIR AFT
Cargo Compartment Temperature (A320) Displays green.
C
84 75
H
HOT AIR
Duct Inlet Temperature (A320) Normal condition displays green. Becomes amber when temperature is greater than 175°F. Cargo Trim Air Valve Position (A320) Displays green. C = Cold - Valve is closed. H = Hot - Valve is open.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-54
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING CONTROLS & INDICATIONS
ECAM AIR CONDITIONING PAGE Location: Lower ECAM
ECAM AIR CONDITIONING PAGE Location: Lower ECAM
TEMP Indicates unit of measure (°C or °F) in blue.
TEMP Indicates unit of measure (°C or °F) in blue.
Cabin FAN Fault Indication Displays amber if fault in cabin fan detected.
COND
TEMP: ¡F ALTN MODE FAN
CKPT
65
FAN FWD
70 C
72
AFT
72 H
C
75 79
H
C
H
HOT AIR
84 75
AFT
C
H
HOT AIR
Zone Trim Air Valve Position Displays green, becomes amber if the valve fails. C = Cold - Valve is closed. H = Hot - Valve is open. Zone HOT AIR Pressure Regulating Valve (Green) - Valve not closed. (Amber) - Valve not closed, disagrees with switch position. (Green) - Valve closed with HOT AIR switch OFF. (Amber) - Valve closed with HOT AIR switch AUTO, or disagrees with switch position. Outlet Isolation Valve (A320) (Green) - Valve is open.
Cabin FAN Fault Indication Displays amber if fault in cabin fan detected.
COND
TEMP: ¡F ALTN MODE FAN
CKPT
65
FAN FWD
70 C
72
AFT
72 H
C
75 79
H
C
H
HOT AIR
84 75
AFT
C
H
(Amber) - Valve is closed. Inlet Isolation Valve (A320) (Green) - Valve is open.
HOT AIR
Zone Trim Air Valve Position Displays green, becomes amber if the valve fails. C = Cold - Valve is closed. H = Hot - Valve is open. Zone HOT AIR Pressure Regulating Valve (Green) - Valve not closed. (Amber) - Valve not closed, disagrees with switch position. (Green) - Valve closed with HOT AIR switch OFF. (Amber) - Valve closed with HOT AIR switch AUTO, or disagrees with switch position. Outlet Isolation Valve (A320) (Green) - Valve is open. (Amber) - Valve is closed. Inlet Isolation Valve (A320) (Green) - Valve is open.
(Amber) - Valve is closed.
(Amber) - Valve is closed.
Cargo HOT AIR Pressure Regulating Valve (A320) (Green) - Valve is open.
JUN 97 FOR TRAINING PURPOSES ONLY
Cargo HOT AIR Pressure Regulating Valve (A320) (Green) - Valve is open.
(Amber) - Valve failed open.
(Amber) - Valve failed open.
(Green) CARGO AUTO. (Amber) CARGO OFF.
(Green) CARGO AUTO. (Amber) CARGO OFF.
- Valve closed with HEAT HOT AIR switch - Valve closed with HEAT HOT AIR switch
21-55 A320 LIMITATION 1 AND 9 COURSE
JUN 97
- Valve closed with HEAT HOT AIR switch - Valve closed with HEAT HOT AIR switch
21-55
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM CRUISE PAGE Location: Lower ECAM
ECAM CRUISE PAGE Location: Lower ECAM
ENGINE
VIB
Temperature Unit Indicates unit of measure (°C or °F) in blue.
Temperature Unit Indicates unit of measure (°C or °F) in blue.
ENGINE
(N1)
0.8
1560
0.9
1530
1560 LBS
LBS
VIB
(N2) OIL
OIL 11.5
Zone Indication Displays green.
F. USED
F. USED 1530
Zone Indication Displays green.
1.2
11.5
1.3
11.5
AIR
LDG ELEV AUTO
FWD
65
72
(N1)
0.8
0.9
VIB
(N2)
1.2
1.3
QT
QT
CKPT
11.5
VIB
¡F
AFT
75 AFT
21-56 FOR TRAINING PURPOSES ONLY
84 75
500
AIR
FT
CAB V/S FT/MIN
250 CAB ALT FT
4150
LDG ELEV AUTO
CKPT
FWD
65
72
¡F
AFT
75 AFT
84 75
500
FT
CAB V/S FT/MIN
250 CAB ALT FT
4150
Cargo Heat (A320) Displays green.
Cargo Heat (A320) Displays green.
Zone Temperature Displays green.
Zone Temperature Displays green.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-56
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
VENTILATION PANEL Location: Overhead Panel
VENTILATION BLOWER FAULT
OVRD
EXTRACT A U T O
FAULT
OVRD
CAB FANS A U T O
BLOWER FAULT Light Illuminates amber when: - Blower pressure is low.* - Duct overheat detected.* - Computer power supply fails. - Smoke warning occurs. EXTRACT FAULT Light Illuminates amber when: - Extract pressure is low.* - Computer power supply fails. - Smoke warning occurs. * External horn is also triggered if the warning occurs on the ground with engines stopped.
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
OFF
BLOWER and EXTRACT Switches When both switches are in AUTO: - On ground before takeoff power applied: the ventilation system is in open circuit configuration (closed configuration when skin temperature is below ground threshold). - On ground after takeoff power applied, or in flight: the ventilation system is in closed circuit configuration. - In flight, ventilation system can be in the intermediate configuration if skin temperature is above flight threshold. When either switch is in OVRD: - The system goes to closed circuit configuration. - Air from air conditioning system is added to ventilation air. - The blower fan stops if BLOWER switch is set at OVRD. When both switches are in OVRD: - Air is provided from the air conditioning system and then extracted overboard. - The blower fan stops. CAB FANS Switch On - Activates the two cabin recirculation fans. OFF - Stops the two cabin recirculation fans.
21-57 A320 LIMITATION 1 AND 9 COURSE
VENTILATION PANEL Location: Overhead Panel
VENTILATION BLOWER FAULT
OVRD
EXTRACT A U T O
FAULT
OVRD
CAB FANS A U T O
BLOWER FAULT Light Illuminates amber when: - Blower pressure is low.* - Duct overheat detected.* - Computer power supply fails. - Smoke warning occurs. EXTRACT FAULT Light Illuminates amber when: - Extract pressure is low.* - Computer power supply fails. - Smoke warning occurs. * External horn is also triggered if the warning occurs on the ground with engines stopped.
JUN 97
OFF
BLOWER and EXTRACT Switches When both switches are in AUTO: - On ground before takeoff power applied: the ventilation system is in open circuit configuration (closed configuration when skin temperature is below ground threshold). - On ground after takeoff power applied, or in flight: the ventilation system is in closed circuit configuration. - In flight, ventilation system can be in the intermediate configuration if skin temperature is above flight threshold. When either switch is in OVRD: - The system goes to closed circuit configuration. - Air from air conditioning system is added to ventilation air. - The blower fan stops if BLOWER switch is set at OVRD. When both switches are in OVRD: - Air is provided from the air conditioning system and then extracted overboard. - The blower fan stops. CAB FANS Switch On - Activates the two cabin recirculation fans. OFF - Stops the two cabin recirculation fans.
21-57
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CARGO HEAT PANEL Location: Overhead Panel
CARGO HEAT PANEL (A320) Location: Overhead Panel
AFT ISOL VALVE Switch Controls isolation valve and extraction fan. Auto - Opens inlet and outlet isolation valves and activates extraction fan provided there is no smoke detected in the aft cargo compartment. OFF - Closes inlet and outlet isolation valves and turns off extraction fan.
AFT ISOL VALVE Switch Controls isolation valve and extraction fan. Auto - Opens inlet and outlet isolation valves and activates extraction fan provided there is no smoke detected in the aft cargo compartment. OFF - Closes inlet and outlet isolation valves and turns off extraction fan.
AFT ISOL VALVE FAULT Light Illuminates amber when either inlet or outlet valve is in disagreement with the selected position.
AFT ISOL VALVE FAULT Light Illuminates amber when either inlet or outlet valve is in disagreement with the selected position.
CARGO HEAT
CARGO HEAT AFT ISOL VALVE
HOT AIR
AFT ISOL VALVE
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
HOT AIR
AFT
AFT
COLD
HOT AIR Switch Auto - Automatically controls cargo heat pressure regulating valve. OFF - Closes cargo pressure regulating and resets fault circuit. HOT AIR FAULT Light Illuminates amber when duct overheat is detected and extinguishes when temperature drops and OFF is selected. System then resets with ISOL VALVE switch ON.
21-58 FOR TRAINING PURPOSES ONLY
COLD
HOT
Temperature Selector Selects temperature for aft cargo compartment. COLD - approximately 40°F. HOT - approximately 80°F. Center - approximately 60°F.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
HOT AIR Switch Auto - Automatically controls cargo heat pressure regulating valve. OFF - Closes cargo pressure regulating and resets fault circuit. HOT AIR FAULT Light Illuminates amber when duct overheat is detected and extinguishes when temperature drops and OFF is selected. System then resets with ISOL VALVE switch ON.
21-58
HOT
Temperature Selector Selects temperature for aft cargo compartment. COLD - approximately 40°F. HOT - approximately 80°F. Center - approximately 60°F.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CABIN PRESSURIZATION PANEL Location: Overhead Panel
CABIN PRESSURIZATION PANEL Location: Overhead Panel
MAN V/S CTL Switch Controls the outflow valve position via the manual motor, when MODE SEL switch is positioned to MAN. Spring loaded to neutral. Switch must be held in position until target V/S is reached, as outflow valve operation is slow. UP - Moves valve towards open position. DN - Moves valve towards closed position.
MAN V/S CTL Switch Controls the outflow valve position via the manual motor, when MODE SEL switch is positioned to MAN. Spring loaded to neutral. Switch must be held in position until target V/S is reached, as outflow valve operation is slow. UP - Moves valve towards open position. DN - Moves valve towards closed position.
DITCHING Switch (guarded) Normal - Selects normal system operation. ON - Commands operating system to close the outflow valve,* emergency ram air inlet, avionics ventilation inlet and extract valves, and pack flow control valves. * Outflow valve will not automatically close if under manual control.
MODE SEL Switch AUTO - Automatic mode is operating. Outflow valve is controlled by one system at a time. MAN - Allows manual control by the MAN V/S CTL switch. Illuminates white when selected. The cabin altitude indication on the ECAM PRESS page may fluctuate when switching from AUTO to MAN. JUN 97 FOR TRAINING PURPOSES ONLY
* Outflow valve will not automatically close if under manual control.
CABIN PRESS
CABIN PRESS MAN V/S CTL MODE SEL UP FAULT A 12 U T 10 MAN O DN
DITCHING Switch (guarded) Normal - Selects normal system operation. ON - Commands operating system to close the outflow valve,* emergency ram air inlet, avionics ventilation inlet and extract valves, and pack flow control valves.
LDG ELEV AUTO -2 14
DITCHING MAN V/S CTL MODE SEL UP FAULT A 12 U T 10 MAN O DN
0 2
8
6
ON
4
LDG ELEV Selector AUTO (Detent) - Pressurization system uses FMGS determined landing elevation to optimize pressure schedule. Other positions - Pressurization system uses selected value for landing elevation reference in the event of an FMGC failure. MODE SEL FAULT Light Illuminates amber only when fault detected in both automatic systems.
21-59 A320 LIMITATION 1 AND 9 COURSE
MODE SEL Switch AUTO - Automatic mode is operating. Outflow valve is controlled by one system at a time. MAN - Allows manual control by the MAN V/S CTL switch. Illuminates white when selected. The cabin altitude indication on the ECAM PRESS page may fluctuate when switching from AUTO to MAN.
JUN 97
LDG ELEV AUTO -2 14
DITCHING 0 2
8
6
ON
4
LDG ELEV Selector AUTO (Detent) - Pressurization system uses FMGS determined landing elevation to optimize pressure schedule. Other positions - Pressurization system uses selected value for landing elevation reference in the event of an FMGC failure. MODE SEL FAULT Light Illuminates amber only when fault detected in both automatic systems.
21-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM CABIN PRESSURE PAGE Location: Lower ECAM
ECAM CABIN PRESSURE PAGE Location: Lower ECAM Cabin Vertical Speed Displays in green when in normal range. Displays in amber when vertical speed exceeds 2000 feet per minute. Flashes green when vertical speed exceeds 1800 feet per minute.
Cabin Vertical Speed Displays in green when in normal range. Displays in amber when vertical speed exceeds 2000 feet per minute. Flashes green when vertical speed exceeds 1800 feet per minute. Cabin Differential Pressure Displays green when in normal range. Displays amber when out of normal range (normal range is between -0.4 psi and 8.5 psi). Flashes green if pressure exceeds 1.5 psi during landing.
CAB PRESS
LDG ELEV
P PSI
500
MAN
V/S FT/MN 2
VENT Indication Displays white. Becomes amber when blower or extract fault detected.
0
4 .1
2
FT
0
DN
1
SYS
2
4150
SAFETY
VENT INLET
PACK 1
Active System Indication SYS 1 or SYS 2 displays green when active and amber when a fault is detected. MAN displays green when the MODE SEL switch is at MAN. VENT Indication Displays white. Becomes amber when blower or extract fault detected.
PACK 2
V/S FT/MN 2
500
MAN
CAB ALT FT
UP
0
4 .1
10
1150
0 2
FT
0
DN
4150
MAN SYS
1
SYS
2
SAFETY
VENT INLET
PACK 1
EXTRACT
PACK 2
PACK Indication Displays green when associated pack flow control valve is open and amber when pack flow control valve is closed. INLET/EXTRACT Indications Displays white. Becomes amber when blower or extract fault detected.
INLET/EXTRACT Indications Displays white. Becomes amber when blower or extract fault detected.
FOR TRAINING PURPOSES ONLY
P PSI
EXTRACT
PACK Indication Displays green when associated pack flow control valve is open and amber when pack flow control valve is closed.
21-60
LDG ELEV
8
MAN SYS
CAB PRESS
10
1150
0
Cabin Differential Pressure Displays green when in normal range. Displays amber when out of normal range (normal range is between -0.4 psi and 8.5 psi). Flashes green if pressure exceeds 1.5 psi during landing.
CAB ALT FT
UP
8
Active System Indication SYS 1 or SYS 2 displays green when active and amber when a fault is detected. MAN displays green when the MODE SEL switch is at MAN.
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-60
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM CABIN PRESSURE PAGE Location: Lower ECAM
ECAM CABIN PRESSURE PAGE Location: Lower ECAM
CAB PRESS
LDG ELEV
P PSI
500
MAN
V/S FT/MN 2
UP
8
4 .1
0
10
1150
0 2
FT
CAB ALT FT
0
DN
4150
MAN SYS
1
SYS
2
SAFETY
VENT INLET
EXTRACT
PACK 1
PACK 2
INLET/EXTRACT Valve Position Displays green. Becomes amber when in transit or in case of disagreement.
xx
LDG ELEV AUTO/MAN Indication AUTO displays green when LDG ELEV selector is in AUTO position. MAN displays green when LDG ELEV selector is not in AUTO position. Not displayed when MODE SEL switch is in MAN position. Landing Elevation Displays green landing elevation selected either automatically by the FMGS or manually by the pilot. Not displayed when MODE SEL switch is in MAN position. Cabin Altitude Displays green when in normal range. Displays red when cabin attitude exceeds 9550 feet. Flashes green when cabin altitude exceeds 8800 feet. SAFETY Valve Position SAFETY displays white and position is green when both safety valves are fully closed. Becomes amber when either safety valve is not closed. Outflow Valve Position Displays green during normal operation. Displays amber when valve is fully open (more than 95%) in flight.
CAB PRESS
LDG ELEV
P PSI
500
MAN
V/S FT/MN 2
UP
8
4 .1
0
10
1150
0 2
FT
CAB ALT FT
0
DN
4150
MAN SYS
1
SYS
2
SAFETY
VENT INLET
EXTRACT
PACK 1
PACK 2
INLET/EXTRACT Valve Position Displays green. Becomes amber when in transit or in case of disagreement.
LDG ELEV AUTO/MAN Indication AUTO displays green when LDG ELEV selector is in AUTO position. MAN displays green when LDG ELEV selector is not in AUTO position. Not displayed when MODE SEL switch is in MAN position. Landing Elevation Displays green landing elevation selected either automatically by the FMGS or manually by the pilot. Not displayed when MODE SEL switch is in MAN position. Cabin Altitude Displays green when in normal range. Displays red when cabin attitude exceeds 9550 feet. Flashes green when cabin altitude exceeds 8800 feet. SAFETY Valve Position SAFETY displays white and position is green when both safety valves are fully closed. Becomes amber when either safety valve is not closed. Outflow Valve Position Displays green during normal operation. Displays amber when valve is fully open (more than 95%) in flight.
Valve fully closed.
Valve fully closed.
Valve fully open.
Valve fully open.
Inlet valve in transit.
Inlet valve in transit.
Extract valve partially open (closed with small internal flap open
Extract valve partially open (closed with small internal flap open xx
Valve failed in transit.
JUN 97 FOR TRAINING PURPOSES ONLY
21-61 A320 LIMITATION 1 AND 9 COURSE
JUN 97
Valve failed in transit.
21-61
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM CRUISE PAGE Location: Lower ECAM
ECAM CRUISE PAGE Location: Lower ECAM
LDG ELEV AUTO/MAN Indication Displays identically to CAB PRESS page.
Landing Elevation Displays identically PRESS page.
ENGINE
VIB
to
CAB
LDG ELEV AUTO/MAN Indication Displays identically to CAB PRESS page.
Landing Elevation Displays identically PRESS page.
ENGINE
(N1)
F. USED
F. USED 1530
0.8
1560
0.9
1530
1560 LBS
LBS
VIB
(N2) OIL
OIL 11.5
1.2
11.5
1.3
11.5
AIR
LDG ELEV AUTO
500
AIR
FT
FWD
72
0.8
0.9
VIB
(N2)
1.2
1.3
¡F
AFT
75 AFT
LDG ELEV AUTO
500
FT
P 6.4 PSI
P 6.4 PSI
65
(N1)
CAB
QT
QT
CKPT
11.5
VIB
to
84 75
CAB V/S FT/MIN
250 CAB ALT FT
CKPT
FWD
65
72
4150
¡F
AFT
75 AFT
84 75
CAB V/S FT/MIN
250 CAB ALT FT
4150
∆ P Indication Displays green. Displays amber when out of normal range. (Normal range is between -0.4 and 8.5 psi.)
Cabin Vertical Speed Displays green when in normal range. Displays amber when vertical speed exceeds 2000 feet per minute.
∆ P Indication Displays green. Displays amber when out of normal range. (Normal range is between -0.4 and 8.5 psi.)
Cabin Vertical Speed Displays green when in normal range. Displays amber when vertical speed exceeds 2000 feet per minute.
Cabin Altitude Displays green when in normal range. Displays red when cabin altitude exceeds 9550 feet.
AUTO mode display shown.
Cabin Altitude Displays green when in normal range. Displays red when cabin altitude exceeds 9550 feet.
AUTO mode display shown.
MAN mode display:
2
UP 750
2
FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
2
UP 750
2 DN
DN
21-62
MAN mode display:
21-62
JUN 97
UNITED AIRLINES
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AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - Air Conditioning System Report/Test
CFDS - Air Conditioning System Report/Test
MCDU MENU
SYSTEM REPORT / TEST
< FMGC < AIDS < CFDS RETURN > SELECT DESIRED SYSTEM
MCDU MENU
F / CLT > FUEL > ICE&RAIN >
< AIRCOND < AFS < COM < ELEC < FIRE PROT < RETURN
SYSTEM REPORT / TEST
< AIDS < CFDS RETURN > SELECT DESIRED SYSTEM
< ELEC < FIRE PROT < RETURN
CFDS MENU
< AVIONICS STATUS < SYSTEM REPORT/TEST POST FLIGHT REP PRINT >
CFDS MENU
SYSTEM REPORT / TEST < PNEU < APU
< LAST LEGS REPORT < LAST LEGS ECAM REPORT < PREVIOUS LEGS REPORT
ENG > TOILET >
< AVIONICS STATUS < SYSTEM REPORT/TEST POST FLIGHT REP PRINT >
< RETURN
ENG > TOILET >
< RETURN
AIR COND
AIR COND
FOR TRAINING PURPOSES ONLY
SYSTEM REPORT / TEST < PNEU < APU
SYSTEM REPORT / TEST
SYSTEM REPORT / TEST
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
JUN 97
INST > L/G > NAV >
NEXT PAGE
NEXT PAGE
< LAST LEGS REPORT < LAST LEGS ECAM REPORT < PREVIOUS LEGS REPORT
F / CLT > FUEL > ICE&RAIN >
< AIRCOND < AFS < COM
< FMGC
INST > L/G > NAV >
A319/A320 AIRCRAFT REFERENCE GUIDE
21-63 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-63
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - AEVC System Report/Test
CFDS - AEVC System Report/Test
SYSTEM REPORT / TEST
SYSTEM REPORT / TEST
AEVC < LAST LEGS REPORT < TEST < CLASS 3 FAULT
AIR COND
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
AEVC < LAST LEGS REPORT < TEST < CLASS 3 FAULT
AIR COND
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
< RETURN
< RETURN
AEVC
AEVC
TEST
TEST
< TEST WAIT
< TEST WAIT
AEVC
< RETURN
AEVC
AEVC
TEST
< RETURN
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
TEST OK
PRINT *
< RETURN
PRINT *
21MCDU02
21MCDU02
21-64
TEST
21-26-00 CHECK AEVC SUPPLY 21-26-34 AEVC END OF TEST
TEST OK
PRINT *
AEVC
TEST
TEST
21-26-00 CHECK AEVC SUPPLY 21-26-34 AEVC END OF TEST
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-64
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - Cabin Temp Control System Report/Test
CFDS - Cabin Temp Control System Report/Test
SYSTEM REPORT / TEST
CABIN TEMP CONT
SYSTEM REPORT / TEST
CABIN TEMP CONT
AIR COND
AIR COND
< LAST LEG REPORT < PREVIOUS LEG REPORT < LRU INDENTIFICATION
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
< LAST LEG REPORT < PREVIOUS LEG REPORT < LRU INDENTIFICATION
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
< TEST < CLASS 3 FAULT < RETURN
< TEST < CLASS 3 FAULT < RETURN
CABIN TEMP CONT
CABIN TEMP CONT
CABIN TEMP CONT
CABIN TEMP CONT
TEST
TEST
TEST
TEST
PACK 1 AND 2 SELECT OFF < CONTINUE < RETURN
PACK 1 AND 2 SELECT OFF
(IN PROGRESS MAX 300S)
< CONTINUE < RETURN
< RETURN
CABIN TEMP CONT
CABIN TEMP CONT
TEST
TEST
21-61-34 P1 CTL 27HH END OF TEST
< RETURN
CABIN TEMP CONT
CABIN TEMP CONT
TEST
TEST
21-61-34 P1 CTL 27HH END OF TEST
TEST OK
TEST OK
END OF TEST
END OF TEST
< RETURN
PRINT *
< RETURN
PRINT *
< RETURN
FOR TRAINING PURPOSES ONLY
PRINT *
< RETURN
PRINT *
21MCDU03
21MCDU03
JUN 97
(IN PROGRESS MAX 300S)
21-65 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - Cabin Press Control System Report/Test
CFDS - Cabin Press Control System Report/Test
SYSTEM REPORT / TEST
SYSTEM REPORT / TEST
CAB PRESS CONT X
< TEST / CALIBRATION < CLASS 3 FAULT < RETURN
TEST / CALIBRATION
< LAST LEG REPORT < PREVIOUS LEG REPORT < LRU INDENTIFICATION
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
< LAST LEG REPORT < PREVIOUS LEG REPORT < LRU INDENTIFICATION
CAB PRESS CONT X
< TEST / CALIBRATION < CLASS 3 FAULT < RETURN
CAB PRESS CONT X
CAB PRESS CONT X
TEST / CALIBRATION
TEST / CALIBRATION
ECS PACKS ------------------------ OFF
ECS PACKS ------------------------ OFF
GROUND AIR SUPPLY --------- OFF
GROUND AIR SUPPLY --------- OFF
IN PROGRESS (20-------90S)
ADIRS 1,2,3 ------------------------ OFF
ADIRS 1,2,3 ------------------------ OFF
< CONTINUE < RETURN
< CONTINUE < RETURN
< RETURN
TEST / CALIBRATION NO DATA FROM ADIRS 1 21-31-20 PRESS CONT 1 END OF TEST
PRINT *
CAB PRESS CONT X
CAB PRESS CONT X
TEST / CALIBRATION NO DATA FROM ADIRS 1 21-31-20 PRESS CONT 1 END OF TEST
TEST / CALIBRATION TEST OK
< RETURN
FOR TRAINING PURPOSES ONLY
CAB PRESS CONT X TEST / CALIBRATION TEST OK
RESET LFES - AUTO
< RETURN
PRINT *
PRINT *
< RETURN
PRINT *
21MCDU04
21MCDU04
21-66
TEST / CALIBRATION
IN PROGRESS (20-------90S)
< RETURN
RESET LFES - AUTO
< RETURN
CAB PRESS CONT X
LFES ---------------- SET TO 14000FT
LFES ---------------- SET TO 14000FT
CAB PRESS CONT X
CAB PRESS CONT X
AIR COND
AIR COND
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - Aft Cargo Heat Report/Test
CFDS - Aft Cargo Heat Report/Test
SYSTEM REPORT / TEST
SYSTEM REPORT / TEST
CARGO HEAT CONT AFT
< LRU INDENTIFICATION < LAST LEG CLASS 3 FAULTS < GROUND REPORT < RETURN
CARGO HEAT CONT AFT
LAST LEG CLASS 3 FAULTS DATE: MAY 14
GROUND REPORT
< RETURN
PRINT *
< RETURN
FOR TRAINING PURPOSES ONLY
< LAST LEG CLASS 3 FAULTS < GROUND REPORT < RETURN
LAST LEG CLASS 3 FAULTS DATE: MAY 14
< RETURN
PRINT *
CARGO HEAT CONT AFT GROUND REPORT
DATE GMT ATA CLASS CARGO HEAT CONT 0204 3919 21-43-34 1
NO FAULTS
PRINT *
< RETURN
PRINT *
21MCDU05
21MCDU05
JUN 97
< LRU INDENTIFICATION
CARGO HEAT CONT AFT
DATE GMT ATA CLASS CARGO HEAT CONT 0204 3919 21-43-34 1
NO FAULTS
< LAST LEG REPORT < PREVIOUS LEG REPORT
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
< LAST LEG REPORT < PREVIOUS LEG REPORT
CARGO HEAT CONT AFT
CARGO HEAT CONT AFT
AIR COND
AIR COND
< CPC 1 < CPC 2 < TEMP CTL < AEVC < AFT CHC < RETURN
21-67 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-67
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flow Control and Indication
Flow Control and Indication
21-68 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-68
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
AIR CONDITIONING COMPONENT LOCATIONS
Air Cooling System
Air Cooling System JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
21-69 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-69
UNITED AIRLINES
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A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flow Control Valve - General View
Flow Control Valve - General View
21-70 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-70
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Ozone Filter
Ozone Filter JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
21-71 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Emergency Ram Air Inlet
Emergency Ram Air Inlet
21-72 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pack Temperature Control (Sheet 1)
Pack Temperature Control (Sheet 1) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
21-73 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pack Temperature Control (Sheet 2)
Pack Temperature Control (Sheet 2)
21-74 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
AIR CONDITIONING COMPONENT LOCATIONS
Flight Deck and Cabin Temperature Control (Sheet 1)
Flight Deck and Cabin Temperature Control (Sheet 1) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
21-75 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
AIR CONDITIONING COMPONENT LOCATIONS
Flight Deck and Cabin Temperature Control (Sheet 2)
Flight Deck and Cabin Temperature Control (Sheet 2)
21-76 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
AIR CONDITIONING COMPONENT LOCATIONS
Flight Deck and Cabin Temperature Control (Sheet 3)
Flight Deck and Cabin Temperature Control (Sheet 3) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
21-77 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-77
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
AIR CONDITIONING COMPONENT LOCATIONS
Air Distribution and Recirculation (Sheet 1)
Air Distribution and Recirculation (Sheet 1)
21-78 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-78
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
AIR CONDITIONING COMPONENT LOCATIONS
Air Distribution and Recirculation (Sheet 2)
Air Distribution and Recirculation (Sheet 2) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
21-79 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
AIR CONDITIONING COMPONENT LOCATIONS
Lavatory and Galley Ventilation System
Lavatory and Galley Ventilation System
21-80 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
FIN
FUNCTIONAL DESIGNATION
A319/A320 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
PANEL ZONE
2140HM CHECK VALVE-AVNCS VENT 2150HM CHECK VALVE-AIR INLET, AVNCS VENT
AIR CONDITIONING
128
ACCESS DOOR
ATA REF.
844AR
21-26-41
FIN
FUNCTIONAL DESIGNATION
2140HM CHECK VALVE-AVNCS VENT 2150HM CHECK VALVE-AIR INLET, AVNCS VENT
TBD
PANEL ZONE 128
ACCESS DOOR
ATA REF.
844AR
21-26-41
TBD
2081HM DEMISTER-AVNCS VENT FILTER
127
21-20-00
2081HM DEMISTER-AVNCS VENT FILTER
127
2082HM CARTRIDGE-AVNCS VENT FILTER
127
21-20-00
2082HM CARTRIDGE-AVNCS VENT FILTER
127
21-20-00
2083HM HOUSING-AVNCS VENT FILTER
127
21-20-00
2083HM HOUSING-AVNCS VENT FILTER
127
21-20-00
10HQ
AEVC
128
824AR
21-26-34
10HQ
AEVC
128
824AR
15HQ
VALVE-SKIN AIR INLET, AVNCS VENT
127
812
21-26-52
15HQ
VALVE-SKIN AIR INLET, AVNCS VENT
127
812
21-26-52
16HQ
VALVE-SKIN EXCHANGER INLET BYPASS, AVNCS VENT
128
127AF
21-26-55
16HQ
VALVE-SKIN EXCHANGER INLET BYPASS, AVNCS VENT
128
127AF
21-26-55
17HQ
PRESS SW-BLOWER FAN, AVNCS VENT
121
811AB
21-26-11
17HQ
PRESS SW-BLOWER FAN, AVNCS VENT
121
811AB
21-26-11
18HQ
FAN-EXTRACT, AVNCS VENT
128
842AR
21-26-51
18HQ
FAN-EXTRACT, AVNCS VENT
128
842AR
21-26-51
19HQ
PRESS SW-BLOWER FAN, AVNCS VENT
127
842AR
21-26-11
19HQ
PRESS SW-BLOWER FAN, AVNCS VENT
127
842AR
21-26-11
20HQ
FAN-BLOWER, AVNCS VENT
128
824AR
21-26-51
20HQ
FAN-BLOWER, AVNCS VENT
128
824AR
21-26-51
21HQ
VALVE-COND AIR INLET, AVNCS VENT
127
824AR
21-26-54
21HQ
VALVE-COND AIR INLET, AVNCS VENT
127
824AR
21-26-54
22HQ
VALVE-SKIN AIR OUTLET, AVNCS VENT
126
822AR
21-26-53
22HQ
VALVE-SKIN AIR OUTLET, AVNCS VENT
126
822AR
21-26-53
23HQ
VALVE-SKIN EXCHANGER OUTLET BYPASS, AVNCS VENT
125
812
21-26-55
23HQ
VALVE-SKIN EXCHANGER OUTLET BYPASS, AVNCS VENT
125
812
21-26-55
24HQ
VALVE-SKIN EXCHANGER ISOL, AVNCS VENT
126
822
21-26-55
24HQ
VALVE-SKIN EXCHANGER ISOL, AVNCS VENT
126
822
21-26-55
26HQ
SENSOR-DUCT TEMP, AVNCS VENT
128
824AR
21-26-12
26HQ
SENSOR-DUCT TEMP, AVNCS VENT
128
824AR
21-26-12
28HQ
SENSOR-SKIN TEMP, AVNCS VENT
126
822AR
21-26-13
28HQ
SENSOR-SKIN TEMP, AVNCS VENT
126
822AR
21-26-13
30HQ
PRESS SW-EXTRACT FAN, AVNCS VENT
128
824AR
21-26-11
30HQ
PRESS SW-EXTRACT FAN, AVNCS VENT
128
824AR
21-26-11
1WA
DET-SMOKE, AVNCS COMPT
128
824AR
26-15-15
1WA
DET-SMOKE, AVNCS COMPT
128
824AR
26-15-15
88VU
FOR TRAINING PURPOSES ONLY
21-26-34
Avionics Equipment Ventilation (Sheet 1)
Avionics Equipment Ventilation (Sheet 1) JUN 97
88VU
21-20-00
21-81 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
AIR CONDITIONING COMPONENT LOCATIONS
Avionics Equipment Ventilation (Sheet 2)
Avionics Equipment Ventilation (Sheet 2)
21-82 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-82
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
AIR CONDITIONING COMPONENT LOCATIONS
Avionics Equipment Ventilation (Sheet 3)
Avionics Equipment Ventilation (Sheet 3) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
21-83 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
Aft Cargo Compartment Ventilation and Heating System (Sheet 1 - A320)
21-84
AIR CONDITIONING
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Aft Cargo Compartment Ventilation and Heating System (Sheet 1 - A320)
21-84
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
Aft Cargo Compartment Ventilation and Heating System (Sheet 2 - A320) JUN 97
AIR CONDITIONING
21-85 A320 LIMITATION 1 AND 9 COURSE
Aft Cargo Compartment Ventilation and Heating System (Sheet 2 - A320) JUN 97
21-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AIR CONDITIONING
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pressure Control System (Sheet 1)
Pressure Control System (Sheet 1)
21-86 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
JUN 97 A320 LIMITATION 1 AND 9 COURSE
21-86
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AIR CONDITIONING
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Pressure Control System (Sheet 2)
Pressure Control System (Sheet 2) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AIR CONDITIONING
21-87 A320 LIMITATION 1 AND 9 COURSE
JUN 97
21-87
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION GENERAL ...................................................................................................1 Flight Management Guidance System ..................................................2 FLIGHT GUIDANCE ................................................................................5 Managed Modes .................................................................................... Selected Modes .....................................................................................6 Flight Mode Annunciator ......................................................................6 AUTOPILOT/FLIGHT DIRECTOR (AP/FD) ........................................10 Autopilot Engagement Criteria .............................................................10 Soft Altitude ..........................................................................................11 Autopilot Disengagement Criteria ........................................................11 Auto Control/Manual Control ...............................................................12 AFS/EFCS Interface .............................................................................13 Rudder Control ......................................................................................14 Pitch Control .........................................................................................15 Aileron Control .....................................................................................16 Spoiler Control ......................................................................................17 Nose Wheel Control ..............................................................................18 Flight Management Guidance Computer (FMGC) Power Supply .......19 Flight Control Unit (FCU) Power Supply .............................................20 MCDU & Data Loader Power Supply ..................................................21 Autopilot Disconnect Circuit ................................................................22 Autothrust Instinctive Disconnect Circuit ............................................22 Sidestick lock Solenoid Circuit .............................................................23 Rudder Artificial Feel Solenoid Circuit.................................................23 ALTITUDE ALERT SYSTEM .................................................................25 AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES .......................26 HDG/TRK Mode ..................................................................................26 NAV Mode at Take-Off ........................................................................27 Engagement of NAV Mode (HDG TRK Selector Knob) .....................28 NAV Mode (DIRECT TO) ...................................................................29 LOC Mode ............................................................................................30 ALT ACQ Mode ...................................................................................31 ALT ACQ Mode - Altitude Change During Armin Phase ...................32 ALT ACQ Mode - Altitude Change During Capture Mode .................33 AP Engagement With FD in ALT Mode ..............................................34 V/S FPA Mode Selection ......................................................................35 V/S Mode Engagement - V/S Selector Knob .......................................36 Altitude Hold Through V/S FPA Mode ................................................37 OPEN CLB Mode - ALT SEL > Current Altitude ...............................38 OPEN CLB - ALT SEL < Current Alltitude ........................................39 OPEN CLB Mode - V/S Demand Above Performance Capability ......40 OPEN DES Mode - ALT SEL < Current Altitude ...............................41
DESCRIPTION & OPERATION GENERAL .................................................................................................. 1 Flight Management Guidance System .................................................. 2 FLIGHT GUIDANCE ................................................................................ 5 Managed Modes .................................................................................... Selected Modes ..................................................................................... 6 Flight Mode Annunciator ..................................................................... 6 AUTOPILOT/FLIGHT DIRECTOR (AP/FD) ....................................... 10 Autopilot Engagement Criteria ............................................................. 10 Soft Altitude .......................................................................................... 11 Autopilot Disengagement Criteria ........................................................ 11 Auto Control/Manual Control ............................................................... 12 AFS/EFCS Interface ............................................................................. 13 Rudder Control ..................................................................................... 14 Pitch Control ......................................................................................... 15 Aileron Control ..................................................................................... 16 Spoiler Control ...................................................................................... 17 Nose Wheel Control ............................................................................. 18 Flight Management Guidance Computer (FMGC) Power Supply ....... 19 Flight Control Unit (FCU) Power Supply ............................................ 20 MCDU & Data Loader Power Supply .................................................. 21 Autopilot Disconnect Circuit ................................................................ 22 Autothrust Instinctive Disconnect Circuit ............................................ 22 Sidestick lock Solenoid Circuit ............................................................ 23 Rudder Artificial Feel Solenoid Circuit................................................. 23 ALTITUDE ALERT SYSTEM ................................................................. 25 AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES ....................... 26 HDG/TRK Mode .................................................................................. 26 NAV Mode at Take-Off ........................................................................ 27 Engagement of NAV Mode (HDG TRK Selector Knob) ..................... 28 NAV Mode (DIRECT TO) ................................................................... 29 LOC Mode ............................................................................................ 30 ALT ACQ Mode ................................................................................... 31 ALT ACQ Mode - Altitude Change During Armin Phase ................... 32 ALT ACQ Mode - Altitude Change During Capture Mode ................. 33 AP Engagement With FD in ALT Mode .............................................. 34 V/S FPA Mode Selection ...................................................................... 35 V/S Mode Engagement - V/S Selector Knob ....................................... 36 Altitude Hold Through V/S FPA Mode ................................................ 37 OPEN CLB Mode - ALT SEL > Current Altitude ............................... 38 OPEN CLB - ALT SEL < Current Alltitude ........................................ 39 OPEN CLB Mode - V/S Demand Above Performance Capability ...... 40 OPEN DES Mode - ALT SEL < Current Altitude ............................... 41
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
22-i A320 LIMITATION 1 AND 9 COURSE
22-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION Cont. EXP CLB - Aircraft Altitude < Selected Altitude ................................ 42 EXP DES - Aircraft Altitude > Selected Altitude ................................ 43 EXPED Mode - Disengagement By Selected Speed Selection ............ 44 Managed Level Change - A/C Altitude < Selected Altitude ................ 45 CLB Mode in Take-Off Phase .............................................................. 46 AUTOPILOT/FLIGHT DIRECTOR COMMON MODES ................... 47 Take-Off With NAV Modes ................................................................. 47 Take-Off With Heading Preset ............................................................. 48 ILS Approach ........................................................................................ 49 AREA NAV Approach ......................................................................... 50 GO AROUND Mode ............................................................................ 51 AUTOTHRUST .......................................................................................... 52 Thrust Setting ........................................................................................ 54 Autothrust Logic ................................................................................... 57 Autothrust Engagement ........................................................................ 58 Autothrust Modes ................................................................................. 58 Alpha Floor Protection ......................................................................... 60 FLIGHT AUGMENTATION .................................................................... 62 Rudder Travel Limitation ..................................................................... 64 Rudder Trim .......................................................................................... 66 Yaw Damper ......................................................................................... 68 FLIGHT ENVELOPE PROTECTION .................................................... 70 FAC Characteristic Speed Data ............................................................ 72 FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY ... 74 Flight Augmentation System (FAC) 28 VDC Power Supply ............... 74 Flight Augmentation System (FAC) 26VAC Power Supply ............... 75 Flight Augmentation System (FAC) Hydraulic Power Supply ........... 76 FLIGHT MANAGEMENT & GUIDANCE SYSTEM (FMGS) ............ 77 Flight Management and Guidance Computers (FMGC) ...................... 77 FMGC Operation .................................................................................. 78 Flight Management NAV Architecture ................................................ 80 Fight Management Ssystem RAD NAV Architecture .......................... 81 FMGS Position Computation ............................................................... 82 Flight Plan Indication ........................................................................... 84 FLIGHT PLANNING ................................................................................ 85 Flight Plan ............................................................................................. 85 Navigation Data Base ........................................................................... 85 Lateral Flight Plan ................................................................................ 85 Vertical Flight Plan ............................................................................... 86 Performance .......................................................................................... 86 MCDU Failure ...................................................................................... 86
DESCRIPTION & OPERATION Cont. EXP CLB - Aircraft Altitude < Selected Altitude ................................ 42 EXP DES - Aircraft Altitude > Selected Altitude ................................ 43 EXPED Mode - Disengagement By Selected Speed Selection ............ 44 Managed Level Change - A/C Altitude < Selected Altitude ................ 45 CLB Mode in Take-Off Phase .............................................................. 46 AUTOPILOT/FLIGHT DIRECTOR COMMON MODES ................... 47 Take-Off With NAV Modes ................................................................. 47 Take-Off With Heading Preset ............................................................. 48 ILS Approach ....................................................................................... 49 AREA NAV Approach ......................................................................... 50 GO AROUND Mode ............................................................................ 51 AUTOTHRUST .......................................................................................... 52 Thrust Setting ....................................................................................... 54 Autothrust Logic ................................................................................... 57 Autothrust Engagement ........................................................................ 58 Autothrust Modes ................................................................................. 58 Alpha Floor Protection ......................................................................... 60 FLIGHT AUGMENTATION ................................................................... 62 Rudder Travel Limitation ..................................................................... 64 Rudder Trim ......................................................................................... 66 Yaw Damper ......................................................................................... 68 FLIGHT ENVELOPE PROTECTION .................................................... 70 FAC Characteristic Speed Data ............................................................ 72 FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY .. 74 Flight Augmentation System (FAC) 28 VDC Power Supply ............... 74 Flight Augmentation System (FAC) 26VAC Power Supply ............... 75 Flight Augmentation System (FAC) Hydraulic Power Supply ........... 76 FLIGHT MANAGEMENT & GUIDANCE SYSTEM (FMGS) ........... 77 Flight Management and Guidance Computers (FMGC) ...................... 77 FMGC Operation .................................................................................. 78 Flight Management NAV Architecture ................................................ 80 Fight Management Ssystem RAD NAV Architecture ......................... 81 FMGS Position Computation ............................................................... 82 Flight Plan Indication ........................................................................... 84 FLIGHT PLANNING ................................................................................ 85 Flight Plan ............................................................................................. 85 Navigation Data Base ........................................................................... 85 Lateral Flight Plan ................................................................................ 85 Vertical Flight Plan ............................................................................... 86 Performance .......................................................................................... 86 MCDU Failure ...................................................................................... 86
22-ii
22-ii
FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION Cont. DATABASE LOADING ............................................................................88 LANDING CAPABILITIES ......................................................................90 Removal of FD Bars .............................................................................91 Autoflight Warnings .............................................................................91 AFS MAINTENANCE SYSTEM ..............................................................92 Fault Isolation Detection System (FIDS) ..............................................92 CONTROLS & INDICATIONS FLIGHT CONTROL UNIT (FCU) ...........................................................93 EFIS CONTROL PANEL ..........................................................................98 THROTTLES ..............................................................................................99 ECAM INDICATIONS ..............................................................................100 AUTOLAND WARNING ..........................................................................101 MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) .................102 MCDU FUNCTION & MODE KEYS ......................................................104 MCDU PAGE FORMAT ...........................................................................106 FLIGHT MODE ANNUNCIATOR (FMA) INDICATIONS .................115 PFD FLIGHT MODE ANNUNCIATIONS .............................................116 Autothrottle Annunciations (FMA Column 1) .................................117 Autopilot / Flight Director Vertical Modes (FMA Column 2).........118 Autopilot / Flight Director Lateral Modes (FMA Column 3) ..........120 AP/FD LAT & Vertical Combined Mode (FMA Columns 2 & 3) .120 Second Line (Armed Lateral Modes) ................................................120 Approach Capabilities (FMA Column 4) ..........................................121 Autopilot / Autothrottle Engagement Status (FMA Column 5) .....121 Special Messages (FMA Column 2 and 3) ........................................122 CFDS - AFS System/Report Test ..............................................................123 AFS Last Leg Report ..................................................................................124 AFS Previous Leg Report ..........................................................................125 AFS Ground Scan .......................................................................................126 AFS Windshear Test ...................................................................................127 AFS Maintenance Procedure .....................................................................128 AFS Test .......................................................................................................129 AFS Land Test ............................................................................................130 COMPONENT LOCATION AFS Component Layout ...............................................................................132 AFS Computers ............................................................................................134 Flight Augmentation Computer (FAC) ........................................................135 Flight Management Guidance Compter (FMGC) .........................................136
DESCRIPTION & OPERATION Cont. DATABASE LOADING ............................................................................ 88 LANDING CAPABILITIES ...................................................................... 90 Removal of FD Bars ............................................................................. 91 Autoflight Warnings ............................................................................. 91 AFS MAINTENANCE SYSTEM ............................................................. 92 Fault Isolation Detection System (FIDS) ............................................. 92 CONTROLS & INDICATIONS FLIGHT CONTROL UNIT (FCU) .......................................................... 93 EFIS CONTROL PANEL ......................................................................... 98 THROTTLES ............................................................................................. 99 ECAM INDICATIONS .............................................................................. 100 AUTOLAND WARNING .......................................................................... 101 MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) ................ 102 MCDU FUNCTION & MODE KEYS ...................................................... 104 MCDU PAGE FORMAT ........................................................................... 106 FLIGHT MODE ANNUNCIATOR (FMA) INDICATIONS ................. 115 PFD FLIGHT MODE ANNUNCIATIONS ............................................. 116 Autothrottle Annunciations (FMA Column 1) ................................. 117 Autopilot / Flight Director Vertical Modes (FMA Column 2)......... 118 Autopilot / Flight Director Lateral Modes (FMA Column 3).......... 120 AP/FD LAT & Vertical Combined Mode (FMA Columns 2 & 3) . 120 Second Line (Armed Lateral Modes) ................................................ 120 Approach Capabilities (FMA Column 4) .......................................... 121 Autopilot / Autothrottle Engagement Status (FMA Column 5) ..... 121 Special Messages (FMA Column 2 and 3) ........................................ 122 CFDS - AFS System/Report Test .............................................................. 123 AFS Last Leg Report .................................................................................. 124 AFS Previous Leg Report .......................................................................... 125 AFS Ground Scan ....................................................................................... 126 AFS Windshear Test .................................................................................. 127 AFS Maintenance Procedure ..................................................................... 128 AFS Test ....................................................................................................... 129 AFS Land Test ............................................................................................ 130 COMPONENT LOCATION AFS Component Layout ............................................................................... 132 AFS Computers ............................................................................................ 134 Flight Augmentation Computer (FAC) ........................................................ 135 Flight Management Guidance Compter (FMGC) ........................................ 136
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
22-iii A320 LIMITATION 1 AND 9 COURSE
22-iii
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION GENERAL The autoflight system (AFS) is made up of the Flight Management and Guidance System (FMGS) and the Flight Augmentation Computers (FACs). The FMGS performs the following functions: - autopilot (AP), - flight director (FD), - autothrust (A/THR), - flight management which includes navigation, performance and processing of displays. The FAC performs the following functions: - yaw damper, - rudder travel limiting, - monitoring of the flight envelope and computations of maneuvering speed, - yaw autopilot order using power loops of yaw damper and rudder trim, - FAC 1: BITE function of the autoflight system (AFS). The actuators associated with the FAC are directly connected to the flight controls. All the autoflight controls and displays are located on the glareshield, overhead panel, maintenance panel and center pedestal in the cockpit. Digital data buses provide interconnections between the computers, control units and sensors. The interconnection between the FACs, the FMGCs and the peripherals makes sure that a single failure of a peripheral has no effect on the AFS/FMS functions. The Auto Flight System provides the crew with functions reducing their workload and improving the safety and the regularity of the flight. The Auto Flight System (AFS) calculates orders to automatically control the flight controls and engines by computing orders then sending them to the Electrical Flight Control System (EFCS)
JUN 97 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION and to the Full Authority Digital Engine Control (FADEC) system. When the AFS is not active, the above mentioned components are controlled by the same systems, but orders are generated by specific devices such as side sticks and thrust levers. A fundamental function of the AFS is to calculate the position of the aircraft. When computing A/C position, the system uses several aircraft sensors (ex. VOR, DME). Aircraft control is AUTOMATIC (Autopilot or Autothrust), or MANUAL (crew action on side stick or on thrust levers). Aircraft guidance is MANAGED (targets are provided by the FMGC), or SELECTED (guidance targets are selected by the crew through the FCU). Flight management and flight guidance, are mainly controlled from the Multipurpose Control and Display Unit and Flight Control Unit. Before departure on the Multipurpose Control and Display Unit (MCDU) the crew selects the flight plan, which will be followed later on by the aircraft. In flight, on the Flight Control Unit (FCU), the crew can engage the autopilot and can modify different flight parameters leading to a change in the control of the aircraft. The system has several flight plans in its memory, and they are predetermined by the airline. A flight plan comprises a complete flight from departure to arrival, the various elements and constraints for the route the aircraft must fly along, from take off to landing. It includes vertical information and all intermediate waypoints and can be displayed on the instruments (CRTs). A flight plan can be selected, built up, modified and monitored through the MCDU. The database must updated.
22-1 A320 LIMITATION 1 AND 9 COURSE
GENERAL The autoflight system (AFS) is made up of the Flight Management and Guidance System (FMGS) and the Flight Augmentation Computers (FACs). The FMGS performs the following functions: - autopilot (AP), - flight director (FD), - autothrust (A/THR), - flight management which includes navigation, performance and processing of displays. The FAC performs the following functions: - yaw damper, - rudder travel limiting, - monitoring of the flight envelope and computations of maneuvering speed, - yaw autopilot order using power loops of yaw damper and rudder trim, - FAC 1: BITE function of the autoflight system (AFS). The actuators associated with the FAC are directly connected to the flight controls. All the autoflight controls and displays are located on the glareshield, overhead panel, maintenance panel and center pedestal in the cockpit. Digital data buses provide interconnections between the computers, control units and sensors. The interconnection between the FACs, the FMGCs and the peripherals makes sure that a single failure of a peripheral has no effect on the AFS/FMS functions. The Auto Flight System provides the crew with functions reducing their workload and improving the safety and the regularity of the flight. The Auto Flight System (AFS) calculates orders to automatically control the flight controls and engines by computing orders then sending them to the Electrical Flight Control System (EFCS)
JUN 97
and to the Full Authority Digital Engine Control (FADEC) system. When the AFS is not active, the above mentioned components are controlled by the same systems, but orders are generated by specific devices such as side sticks and thrust levers. A fundamental function of the AFS is to calculate the position of the aircraft. When computing A/C position, the system uses several aircraft sensors (ex. VOR, DME). Aircraft control is AUTOMATIC (Autopilot or Autothrust), or MANUAL (crew action on side stick or on thrust levers). Aircraft guidance is MANAGED (targets are provided by the FMGC), or SELECTED (guidance targets are selected by the crew through the FCU). Flight management and flight guidance, are mainly controlled from the Multipurpose Control and Display Unit and Flight Control Unit. Before departure on the Multipurpose Control and Display Unit (MCDU) the crew selects the flight plan, which will be followed later on by the aircraft. In flight, on the Flight Control Unit (FCU), the crew can engage the autopilot and can modify different flight parameters leading to a change in the control of the aircraft. The system has several flight plans in its memory, and they are predetermined by the airline. A flight plan comprises a complete flight from departure to arrival, the various elements and constraints for the route the aircraft must fly along, from take off to landing. It includes vertical information and all intermediate waypoints and can be displayed on the instruments (CRTs). A flight plan can be selected, built up, modified and monitored through the MCDU. The database must updated.
22-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Flight Management Guidance System The FMGS is a dual type system for the autopilot and autothrust functions. In cruise mode only one autopilot can be engaged. Both APs can be engaged (through the AP l and AP 2 pushbutton switches located on the FCU) as soon as ILS approach mode is selected. AP l has priority, AP 2 is in standby (the ELACs and the FACs use the AP l commands first and switch on the AP 2 command in case of AP l disengagement). A single A/THR pushbutton switch located on the FCU enables engagement of the autothrust function. Both A/THRs are always engaged at the same time, but only one (A/THR 1 or A/THR 2) is active depending on AP and FD engagement status. The flight director is active when the aircraft electrical network is energized. After power-up, the associated FD pushbutton switches on CAPT and F/O EFIS control sections come on. FMGC 1 normally drives the FD symbols (crossed bars or yaw bar or flight path director symbols) on Capt PFD and the FMGC 2 normally drives the FD symbols on F/O PFD. In case of the failure of one FMGC, the remaining FMGC drives the FD symbols on both PFDs. The flight management system is available when the aircraft electrical network is energized. The FMGCs work normally in dual mode on the master/slave concept. Both FMGCs perform the same functions simultaneously and use all crew inputs on MCDU 1 or 2.
22-2 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The flight management functions are performed by normally using the system input of the associated side (1 or 2). The slave system synchronizes on the master system for the initialization of flight planning, modification and sequencing, the performance modes, the guidance modes and radio navigation. The results are compared and, in case of discrepancy, the MCDU displays messages (position, weight, target speeds). The FMGC 1 and 2 send autopilot orders through output buses to the ELACs. The ELACs then transmit deflection commands to the surfaces on the pitch and roll axes. The ELACs use the buses from the FMGC 1 or FMGC 2 according to the autopilot engaged (AP l has priority when both APs are engaged in ILS approach). The FMGC 1 and 2 send autopilot orders to the FACs which control both yaw damper servo actuators (transient commands) and rudder trim actuator (permanent commands). The FACs use the same priority logic as the ELACs. The FACs send yaw damper commands to two hydraulic servo actuators (one per FAC). They also send commands to four electrical actuators for rudder trim and rudder travel limiting (one per FAC and per function). All the servomotors operate using an automatic changeover logic in the event of a failure. The FMGCs compute and transmit data to the engines through the FCU, EIU and EEC digital data buses. To consolidate engine data, the FMGC having priority compares the output parameters from the Flight Control Unit (FCU) with its own available data by means of comparison logic.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Flight Management Guidance System The FMGS is a dual type system for the autopilot and autothrust functions. In cruise mode only one autopilot can be engaged. Both APs can be engaged (through the AP l and AP 2 pushbutton switches located on the FCU) as soon as ILS approach mode is selected. AP l has priority, AP 2 is in standby (the ELACs and the FACs use the AP l commands first and switch on the AP 2 command in case of AP l disengagement). A single A/THR pushbutton switch located on the FCU enables engagement of the autothrust function. Both A/THRs are always engaged at the same time, but only one (A/THR 1 or A/THR 2) is active depending on AP and FD engagement status. The flight director is active when the aircraft electrical network is energized. After power-up, the associated FD pushbutton switches on CAPT and F/O EFIS control sections come on. FMGC 1 normally drives the FD symbols (crossed bars or yaw bar or flight path director symbols) on Capt PFD and the FMGC 2 normally drives the FD symbols on F/O PFD. In case of the failure of one FMGC, the remaining FMGC drives the FD symbols on both PFDs. The flight management system is available when the aircraft electrical network is energized. The FMGCs work normally in dual mode on the master/slave concept. Both FMGCs perform the same functions simultaneously and use all crew inputs on MCDU 1 or 2.
22-2
The flight management functions are performed by normally using the system input of the associated side (1 or 2). The slave system synchronizes on the master system for the initialization of flight planning, modification and sequencing, the performance modes, the guidance modes and radio navigation. The results are compared and, in case of discrepancy, the MCDU displays messages (position, weight, target speeds). The FMGC 1 and 2 send autopilot orders through output buses to the ELACs. The ELACs then transmit deflection commands to the surfaces on the pitch and roll axes. The ELACs use the buses from the FMGC 1 or FMGC 2 according to the autopilot engaged (AP l has priority when both APs are engaged in ILS approach). The FMGC 1 and 2 send autopilot orders to the FACs which control both yaw damper servo actuators (transient commands) and rudder trim actuator (permanent commands). The FACs use the same priority logic as the ELACs. The FACs send yaw damper commands to two hydraulic servo actuators (one per FAC). They also send commands to four electrical actuators for rudder trim and rudder travel limiting (one per FAC and per function). All the servomotors operate using an automatic changeover logic in the event of a failure. The FMGCs compute and transmit data to the engines through the FCU, EIU and EEC digital data buses. To consolidate engine data, the FMGC having priority compares the output parameters from the Flight Control Unit (FCU) with its own available data by means of comparison logic.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
AFS System Diagram
AFS System Diagram
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-3 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION There are no servo actuators for the autopilot and the autothrust functions. The side stick controllers and the throttle control levers do not move when the autopilot and the A/THR are engaged. The FAC is a dual type system for yaw damper, rudder trim and rudder travel functions. FACs 1 and 2 can be engaged at the same time through FAC 1 and FAC 2 pushbutton switches on the overhead panel. Only one system is active at a time: FAC 1 has priority, FAC 2 being in standby and synchronized on FAC 1 orders. An automatic changeover to FAC 2 occurs in case of disengagement or failure of FAC 1. Partial changeover function per function (yaw damper, rudder trim, RTL) is possible. When the aircraft electrical network is energized, flight envelope monitoring and computation of maneuvering speeds operate independently of the FAC pushbutton switches. The FACs provide windshear and low energy warnings and flight envelope protection. FMGC 1 and Capt PFD normally use data from FAC 1 while FMGC 2 and F/O PFD normally use data from FAC 2. In the event of failure, the FMGCs and the PFDs use the data from the active FAC. FAC 1 performs the BITE function of the whole AFS/FMS. Each computer includes its own BITE function and is linked to FAC 1. The MCDU (linked to the CFDIU) displays the content of the maintenance data and allows tests to be performed on
22-4 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION the AFS system. The AFS system is composed of both lateral functions and vertical functions. The main lateral functions are: - aircraft position determination, - IRS alignment through the MCDU, - automatic or manual selection (through MCDU) selection of VOR, DME, ILS and ADF frequencies, - guidance computation along the lateral flight plan, - a navigation database provides all necessary information to build a flight plan with provisions for modifications. The main vertical functions are: - optimized speed computation; which is then used as a reference for the guidance functions, - performance predictions such as time, fuel, altitude, wind at various points of the flight, - guidance computation along the vertical flight plan, - a performance database provides information based on airframe and engine specifications. Various displays are used to present Auto Flight system data and information. The main displays presenting Auto Flight System (AFS) information are: - Multipurpose Control and Display Unit, - Flight Control Unit (FCU), - Primary Flight Display (PFD), - Navigation Display (ND), - Engine/Warning Display (EWD), - ECAM Status Display page (SD).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
There are no servo actuators for the autopilot and the autothrust functions. The side stick controllers and the throttle control levers do not move when the autopilot and the A/THR are engaged. The FAC is a dual type system for yaw damper, rudder trim and rudder travel functions. FACs 1 and 2 can be engaged at the same time through FAC 1 and FAC 2 pushbutton switches on the overhead panel. Only one system is active at a time: FAC 1 has priority, FAC 2 being in standby and synchronized on FAC 1 orders. An automatic changeover to FAC 2 occurs in case of disengagement or failure of FAC 1. Partial changeover function per function (yaw damper, rudder trim, RTL) is possible. When the aircraft electrical network is energized, flight envelope monitoring and computation of maneuvering speeds operate independently of the FAC pushbutton switches. The FACs provide windshear and low energy warnings and flight envelope protection. FMGC 1 and Capt PFD normally use data from FAC 1 while FMGC 2 and F/O PFD normally use data from FAC 2. In the event of failure, the FMGCs and the PFDs use the data from the active FAC. FAC 1 performs the BITE function of the whole AFS/FMS. Each computer includes its own BITE function and is linked to FAC 1. The MCDU (linked to the CFDIU) displays the content of the maintenance data and allows tests to be performed on
22-4
the AFS system. The AFS system is composed of both lateral functions and vertical functions. The main lateral functions are: - aircraft position determination, - IRS alignment through the MCDU, - automatic or manual selection (through MCDU) selection of VOR, DME, ILS and ADF frequencies, - guidance computation along the lateral flight plan, - a navigation database provides all necessary information to build a flight plan with provisions for modifications. The main vertical functions are: - optimized speed computation; which is then used as a reference for the guidance functions, - performance predictions such as time, fuel, altitude, wind at various points of the flight, - guidance computation along the vertical flight plan, - a performance database provides information based on airframe and engine specifications. Various displays are used to present Auto Flight system data and information. The main displays presenting Auto Flight System (AFS) information are: - Multipurpose Control and Display Unit, - Flight Control Unit (FCU), - Primary Flight Display (PFD), - Navigation Display (ND), - Engine/Warning Display (EWD), - ECAM Status Display page (SD).
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION FLIGHT GUIDANCE Each FMGC is made of two parts: - The Flight Management Part (FM), - The Flight Guidance Part (FG). The Flight Management part provides functions related to flight plan definition, revision and monitoring. The flight guidance part provides functions related to aircraft control. The Flight Guidance portion of the FMGS utilizes the autopilots, flight directors, and autothrottle system to provide flight guidance. These functions work according to modes generally chosen on the FCU. The Management part of the FMGC is used as a reference source for the guidance part. There are two basic modes of flight guidance: "managed" and "selected." Managed modes are armed or engaged by pushing the respective knob on the Flight Control Unit (FCU). Selected modes are engaged by pulling on the respective knob on the FCU. The exception to this rule is that LNAV engages automatically if a "DIR TO" is selected on the MCDU. The operational use is based on the following principle: - the short term pilot orders are entered through the FCU, - the long term pilot orders are entered through the MCDU. This principle leads to two distinct operations : manual and automatic controls.
JUN 97 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION In manual control the aircraft is controlled using reference parameters entered by the pilot on the FCU (heading/track, vertical speed/flight path angle, speed/Mach, altitude). These parameters are taken into account (acquisition and then hold) as follows: - modification of the parameter by means of the corresponding selector knob on the FCU, - pull action on the selector knob. In automatic control the aircraft is controlled using reference parameters computed by the FMGC which takes into account the pilot data selected on the MCDU. When the corresponding selector knob on the FCU is pushed, a parameter is selected in automatic control and the following occurs: - the parameter value is shown by means of a dashed line (for altitude a value is always shown) - a white indicator light comes on near the corresponding reference display.
22-5 A320 LIMITATION 1 AND 9 COURSE
FLIGHT GUIDANCE Each FMGC is made of two parts: - The Flight Management Part (FM), - The Flight Guidance Part (FG). The Flight Management part provides functions related to flight plan definition, revision and monitoring. The flight guidance part provides functions related to aircraft control. The Flight Guidance portion of the FMGS utilizes the autopilots, flight directors, and autothrottle system to provide flight guidance. These functions work according to modes generally chosen on the FCU. The Management part of the FMGC is used as a reference source for the guidance part. There are two basic modes of flight guidance: "managed" and "selected." Managed modes are armed or engaged by pushing the respective knob on the Flight Control Unit (FCU). Selected modes are engaged by pulling on the respective knob on the FCU. The exception to this rule is that LNAV engages automatically if a "DIR TO" is selected on the MCDU. The operational use is based on the following principle: - the short term pilot orders are entered through the FCU, - the long term pilot orders are entered through the MCDU. This principle leads to two distinct operations : manual and automatic controls.
JUN 97
In manual control the aircraft is controlled using reference parameters entered by the pilot on the FCU (heading/track, vertical speed/flight path angle, speed/Mach, altitude). These parameters are taken into account (acquisition and then hold) as follows: - modification of the parameter by means of the corresponding selector knob on the FCU, - pull action on the selector knob. In automatic control the aircraft is controlled using reference parameters computed by the FMGC which takes into account the pilot data selected on the MCDU. When the corresponding selector knob on the FCU is pushed, a parameter is selected in automatic control and the following occurs: - the parameter value is shown by means of a dashed line (for altitude a value is always shown) - a white indicator light comes on near the corresponding reference display.
22-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Managed Modes Managed modes are used for lateral, vertical, and speed profiles as determined by the FMGS. These modes are considered "long-term" modes and are modified by entries on the MCDU. - Lateral Modes -Lateral Navigation -Localizer (LOC) -Approach Navigation on a nonprecision approach (APP NAV) -Runway (RWY) -Runway Track (RWY TRK) -Go Around Track (GA TRK) -Nosewheel steering on an autoland approach (ROLLOUT) - Vertical Modes -Vertical Navigation -Climb (CLB) -Descent (DES) -Speed Reference System for takeoff and go around (SRS) -Glide Slope (G/S) -Flight Path Angle on a nonprecision approach (FINAL APP) -FLARE (autoland approach) -Approach Navigation (APP NAV) -Altitude (ALT, ALT CST, ALT CRZ). NOTE: VNAV, CLB, DES, FINAL, and FINAL APP are only available if LNAV is engaged. - Speed Modes -Managed Speed/mach Selected Modes Selected modes are used for lateral, vertical, and speed commands. The airplane is flown according to commands selected by the crew on the FCU. These selections are considered "short-term" commands, and override managed modes.
22-6 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION - Lateral Modes - Heading (HDG) - Track (TRACK) - Vertical Modes -Open Climb (OP CLB) -Open Descent (OP DES) -Vertical Speed (V/S300) -Flight Path Angle (FPA3.05) -EXPEDITE (EXP CLB/EXP DES) -Altitude (ALT CRZ/ALT CST) Flight Mode Annunciator Information about modes and engagement status of guidance functions, plus some specific messages, are displayed on the Flight Mode Annunciator located at the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is divided into fives zones: A/THR information, vertical and AP/FD modes, landing capability, engagement status of guidance functions. Messages use the third line of the second and third zones. Five colors are used: - GREEN: A/THR and AP/FD active modes, - CYAN: AP/FD armed mode, A'THR engaged (not active), V/S, FPA, FLXTEMP, MDA, MDH and DH numeric values, selected Mach and speed, - WHITE: Flight Guidance function engaged, A/THR activated, landing categories, manual thrusts (surrounded by boxes) which are held when A/THR is not active, messages. Mode change and guidance function engagement make a white box appear for ten seconds, - AMBER: Messages, boxes around certain thrust modes, - RED: MAN PITCH TRIM ONLY message. Autopilot/Flight Director Controls/
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Managed Modes Managed modes are used for lateral, vertical, and speed profiles as determined by the FMGS. These modes are considered "long-term" modes and are modified by entries on the MCDU. - Lateral Modes -Lateral Navigation -Localizer (LOC) -Approach Navigation on a nonprecision approach (APP NAV) -Runway (RWY) -Runway Track (RWY TRK) -Go Around Track (GA TRK) -Nosewheel steering on an autoland approach (ROLLOUT) - Vertical Modes -Vertical Navigation -Climb (CLB) -Descent (DES) -Speed Reference System for takeoff and go around (SRS) -Glide Slope (G/S) -Flight Path Angle on a nonprecision approach (FINAL APP) -FLARE (autoland approach) -Approach Navigation (APP NAV) -Altitude (ALT, ALT CST, ALT CRZ). NOTE: VNAV, CLB, DES, FINAL, and FINAL APP are only available if LNAV is engaged. - Speed Modes -Managed Speed/mach Selected Modes Selected modes are used for lateral, vertical, and speed commands. The airplane is flown according to commands selected by the crew on the FCU. These selections are considered "short-term" commands, and override managed modes.
22-6
- Lateral Modes - Heading (HDG) - Track (TRACK) - Vertical Modes -Open Climb (OP CLB) -Open Descent (OP DES) -Vertical Speed (V/S300) -Flight Path Angle (FPA3.05) -EXPEDITE (EXP CLB/EXP DES) -Altitude (ALT CRZ/ALT CST) Flight Mode Annunciator Information about modes and engagement status of guidance functions, plus some specific messages, are displayed on the Flight Mode Annunciator located at the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is divided into fives zones: A/THR information, vertical and AP/FD modes, landing capability, engagement status of guidance functions. Messages use the third line of the second and third zones. Five colors are used: - GREEN: A/THR and AP/FD active modes, - CYAN: AP/FD armed mode, A'THR engaged (not active), V/S, FPA, FLXTEMP, MDA, MDH and DH numeric values, selected Mach and speed, - WHITE: Flight Guidance function engaged, A/THR activated, landing categories, manual thrusts (surrounded by boxes) which are held when A/THR is not active, messages. Mode change and guidance function engagement make a white box appear for ten seconds, - AMBER: Messages, boxes around certain thrust modes, - RED: MAN PITCH TRIM ONLY message.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Autopilot/Flight Director Controls/Indications
Indications JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-7 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Flight Control Unit (FCU)
Flight Control Unit (FCU)
22-8 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Flight Mode Annunciator (FMA)
Flight Mode Annunciator (FMA) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-9 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AUTOPILOT/FLIGHT DIRECTOR (AP/FD) The autopilot (AP) and the flight director (FD) functions are: - stabilization of the aircraft around its center of gravity when the AP/FD system holds vertical speed or flight path angle and heading or track, - acquisition and hold of a flight path, - guidance of the aircraft at takeoff by holding runway axis and speed (available in the FD as long as the aircraft is on ground), - automatic landing and go around. The autopilot gives orders to control: - the position of the control surfaces on the three axes: pitch, roll and yaw, - the position of the nose wheel. These orders are taken into account by these computers: - FACs, ELACs, SECs and BSCU. The flight director generates guidance orders used in manual control. These orders are displayed on the Primary Flight Displays (PFDs) through the Display Management Computers (DMCs). NOTE :The DMCs deliver the information to the EFIS display units. The warnings of the ECAM system and those on the glareshield are generated by the FWCs. Autopilot guidance modes are selected on the FCU and MCDU. Engagement is confirmed on the FMA. The autopilots utilize ailerons, spoilers, and elevators to achieve the desired flight profile. Rudder inputs, yaw damping, and rudder trim are computed by the FACs and are automatic with an autopilot engaged.
22-10 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The autopilot provides inputs to the nosewheel steering unit during the ROLLOUT mode of an autoland approach. The airplane has full autoland capability even on one engine. Autopilot Engagement Criteria The flight directors display FMGC and FCU commands on both PFDs. They come on automatically in the HDG/V/S mode (conventional crossbar display) when electrical power is applied to the aircraft electrical busses. A TRK/FPA mode is also available to display airplane track and vertical flight path angle information in place of the standard cross bars. FD pushbuttons located on the Flight Control Unit allow withdrawal of the FD from the PFDs. There are three flight director bars: - horizontal pitch bar, - vertical roll bar, - yaw bar. The pitch bar does not appear if there is no vertical active mode or in the roll out phase of land mode. The roll bar does not appear if there is no lateral mode active, roll out mode and runway mode up to 30 ft. The yaw bar only appears in runway mode up to 30 ft. radio altitude and during align or roll out phase of land mode. NOTE: If the aircraft is on the ground and no AP/FD mode is engaged, FD symbols are not displayed on the PFDs. One autopilot can be engaged on the ground if the engines are not running; it will disengage when the first engine is started. The airplane must be airborne for at least 5 seconds before an autopilot can be engaged in flight
JUN 97 A320 LIMITATION 1 AND 9 COURSE
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) The autopilot (AP) and the flight director (FD) functions are: - stabilization of the aircraft around its center of gravity when the AP/FD system holds vertical speed or flight path angle and heading or track, - acquisition and hold of a flight path, - guidance of the aircraft at takeoff by holding runway axis and speed (available in the FD as long as the aircraft is on ground), - automatic landing and go around. The autopilot gives orders to control: - the position of the control surfaces on the three axes: pitch, roll and yaw, - the position of the nose wheel. These orders are taken into account by these computers: - FACs, ELACs, SECs and BSCU. The flight director generates guidance orders used in manual control. These orders are displayed on the Primary Flight Displays (PFDs) through the Display Management Computers (DMCs). NOTE :The DMCs deliver the information to the EFIS display units. The warnings of the ECAM system and those on the glareshield are generated by the FWCs. Autopilot guidance modes are selected on the FCU and MCDU. Engagement is confirmed on the FMA. The autopilots utilize ailerons, spoilers, and elevators to achieve the desired flight profile. Rudder inputs, yaw damping, and rudder trim are computed by the FACs and are automatic with an autopilot engaged.
22-10
The autopilot provides inputs to the nosewheel steering unit during the ROLLOUT mode of an autoland approach. The airplane has full autoland capability even on one engine. Autopilot Engagement Criteria The flight directors display FMGC and FCU commands on both PFDs. They come on automatically in the HDG/V/S mode (conventional crossbar display) when electrical power is applied to the aircraft electrical busses. A TRK/FPA mode is also available to display airplane track and vertical flight path angle information in place of the standard cross bars. FD pushbuttons located on the Flight Control Unit allow withdrawal of the FD from the PFDs. There are three flight director bars: - horizontal pitch bar, - vertical roll bar, - yaw bar. The pitch bar does not appear if there is no vertical active mode or in the roll out phase of land mode. The roll bar does not appear if there is no lateral mode active, roll out mode and runway mode up to 30 ft. The yaw bar only appears in runway mode up to 30 ft. radio altitude and during align or roll out phase of land mode. NOTE: If the aircraft is on the ground and no AP/FD mode is engaged, FD symbols are not displayed on the PFDs. One autopilot can be engaged on the ground if the engines are not running; it will disengage when the first engine is started. The airplane must be airborne for at least 5 seconds before an autopilot can be engaged in flight
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Only one autopilot can be engaged in flight, except when the ILS approach is armed or engaged; the second autopilot will remain engaged until the completion of the go around phase. If two autopilots are engaged, AP1 is active and AP 2 is in standby. When the autopilot is engaged, the FMGCs generate guidance commands transmitted to the control surfaces by the ELACs, the FACs, the SECs and the BSCU. At the same time, load thresholds on the side stick controllers and rudder pedals are increased. If an autopilot is engaged with at least one FD ON, the autopilot will engage in the active flight director modes. If an autopilot is engaged when both flight directors are OFF, the autopilot will engage in either HDG-V/S or TRK-FPA depending on which flight director mode is selected on the FCU. Soft Altitude When the autopilot is maintaining the MCDU entered cruise altitude ("ALT CRZ" displayed on the FMA), the A/THR holds the target Mach, and the altitude varies ± 50 feet to minimize thrust variations.
JUN 97 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Autopilot Disengagement Criteria The autopilot will disengage if one of the following occurs: - Takeover switch is pressed, - corresponding AP switch is pressed (AP 1 or AP 2), - sidestick is moved beyond a predetermined value, - engagement of the other autopilot, except when LOC-G/S modes are armed or engaged, or ROLL OUT and GA modes are engaged, - both throttles set to TO/GA on the ground (prevents takeoff with autopilot engaged following a touch and go) - upon reaching MDA with APPR engaged and a non ILS approach selected. In normal law when: - High speed protection is activated - a protection is activated - Bank angle exceeds 45°, - Rudder pedal deflection is greater than 10° out of trim.
22-11 A320 LIMITATION 1 AND 9 COURSE
Only one autopilot can be engaged in flight, except when the ILS approach is armed or engaged; the second autopilot will remain engaged until the completion of the go around phase. If two autopilots are engaged, AP1 is active and AP 2 is in standby. When the autopilot is engaged, the FMGCs generate guidance commands transmitted to the control surfaces by the ELACs, the FACs, the SECs and the BSCU. At the same time, load thresholds on the side stick controllers and rudder pedals are increased. If an autopilot is engaged with at least one FD ON, the autopilot will engage in the active flight director modes. If an autopilot is engaged when both flight directors are OFF, the autopilot will engage in either HDG-V/S or TRK-FPA depending on which flight director mode is selected on the FCU. Soft Altitude When the autopilot is maintaining the MCDU entered cruise altitude ("ALT CRZ" displayed on the FMA), the A/THR holds the target Mach, and the altitude varies ± 50 feet to minimize thrust variations.
JUN 97
Autopilot Disengagement Criteria The autopilot will disengage if one of the following occurs: - Takeover switch is pressed, - corresponding AP switch is pressed (AP 1 or AP 2), - sidestick is moved beyond a predetermined value, - engagement of the other autopilot, except when LOC-G/S modes are armed or engaged, or ROLL OUT and GA modes are engaged, - both throttles set to TO/GA on the ground (prevents takeoff with autopilot engaged following a touch and go) - upon reaching MDA with APPR engaged and a non ILS approach selected. In normal law when: - High speed protection is activated - a protection is activated - Bank angle exceeds 45°, - Rudder pedal deflection is greater than 10° out of trim.
22-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The autopilot performs the modes given below: - cruise modes: -Longitudinal Modes, -Vertical Speed (V/S), -Flight Path Angle (FPA), -Altitude Hold (ALT), -Altitude Acquire (ALT*), -Open Climb (OP CLB), -Climb (CLB), -Open Descent (OP DES), -Descent (DES), -Expedite (EXP). The FCU enables the engagement of the AP and the selection of modes through three control panels: - the left and right side panels for the selection of modes on Capt PFD, ND and on F/O PFD, ND respectively, the center panel for the engagement of AP and A/THR and the selection of the AP/ FD modes. The FCU also enables the selection of reference parameters: - heading/track - vertical speed/flight path angle - speed/Mach - altitude. The operating mode of the AP is in MANUAL CONTROL when the references are selected on the FCU. The AP is in AUTO CONTROL when the flight management system defines these references. Auto Control/Manual Control In auto control: - the corresponding reference is shown by a dashed line on the FCU (for altitude, a value is always shown), - an indicator light comes on near the corresponding reference display on the FCU.
22-12 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION To select a parameter in manual control mode, you pull and turn the corresponding selector knob on the FCU. To revert to the auto control mode, you push the corresponding selector knob. The AP/FD or the autothrust system always maintain speed. Modification of altitude requires two actions: - select new altitude pull the altitude selector knob (for immediate acquisition of value), - push the selector knob (for acquisition according to flight plan). Pulling a selector knob always leads to an immediate acquisition and hold of the corresponding parameter. The autothrust function performs these modes: - speed: acquisition and hold (SPD), - Mach: acquisition and hold (MACH), - thrust: acquisition and hold of thrust limit (CLB or MCT or TO/GA), - retard: application of minimum thrust (IDLE) during flare. The FMA on the upper section of the PFD provides the pilot with status data related to: - engagement of the modes of the A/THR, AP and FD systems, - landing capabilities.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The autopilot performs the modes given below: - cruise modes: -Longitudinal Modes, -Vertical Speed (V/S), -Flight Path Angle (FPA), -Altitude Hold (ALT), -Altitude Acquire (ALT*), -Open Climb (OP CLB), -Climb (CLB), -Open Descent (OP DES), -Descent (DES), -Expedite (EXP). The FCU enables the engagement of the AP and the selection of modes through three control panels: - the left and right side panels for the selection of modes on Capt PFD, ND and on F/O PFD, ND respectively, the center panel for the engagement of AP and A/THR and the selection of the AP/ FD modes. The FCU also enables the selection of reference parameters: - heading/track - vertical speed/flight path angle - speed/Mach - altitude. The operating mode of the AP is in MANUAL CONTROL when the references are selected on the FCU. The AP is in AUTO CONTROL when the flight management system defines these references. Auto Control/Manual Control In auto control: - the corresponding reference is shown by a dashed line on the FCU (for altitude, a value is always shown), - an indicator light comes on near the corresponding reference display on the FCU.
22-12
To select a parameter in manual control mode, you pull and turn the corresponding selector knob on the FCU. To revert to the auto control mode, you push the corresponding selector knob. The AP/FD or the autothrust system always maintain speed. Modification of altitude requires two actions: - select new altitude pull the altitude selector knob (for immediate acquisition of value), - push the selector knob (for acquisition according to flight plan). Pulling a selector knob always leads to an immediate acquisition and hold of the corresponding parameter. The autothrust function performs these modes: - speed: acquisition and hold (SPD), - Mach: acquisition and hold (MACH), - thrust: acquisition and hold of thrust limit (CLB or MCT or TO/GA), - retard: application of minimum thrust (IDLE) during flare. The FMA on the upper section of the PFD provides the pilot with status data related to: - engagement of the modes of the A/THR, AP and FD systems, - landing capabilities.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
AFS/EFCS Interface JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
AFS/EFCS Interface 22-13 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Rudder Control
Rudder Control
22-14 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Pitch Control
Pitch Control JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-15 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Aileron Control
Aileron Control
22-16 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-16
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Spoiler Control
Spoiler Control
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-17 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Nose Wheel Control
Nose Wheel Control
22-18 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
Flight Management Guidance Computer (FMGC) Power Supply
Flight Management Guidance Computer (FMGC) Power Supply JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
22-19 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Flight Control Unit (FCU) Power Supply
Flight Control Unit (FCU) Power Supply
22-20 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
Multipurpose Control Display Unit (MCDUs) & Data Loader Power Supply JUN 97
AUTO FLIGHT
22-21 A320 LIMITATION 1 AND 9 COURSE
Multipurpose Control Display Unit (MCDUs) & Data Loader Power Supply JUN 97
22-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT DESCRIPTION & OPERATION
Autopilot Disconnect Circuit
Autopilot Disconnect Circuit
Autothrust Instinctive Disconnect Circuit
Autothrust Instinctive Disconnect Circuit
22-22 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT DESCRIPTION & OPERATION
Sidestick lock Solenoid Circuit
Sidestick lock Solenoid Circuit
Rudder Artificial Feel Solenoid Circuit
Rudder Artificial Feel Solenoid Circuit
JUN 97 FOR TRAINING PURPOSES ONLY
22-23 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
INTENTIONALLY LEFT BLANK
INTENTIONALLY LEFT BLANK
22-24 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-24
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION ALTITUDE ALERT SYSTEM An altitude alert system is provided to alert the crew when approaching or departing a selected altitude. When within 750 feet of aselected altitude: - the yellow box around the current altitude display starts flashing. When within 250 feet of a selected altitude: - the yellow box stops flashing. At a deviation of 250 feet from the selected altitude: - Master WARNING lights illuminate, - -Caution beeper sounds, - -yellow box around current altitude, - window changes to flashing amber.
DESCRIPTION & OPERATION Altitude alerting is automatically inhibited in flight when any one of the following occurs: -landing gear down, -slats are fully extended with the landing gear handle selected down, -G/S or FINAL APP modes are engaged during approach, -absence of aural and visual altitude alerting indicates an altitude alert system malfunction (no ECAM message).
ALTITUDE ALERT SYSTEM An altitude alert system is provided to alert the crew when approaching or departing a selected altitude. When within 750 feet of aselected altitude: - the yellow box around the current altitude display starts flashing. When within 250 feet of a selected altitude: - the yellow box stops flashing. At a deviation of 250 feet from the selected altitude: - Master WARNING lights illuminate, - -Caution beeper sounds, - -yellow box around current altitude, - window changes to flashing amber.
.Altitude Alert System JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
Altitude alerting is automatically inhibited in flight when any one of the following occurs: -landing gear down, -slats are fully extended with the landing gear handle selected down, -G/S or FINAL APP modes are engaged during approach, -absence of aural and visual altitude alerting indicates an altitude alert system malfunction (no ECAM message).
.Altitude Alert System 22-25
A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES
AUTOPILOT/FLIGHT DIRECTOR CRUISE MODES
HDG/TRK Mode
HDG/TRK Mode
22-26 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
NAV Mode at Take-Off
NAV Mode at Take-Off JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-27 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
Engagement of NAV Mode (HDG TRK Selector Knob)
Engagement of NAV Mode (HDG TRK Selector Knob)
22-28 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
NAV Mode (DIRECT TO) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
NAV Mode (DIRECT TO) 22-29
A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
LOC Mode
22-30 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
LOC Mode
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
ALT ACQ Mode
ALT ACQ Mode JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
22-31 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
ALT ACQ Mode - Altitude Change During Arming Phase
ALT ACQ Mode - Altitude Change During Arming Phase
22-32 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
ALT ACQ Mode - Altitude Change During Capture Mode
ALT ACQ Mode - Altitude Change During Capture Mode JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
22-33 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
AP Engagement With FD in ALT Mode
22-34 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
AP Engagement With FD in ALT Mode
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
V/S FPA Mode Selection
V/S FPA Mode Selection JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-35 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
V/S Mode Engagement - V/S Selector Knob
V/S Mode Engagement - V/S Selector Knob
22-36 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Altitude Hold Through V/S FPA Mode
Altitude Hold Through V/S FPA Mode
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-37 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
OPEN CLB Mode - ALT SEL > Current Altitude
22-38 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
OPEN CLB Mode - ALT SEL > Current Altitude
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
OPEN CLB - ALT SEL < Current Alltitude JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
OPEN CLB - ALT SEL < Current Alltitude 22-39
A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
OPEN CLB Mode - V/S Demand Above Performance Capability
22-40 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
OPEN CLB Mode - V/S Demand Above Performance Capability
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
OPEN DES Mode - ALT SEL < Current Altitude
OPEN DES Mode - ALT SEL < Current Altitude JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-41 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
EXP CLB - Aircraft Altitude < Selected Altitude
EXP CLB - Aircraft Altitude < Selected Altitude
22-42 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-42
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
EXP DES - Aircraft Altitude > Selected Altitude JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
EXP DES - Aircraft Altitude > Selected Altitude 22-43
A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
EXPED Mode - Disengagement By Selected Speed Selection
EXPED Mode - Disengagement By Selected Speed Selection
22-44 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-44
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
Managed Level Change - A/C Altitude < Selected Altitude
Managed Level Change - A/C Altitude < Selected Altitude JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
22-45 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
CLB Mode in Take-Off Phase
CLB Mode in Take-Off Phase
22-46 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-46
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
AUTOPILOT/FLIGHT DIRECTOR COMMON MODES
AUTOPILOT/FLIGHT DIRECTOR COMMON MODES
Take-Off With NAV Modes
Take-Off With NAV Modes JUN 97 FOR TRAINING PURPOSES ONLY
22-47 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Take-Off With Heading Preset
Take-Off With Heading Preset
22-48 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
ILS Approach
ILS Approach JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-49 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
AREA NAV Approach
AREA NAV Approach
22-50 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
GO AROUND Mode
GO AROUND Mode JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-51 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AUTOTHRUST The autothrust (A/THR) system is part of the auto flight system. The autothrust system ensures the functions below through the control of the thrust: - speed hold (pilot selection i.e. manual control or FMS computed i.e. auto control), - Mach hold (pilot selection i.e. manual control or FMS computed i.e. auto control), - thrust hold, - thrust reduction during flareout (RETARD), - protection against excessive angle of attack (ALPHA FLOOR function). The AFS is designed so that the AP/FD system and the A/THR function always control speed. To do this, the modes of the A/THR system are a function of the AP/ FD. If neither AP nor FD is engaged, the A/THR will be active in SPD/MACH mode only. The A/THR is integrated in the Flight Management and Guidance System (FMGS). The Engine Interface Units (EIUs) and the Electronic Engine Control (EECs) ensure the link between this system and the engines.
22-52 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The use of digital engine control units simplify the autothrust system through: - the deletion of the autothrottle actuator (use of a digital link between the FMGC and the EECs), - the deletion of the limit thrust computation (already performed by the EECs), - the deletion of the limit thrust panel (the EECs make this selection automatically depending on the position of the throttle control levers), - the deletion of the TO/GA levers (the engagement of these modes is made through push action on the throttle control levers).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
AUTOTHRUST The autothrust (A/THR) system is part of the auto flight system. The autothrust system ensures the functions below through the control of the thrust: - speed hold (pilot selection i.e. manual control or FMS computed i.e. auto control), - Mach hold (pilot selection i.e. manual control or FMS computed i.e. auto control), - thrust hold, - thrust reduction during flareout (RETARD), - protection against excessive angle of attack (ALPHA FLOOR function). The AFS is designed so that the AP/FD system and the A/THR function always control speed. To do this, the modes of the A/THR system are a function of the AP/ FD. If neither AP nor FD is engaged, the A/THR will be active in SPD/MACH mode only. The A/THR is integrated in the Flight Management and Guidance System (FMGS). The Engine Interface Units (EIUs) and the Electronic Engine Control (EECs) ensure the link between this system and the engines.
22-52
The use of digital engine control units simplify the autothrust system through: - the deletion of the autothrottle actuator (use of a digital link between the FMGC and the EECs), - the deletion of the limit thrust computation (already performed by the EECs), - the deletion of the limit thrust panel (the EECs make this selection automatically depending on the position of the throttle control levers), - the deletion of the TO/GA levers (the engagement of these modes is made through push action on the throttle control levers).
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Autothrust Systsem Diagram JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
Autothrust Systsem Diagram 22-53
A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Thrust Setting In Manual thrust control, the thrust is dependent on the position of the throttle control levers. The throttle control levers move over a sector divided into three separate sections: - rear section: application of reverse thrust, - center section: normal throttle control levers displacement in flight from idle to max. climb (CL) thrust. The forward position of this section corresponds to the selection of the CL thrust limit (gate), - forward section: it has two mechanical devices which allow to select thrust limit modes below MCT/FLX TO (gate) and TO/GA (stop). Each EEC (one per engine) associates a thrust (Nl/EPR CMD) with the position of the corresponding throttle control lever. The selection of the limit thrust modes (CL, MCT, FLX TO, TO/GA) is made when the throttle control levers are placed in one of the gates (or stops) below: - CL (gate), - MCT/FLX TO (gate), - TO/GA (stop). When the throttle control levers are between two positions, the limit thrust mode selected is the one which corresponds to the most advanced position. On the ground, with engines stopped, the computation of the limit thrust is initialized on the mode which corresponds to the position of the throttle control levers. On the ground, with engines running, the computation of the limit thrust is made in the TO/GA mode.
22-54 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The gates for the MCT/FLX TO modes correspond to a same position. A specific logic has been adopted for the selection of these modes: - On the ground, if a fictitious temperature (FLX TO temperature) higher than the TAT is entered on the MCDU (TAKEOFF page), the limit thrust computation is made in FLX TO mode. The fictitious temperature is shown on the ECAM display unit together with the engine parameters as long as the FLX TO mode is engaged. For safety reasons, the fictitious temperature is frozen at takeoff as soon as a throttle control lever reaches the CL position, - In flight the FLX TO to MCT switching is made when the throttle control levers are moved from the MCT/FLX TO position to another position (TO/GA or CL) and returned to the MCT/FLX TO position. In autothrust mode, the thrust is computed by the autothrust (A/THR) system. When the A/THR function is engaged, it can be active or inactive. If the A/THR is active, two scenarios are possible. If alpha floor protection is inactive with the two throttle control levers between IDLE and CL, the engines are controlled by the A/THR function. The EEC limits the control of each engine to a max. rate depending on the position of the throttle control lever. NOTE: When the A/THR function is engaged, the normal position of the throttle control levers is the CL gate (two engine operation) or the MCT gate (in the event of an engine failure). The throttle control levers are not moved outside the climb gates unless the pilot wishes to limit the max. thrust.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Thrust Setting In Manual thrust control, the thrust is dependent on the position of the throttle control levers. The throttle control levers move over a sector divided into three separate sections: - rear section: application of reverse thrust, - center section: normal throttle control levers displacement in flight from idle to max. climb (CL) thrust. The forward position of this section corresponds to the selection of the CL thrust limit (gate), - forward section: it has two mechanical devices which allow to select thrust limit modes below MCT/FLX TO (gate) and TO/GA (stop). Each EEC (one per engine) associates a thrust (Nl/EPR CMD) with the position of the corresponding throttle control lever. The selection of the limit thrust modes (CL, MCT, FLX TO, TO/GA) is made when the throttle control levers are placed in one of the gates (or stops) below: - CL (gate), - MCT/FLX TO (gate), - TO/GA (stop). When the throttle control levers are between two positions, the limit thrust mode selected is the one which corresponds to the most advanced position. On the ground, with engines stopped, the computation of the limit thrust is initialized on the mode which corresponds to the position of the throttle control levers. On the ground, with engines running, the computation of the limit thrust is made in the TO/GA mode.
22-54
The gates for the MCT/FLX TO modes correspond to a same position. A specific logic has been adopted for the selection of these modes: - On the ground, if a fictitious temperature (FLX TO temperature) higher than the TAT is entered on the MCDU (TAKEOFF page), the limit thrust computation is made in FLX TO mode. The fictitious temperature is shown on the ECAM display unit together with the engine parameters as long as the FLX TO mode is engaged. For safety reasons, the fictitious temperature is frozen at takeoff as soon as a throttle control lever reaches the CL position, - In flight the FLX TO to MCT switching is made when the throttle control levers are moved from the MCT/FLX TO position to another position (TO/GA or CL) and returned to the MCT/FLX TO position. In autothrust mode, the thrust is computed by the autothrust (A/THR) system. When the A/THR function is engaged, it can be active or inactive. If the A/THR is active, two scenarios are possible. If alpha floor protection is inactive with the two throttle control levers between IDLE and CL, the engines are controlled by the A/THR function. The EEC limits the control of each engine to a max. rate depending on the position of the throttle control lever. NOTE: When the A/THR function is engaged, the normal position of the throttle control levers is the CL gate (two engine operation) or the MCT gate (in the event of an engine failure). The throttle control levers are not moved outside the climb gates unless the pilot wishes to limit the max. thrust.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Throttle Position Diagram
Throttle Position Diagram JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-55 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION If Alpha floor protection is active, the A/ THR controlled thrust is equal to the TO/ GA thrust for any control lever position. For safety reasons, each EEC gives a low limit to the controlled thrust, according to the rate which corresponds to the position of the throttle control lever. The A/THR becomes inactive as soon as one throttle control lever is placed outside the IDLE/MCT zone. The two engines are controlled by the position of the throttle control levers. This condition will exist as long as the Alpha floor protection is not activated and if at least one throttle control lever stays beyond the IDLE/MCT zone. If there is a failure of the autothrust system, the thrust is frozen at the loss of the autothrust control. Upon the disengagement of the A/THR function (which occurs in its active phase), the thrust is frozen for the engines on which the associated throttle control lever is in the CL or MCT gate.
22-56 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION NOTE: If a throttle control lever is not in one of the CL or MCT gates, there is a return to the manual thrust control on the corresponding engine. The controlled thrust of each engine becomes again dependent on the position of the throttle control lever as soon as the associated lever is outside the CL or MCT gates. If the autothrust system is intentionally disengaged by crew action, the thrust will smoothly recover to the actual position of the thrust levers.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
If Alpha floor protection is active, the A/ THR controlled thrust is equal to the TO/ GA thrust for any control lever position. For safety reasons, each EEC gives a low limit to the controlled thrust, according to the rate which corresponds to the position of the throttle control lever. The A/THR becomes inactive as soon as one throttle control lever is placed outside the IDLE/MCT zone. The two engines are controlled by the position of the throttle control levers. This condition will exist as long as the Alpha floor protection is not activated and if at least one throttle control lever stays beyond the IDLE/MCT zone. If there is a failure of the autothrust system, the thrust is frozen at the loss of the autothrust control. Upon the disengagement of the A/THR function (which occurs in its active phase), the thrust is frozen for the engines on which the associated throttle control lever is in the CL or MCT gate.
22-56
NOTE: If a throttle control lever is not in one of the CL or MCT gates, there is a return to the manual thrust control on the corresponding engine. The controlled thrust of each engine becomes again dependent on the position of the throttle control lever as soon as the associated lever is outside the CL or MCT gates. If the autothrust system is intentionally disengaged by crew action, the thrust will smoothly recover to the actual position of the thrust levers.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Autothrust Logic
Autothrust Logic JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-57 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Autothrust Engagement The A/THR function can be engaged in three different ways: - when the A/THR pushbutton switch on the FCU is pushed in, with aircraft on the ground and engines stopped or in flight at an altitude higher than 100 feet (except in LAND TRACK phase), - automatically further to the engagement of the AP/FD TAKE OFF or GO AROUND modes, - automatically if the ALPHA FLOOR condition detected by the FAC is present and if the altitude is higher than 100 feet, except during the first 15s after lift off. If an alpha floor condition is activated and the conditions that triggered the activation have disappeared, the only way to return to normal conditions again is to disengage the autothrust function. The autothrust function controls the engines automatically in order to maintain a given reference parameter for which the Flight Management and Guidance Computer calculates the thrust target. The source of the reference parameter is either the Flight Control Unit (FCU), the Electronic Engine Control (EEC) or the Flight Management and Guidance Computer (FMGC) itself. The FMGCs (A/ T'HR 1 and A/THR 2 functions) calculate a thrust target sent to the FCU. The thrust target is an EPR. According to priority rules, the FCU chooses the active autothrust function as the only source for both engines. The thrust target is sent through the Engine Interface Units (EIUs), then to the Electronic Engine Control (EECs) which control the engines according to this thrust target.
22-58 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION In order to operate and monitor the autothrust function, the FMGCs get information from various systems and sensors. Autothrust Modes The Autothrust function works according to modes and their related reference parameter. There are 2 possibilities for this reference parameter: - it can be a speed or a Mach number. The source is either the FCU (value chosen by the pilots) or the FMGC itself, - it can be a thrust. The sources are either the EECs (they calculate the thrust limit) when the thrust limit is needed or the FMGC itself. The possible autothrust modes are: - SPEED, - MACH, - THRUST, - RETARD, - and Alpha Floor Protection. The choice of the mode is made by the FMGCs: - SPEED or MACH hold: -selected on FCU or managed by the FMGC. THRUST hold: thrust limit computed by the EECs (according to thrust lever position), idle thrust in descent or optimum thrust computed by FMGC, - RETARD: -thrust reduced to and maintained at idle during flare, - ALPHA FLOOR protection: -TO/GA thrust setting to protect the aircraft against excessive angle of attack and windshear. The autothrust modes depend on active vertical mode of the autopilot or flight director. When no vertical mode is engaged, the autothrust operates in SPEED/MACH mode.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Autothrust Engagement The A/THR function can be engaged in three different ways: - when the A/THR pushbutton switch on the FCU is pushed in, with aircraft on the ground and engines stopped or in flight at an altitude higher than 100 feet (except in LAND TRACK phase), - automatically further to the engagement of the AP/FD TAKE OFF or GO AROUND modes, - automatically if the ALPHA FLOOR condition detected by the FAC is present and if the altitude is higher than 100 feet, except during the first 15s after lift off. If an alpha floor condition is activated and the conditions that triggered the activation have disappeared, the only way to return to normal conditions again is to disengage the autothrust function. The autothrust function controls the engines automatically in order to maintain a given reference parameter for which the Flight Management and Guidance Computer calculates the thrust target. The source of the reference parameter is either the Flight Control Unit (FCU), the Electronic Engine Control (EEC) or the Flight Management and Guidance Computer (FMGC) itself. The FMGCs (A/ T'HR 1 and A/THR 2 functions) calculate a thrust target sent to the FCU. The thrust target is an EPR. According to priority rules, the FCU chooses the active autothrust function as the only source for both engines. The thrust target is sent through the Engine Interface Units (EIUs), then to the Electronic Engine Control (EECs) which control the engines according to this thrust target.
22-58
In order to operate and monitor the autothrust function, the FMGCs get information from various systems and sensors. Autothrust Modes The Autothrust function works according to modes and their related reference parameter. There are 2 possibilities for this reference parameter: - it can be a speed or a Mach number. The source is either the FCU (value chosen by the pilots) or the FMGC itself, - it can be a thrust. The sources are either the EECs (they calculate the thrust limit) when the thrust limit is needed or the FMGC itself. The possible autothrust modes are: - SPEED, - MACH, - THRUST, - RETARD, - and Alpha Floor Protection. The choice of the mode is made by the FMGCs: - SPEED or MACH hold: -selected on FCU or managed by the FMGC. THRUST hold: thrust limit computed by the EECs (according to thrust lever position), idle thrust in descent or optimum thrust computed by FMGC, - RETARD: -thrust reduced to and maintained at idle during flare, - ALPHA FLOOR protection: -TO/GA thrust setting to protect the aircraft against excessive angle of attack and windshear. The autothrust modes depend on active vertical mode of the autopilot or flight director. When no vertical mode is engaged, the autothrust operates in SPEED/MACH mode.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Autothrust Modes
Autothrust Modes JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-59 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Alpha Floor Protection
Alpha Floor Protection
22-60 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-60
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION During A/THR operation, different messages are displayed on the FMA. The FMA is located on the upper section of the Primary Flight Display (PFD). The right column shows the engagement status. The left column shows different A/THR modes
DESCRIPTION & OPERATION and actions required. A/THR engagement status message is displayed on the 3rd line of the right column in one of the two colors: - Cyan - Engaged, but inactive, - White - Engaged and active.
During A/THR operation, different messages are displayed on the FMA. The FMA is located on the upper section of the Primary Flight Display (PFD). The right column shows the engagement status. The left column shows different A/THR modes
FOR TRAINING PURPOSES ONLY
and actions required. A/THR engagement status message is displayed on the 3rd line of the right column in one of the two colors: - Cyan - Engaged, but inactive, - White - Engaged and active.
A/THR Indications
A/THR Indications JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-61 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION FLIGHT AUGMENTATION The Flight Augmentation Computer (FAC) provides yaw damper, rudder trim, rudder travel limiting and flight envelope protection. The rudder travel limiting function ensures: - the limitation of the rudder travel as a function of a predetermined law, - the return to low speed limitation in case of loss of function as soon as the slats are extended. The rudder trim function ensures: - in manual control: -the accomplishment of the pilot trim orders from the manual trim control (control and reset), - in automatic control: -the accomplishment of the autopilot orders (autotrim on the yaw axis), -the generation and the accomplishment of the engine failure recovery function. The yaw damper function ensures: - in manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC) stabilization and manual turn coordination). It also provides a yaw damping degraded law in the event of ELAC failure (alternate law), - in automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance Computer (FMGC) for: -turn coordination. -guidance (align and roll out). - it also ensures in automatic flight: -engine failure recovery, -yaw stability.
22-62 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The FAC generates, independently of the engage status of the pushbutton switches, different functions necessary to: - control of the speed scale on the PFDs, - the adaptation of gains for the FMGC and ELAC, - distribution of signals necessary to the FMGC control laws, - flight envelope protection in automatic flight (speed limits for the FMGC, alpha floor for the autothrust), - display of the rudder trim order, - windshear detection, - low energy detection. The flight augmentation system consists of: - two engagement pushbutton switches common to the yaw damper and rudder trim functions, - two Flight Augmentation Computers (FAC 1 and FAC 2), - an electromechanical rudder travel limitation unit with two motors, - two position transducers integrated in the unit.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
FLIGHT AUGMENTATION The Flight Augmentation Computer (FAC) provides yaw damper, rudder trim, rudder travel limiting and flight envelope protection. The rudder travel limiting function ensures: - the limitation of the rudder travel as a function of a predetermined law, - the return to low speed limitation in case of loss of function as soon as the slats are extended. The rudder trim function ensures: - in manual control: -the accomplishment of the pilot trim orders from the manual trim control (control and reset), - in automatic control: -the accomplishment of the autopilot orders (autotrim on the yaw axis), -the generation and the accomplishment of the engine failure recovery function. The yaw damper function ensures: - in manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC) stabilization and manual turn coordination). It also provides a yaw damping degraded law in the event of ELAC failure (alternate law), - in automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance Computer (FMGC) for: -turn coordination. -guidance (align and roll out). - it also ensures in automatic flight: -engine failure recovery, -yaw stability.
22-62
The FAC generates, independently of the engage status of the pushbutton switches, different functions necessary to: - control of the speed scale on the PFDs, - the adaptation of gains for the FMGC and ELAC, - distribution of signals necessary to the FMGC control laws, - flight envelope protection in automatic flight (speed limits for the FMGC, alpha floor for the autothrust), - display of the rudder trim order, - windshear detection, - low energy detection. The flight augmentation system consists of: - two engagement pushbutton switches common to the yaw damper and rudder trim functions, - two Flight Augmentation Computers (FAC 1 and FAC 2), - an electromechanical rudder travel limitation unit with two motors, - two position transducers integrated in the unit.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Flight Augmentation Diagram
Flight Augmentation Diagram JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-63 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Rudder Travel Limitation This function provides the limitation of the rudder travel by displacement of a stop as a function of the speed. The rudder travel limiting system operates using changeover technique. When both sides are engaged, side 1 has priority, side 2 is in standby. Side 2 is active when side 1 is disengaged (case of failure). The motor of the standby side is not supplied. Synchronization is achieved on the rudder position prior to engagement. Amplitude and speed limitations are introduced: - the amplitude limitation is such that the travel remains compatible with the limits on the aircraft structure, - the speed limitation prevents overstressing of the limitation unit. NOTE: Upon total loss of the rudder travel limiting function, a control relay enables the restoration of maximum rudder deflection as soon as slats are extended. The 26 V/400Hz power is applied to the primary windings of the position transducers directly from the busbars via the FAC circuit breakers. The emergency control of the motor operates on the same power supply. The 28VDC power is applied to the power electronic set from the FAC circuit breakers through a cutoff relay. This relay is controlled by the monitoring logic of the FAC.
22-64 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The active system controls the limitation unit through its motor. It limits the rudder travel according to a corrected airspeed (VC). This parameter which is delivered by the ADIRS (Air Data/Inertial Reference System) is monitored by the FAC. Each motor has its own electronic power electronic set. FAC logic interrupts the power of the power electronic set on the side which is not active and thus deactivates the associated motor. Two position transducers enable slaving and monitoring of the channel. Return to low speed mode enables full rudder defelction. This mode is used in the event of a FAC or of the power electronic set failure. Normal operation of the rudder travel limitation unit is not available. This mode which is independent from the normal control, is only initiated at low speed (in slats extended configuration). The FAC internal logic controls a relay which switches the limitation unit to a control order called emergency control order (independent 26V/400Hz power supply).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Rudder Travel Limitation This function provides the limitation of the rudder travel by displacement of a stop as a function of the speed. The rudder travel limiting system operates using changeover technique. When both sides are engaged, side 1 has priority, side 2 is in standby. Side 2 is active when side 1 is disengaged (case of failure). The motor of the standby side is not supplied. Synchronization is achieved on the rudder position prior to engagement. Amplitude and speed limitations are introduced: - the amplitude limitation is such that the travel remains compatible with the limits on the aircraft structure, - the speed limitation prevents overstressing of the limitation unit. NOTE: Upon total loss of the rudder travel limiting function, a control relay enables the restoration of maximum rudder deflection as soon as slats are extended. The 26 V/400Hz power is applied to the primary windings of the position transducers directly from the busbars via the FAC circuit breakers. The emergency control of the motor operates on the same power supply. The 28VDC power is applied to the power electronic set from the FAC circuit breakers through a cutoff relay. This relay is controlled by the monitoring logic of the FAC.
22-64
The active system controls the limitation unit through its motor. It limits the rudder travel according to a corrected airspeed (VC). This parameter which is delivered by the ADIRS (Air Data/Inertial Reference System) is monitored by the FAC. Each motor has its own electronic power electronic set. FAC logic interrupts the power of the power electronic set on the side which is not active and thus deactivates the associated motor. Two position transducers enable slaving and monitoring of the channel. Return to low speed mode enables full rudder defelction. This mode is used in the event of a FAC or of the power electronic set failure. Normal operation of the rudder travel limitation unit is not available. This mode which is independent from the normal control, is only initiated at low speed (in slats extended configuration). The FAC internal logic controls a relay which switches the limitation unit to a control order called emergency control order (independent 26V/400Hz power supply).
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Rudder Travel Limitation Unit Diagram
Rudder Travel Limitation Unit Diagram JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-65 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Rudder Trim The rudder trim function provides manual control by a rudder trim control switch located on the center pedestal. In addition the ELACs compute a command signal for rudder deflection (normal yaw damping law including recovery of engine failure) performed by the trim subsystem in manual flight. Reset of the rudder trim position is possible using a pushbutton switch located on the center pedestal. Automatic control when the autopilot is engaged provides the accomplishment of yaw autopilot command and the recovery of engine failure. The system consists of: - an electromechanical actuator which comprises two three phase synchronous motors connected to a reduction gear by rigid linkage, - two Flight Augmentation Computers (FAC 1 and FAC 2), - four transducer units (RVDT) configured in such a way that a single failure would not affect all the units at the same time, - two engage FLT CTL/FAC pushbutton switches (with FAULT/OFF legend) common to the yaw damper and to the rudder trim (one per FAC), - a rudder trim control switch located on the RUD TRIM control panel on the center pedestal for manual trim control, - a RUD TRIM/RESET pushbutton switch (momentary switch), on the RUD TRIM control panel. - A rudder trim indicator with liquid crystal display located on the left of the rudder trim control switch.
22-66 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The system operates using changeover technique. When the two channels are engaged: - channel 1 has priority, - channel 2 is synchronized on the position of the actuator through a mechanical linkage. The standby channel is not energized. The control order is not interrupted. Each channel is duplicated and monitored: - the COMMAND side of the FAC slaves the position of the system, - the MONITOR side monitors the system. The rudder trim function ensures a trimmed value of the rudder. This value is reproduced at the rudder pedals. Rudder trim is obtained either manually or automatically. The value appears: - on the rudder trim indicator, - on the display unit of the ECAM system. The resulting deflection is maintained even in case of total loss of the function. This permits a stabilized value in the event of AP loss when an engine failure occurs. When the changeover principle is retained: - The side 1 has priority through the side 1 signal, - interruption of the actuator enable signals on the standby channel, - automatic engagement of the standby channel upon loss or disengagement of channel 1.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Rudder Trim The rudder trim function provides manual control by a rudder trim control switch located on the center pedestal. In addition the ELACs compute a command signal for rudder deflection (normal yaw damping law including recovery of engine failure) performed by the trim subsystem in manual flight. Reset of the rudder trim position is possible using a pushbutton switch located on the center pedestal. Automatic control when the autopilot is engaged provides the accomplishment of yaw autopilot command and the recovery of engine failure. The system consists of: - an electromechanical actuator which comprises two three phase synchronous motors connected to a reduction gear by rigid linkage, - two Flight Augmentation Computers (FAC 1 and FAC 2), - four transducer units (RVDT) configured in such a way that a single failure would not affect all the units at the same time, - two engage FLT CTL/FAC pushbutton switches (with FAULT/OFF legend) common to the yaw damper and to the rudder trim (one per FAC), - a rudder trim control switch located on the RUD TRIM control panel on the center pedestal for manual trim control, - a RUD TRIM/RESET pushbutton switch (momentary switch), on the RUD TRIM control panel. - A rudder trim indicator with liquid crystal display located on the left of the rudder trim control switch.
22-66
The system operates using changeover technique. When the two channels are engaged: - channel 1 has priority, - channel 2 is synchronized on the position of the actuator through a mechanical linkage. The standby channel is not energized. The control order is not interrupted. Each channel is duplicated and monitored: - the COMMAND side of the FAC slaves the position of the system, - the MONITOR side monitors the system. The rudder trim function ensures a trimmed value of the rudder. This value is reproduced at the rudder pedals. Rudder trim is obtained either manually or automatically. The value appears: - on the rudder trim indicator, - on the display unit of the ECAM system. The resulting deflection is maintained even in case of total loss of the function. This permits a stabilized value in the event of AP loss when an engine failure occurs. When the changeover principle is retained: - The side 1 has priority through the side 1 signal, - interruption of the actuator enable signals on the standby channel, - automatic engagement of the standby channel upon loss or disengagement of channel 1.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Rudder Trim Diagram
Rudder Trim Diagram JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-67 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Yaw Damper The yaw damper function ensures: - in manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC) (stabilization and manual turn coordination). It also provides a yaw damping degraded law in the event of ELAC failure (alternate law), - in automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance Computer (FMGC) for turn coordination and guidance (align and roll out). It also ensures, in automatic flight, assistance in engine failure recovery and yaw stability. The system consists of: - two electrohydraulic servoactuators (1 per FAC) centered to the neutral position by an external spring device. Each servoactuator includes: - a Linear Variable Differential Transducer (LVDT), - two Flight Augmentation Computers (FAC 1 and FAC 2), - two Rotary Variable Differential Transducers (RVDT) located on the output shaft common to both servoactuators, - two FLT CTL/FAC pushbutton switches common to the RUD TRIM and RTL functions (for FAC engagement). The ELACs compute the corresponding data and transmit them to the rudder surface by a servo loop of the yaw damper (FAC). The yaw damper function provides manual yaw stabilization. Alternate law for Dutch roll damping is used when the ELAC no longer computes normal yaw stabilization. The FAC provides Dutch roll damping (including turn coor-
22-68 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION dination) when the autopilot is engaged (in cruise only). It also provides engine failure recovery when the autopilot is engaged (the ELACs provide this function in manual flight). All the computations specific to this function (laws, logic and engagement) are duplicated in each FAC. The system operates using changeover technique. When both yaw damper 1 and yaw damper 2 are engaged, channel 1 has priority. Channel 2 is synchronized on the position of the other channel and its associated servoactuator is depressurized. This depressurization is performed by two electrovalves. Each electrovalve drives a bypass valve. Only one electrovalve is required to depressurize the servoactuator. A pressure switch monitors the status of the electrovalves. If the two servoactuators are not pressurized, the rudder is centered to the neutral position (zero or the trimmed value). The rudder receives the yaw damper orders, but they are not sent to the rudder pedals. The Green hydraulic system supplies the servoactuator No. 1 associated with FAC 1. The Yellow hydraulic system supplies the servoactuator No. 2 associated with FAC 2. When the AP is disengaged, the yaw damper function is linked to the ELAC. In normal mode, on the roll axis: - the ELAC generates a lateral deflection law which integrates the control of the rudder (stabilization and turn coordination). The yaw damper carries out this law and indicates the correct achievement of this function through a hardwired discrete.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Yaw Damper The yaw damper function ensures: - in manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC) (stabilization and manual turn coordination). It also provides a yaw damping degraded law in the event of ELAC failure (alternate law), - in automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance Computer (FMGC) for turn coordination and guidance (align and roll out). It also ensures, in automatic flight, assistance in engine failure recovery and yaw stability. The system consists of: - two electrohydraulic servoactuators (1 per FAC) centered to the neutral position by an external spring device. Each servoactuator includes: - a Linear Variable Differential Transducer (LVDT), - two Flight Augmentation Computers (FAC 1 and FAC 2), - two Rotary Variable Differential Transducers (RVDT) located on the output shaft common to both servoactuators, - two FLT CTL/FAC pushbutton switches common to the RUD TRIM and RTL functions (for FAC engagement). The ELACs compute the corresponding data and transmit them to the rudder surface by a servo loop of the yaw damper (FAC). The yaw damper function provides manual yaw stabilization. Alternate law for Dutch roll damping is used when the ELAC no longer computes normal yaw stabilization. The FAC provides Dutch roll damping (including turn coor-
22-68
dination) when the autopilot is engaged (in cruise only). It also provides engine failure recovery when the autopilot is engaged (the ELACs provide this function in manual flight). All the computations specific to this function (laws, logic and engagement) are duplicated in each FAC. The system operates using changeover technique. When both yaw damper 1 and yaw damper 2 are engaged, channel 1 has priority. Channel 2 is synchronized on the position of the other channel and its associated servoactuator is depressurized. This depressurization is performed by two electrovalves. Each electrovalve drives a bypass valve. Only one electrovalve is required to depressurize the servoactuator. A pressure switch monitors the status of the electrovalves. If the two servoactuators are not pressurized, the rudder is centered to the neutral position (zero or the trimmed value). The rudder receives the yaw damper orders, but they are not sent to the rudder pedals. The Green hydraulic system supplies the servoactuator No. 1 associated with FAC 1. The Yellow hydraulic system supplies the servoactuator No. 2 associated with FAC 2. When the AP is disengaged, the yaw damper function is linked to the ELAC. In normal mode, on the roll axis: - the ELAC generates a lateral deflection law which integrates the control of the rudder (stabilization and turn coordination). The yaw damper carries out this law and indicates the correct achievement of this function through a hardwired discrete.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION If necessary, the ELAC will operate in degraded law on the roll axis. The FAC computes the yaw damper function and generates a simplified law of Dutch roll damping (alternate law). This law, which has a fixed and limited authority ± 5°, only uses gains function of the selected positions of the flaps and slats. As soon as the AP is engaged, the yaw
DESCRIPTION & OPERATION damper operates in the mode given below: - Dutch roll damping except in approach phase, - turn coordination to reduce the sideslip in turn. These two orders are inhibited during the landing phase and accomplished directly in the AP guidance orders, - assistance in engine failure recovery from a lateral acceleration signal through a threshold, - accomplishment of the guidance orders : align and roll out.
If necessary, the ELAC will operate in degraded law on the roll axis. The FAC computes the yaw damper function and generates a simplified law of Dutch roll damping (alternate law). This law, which has a fixed and limited authority ± 5°, only uses gains function of the selected positions of the flaps and slats. As soon as the AP is engaged, the yaw
FOR TRAINING PURPOSES ONLY
damper operates in the mode given below: - Dutch roll damping except in approach phase, - turn coordination to reduce the sideslip in turn. These two orders are inhibited during the landing phase and accomplished directly in the AP guidance orders, - assistance in engine failure recovery from a lateral acceleration signal through a threshold, - accomplishment of the guidance orders : align and roll out.
Yaw Damper Diagram
Yaw Damper Diagram JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-69 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-69
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION FLIGHT ENVELOPE PROTECTION The Flight Augmentation Computer (FAC) fulfills several functions independently of the engagement status of the FLT CTL/FAC pushbutton switches. The FAC monitors the flight envelope and computes the maneuvering speeds. This function provides the Primary Flight Display (PFD) with the following data displayed on the speed scale: - stall warning speed (VSW), - lower selectable speed (VLS), - maximum speed (V MAX), - maximum operational speed (V MAX OP) giving margin against buffeting, - airspeed tendency (VC TREND), - maneuvering speed (V MAN) function of the flap and slat positions, - minimum flap retraction speed (V3), - minimum slat retraction speed (V4), - predictive VFE at next flap/slat position (V FEN, - In addition, V MAX and VLS are used in the FMGC for speed limitation of AP/ FD and A/THR functions. The FAC computes the conditions of activation of the alpha floor mode of the A/THR functions (angle of attack protection in case of windshear). These functions are necessary for: - control of the speed scale on the Primary, - Flight Displays (PFDs), - adaptation of gains of the Flight Management and Guidance Computer (FMGC) and Elevator Aileron Computer (ELAC), - distribution of signals for the FMGC control laws, - protection of the flight envelope in automatic flight (speed limits for the FMGC, alphafloor for the autothrust),
22-70 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION - display of the flap/slat maneuver speed, - windshear warning (pin program activation), - low energy warning, - display of the positions of the control surfaces. The FAC computes: - the weight and the center of gravity, - the characteristic speed data, - the aerodynamic flightpath angle and the potential flightpath angle, - the alphafloor protection, - the position of the rudder trim for the ECAM system. The alpha floor protection is calculated in the FAC. This function protects the aircraft against excessive angle of attack. To do this, a comparison is made between the aircraft angle of attack and predetermined thresholds dependent on aircraft configuration. Beyond the thresholds, the FAC transmits a command signal to the autothrust which will apply full thrust. This also protects the aircraft against longitudinal wind variations (windshear) in approach by determining a wind acceleration (deduced from the difference between ground acceleration and air acceleration). At the second detected or undetected failure of the ADIRS, the alphafloor fuction is lost.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
FLIGHT ENVELOPE PROTECTION The Flight Augmentation Computer (FAC) fulfills several functions independently of the engagement status of the FLT CTL/FAC pushbutton switches. The FAC monitors the flight envelope and computes the maneuvering speeds. This function provides the Primary Flight Display (PFD) with the following data displayed on the speed scale: - stall warning speed (VSW), - lower selectable speed (VLS), - maximum speed (V MAX), - maximum operational speed (V MAX OP) giving margin against buffeting, - airspeed tendency (VC TREND), - maneuvering speed (V MAN) function of the flap and slat positions, - minimum flap retraction speed (V3), - minimum slat retraction speed (V4), - predictive VFE at next flap/slat position (V FEN, - In addition, V MAX and VLS are used in the FMGC for speed limitation of AP/ FD and A/THR functions. The FAC computes the conditions of activation of the alpha floor mode of the A/THR functions (angle of attack protection in case of windshear). These functions are necessary for: - control of the speed scale on the Primary, - Flight Displays (PFDs), - adaptation of gains of the Flight Management and Guidance Computer (FMGC) and Elevator Aileron Computer (ELAC), - distribution of signals for the FMGC control laws, - protection of the flight envelope in automatic flight (speed limits for the FMGC, alphafloor for the autothrust),
22-70
- display of the flap/slat maneuver speed, - windshear warning (pin program activation), - low energy warning, - display of the positions of the control surfaces. The FAC computes: - the weight and the center of gravity, - the characteristic speed data, - the aerodynamic flightpath angle and the potential flightpath angle, - the alphafloor protection, - the position of the rudder trim for the ECAM system. The alpha floor protection is calculated in the FAC. This function protects the aircraft against excessive angle of attack. To do this, a comparison is made between the aircraft angle of attack and predetermined thresholds dependent on aircraft configuration. Beyond the thresholds, the FAC transmits a command signal to the autothrust which will apply full thrust. This also protects the aircraft against longitudinal wind variations (windshear) in approach by determining a wind acceleration (deduced from the difference between ground acceleration and air acceleration). At the second detected or undetected failure of the ADIRS, the alphafloor fuction is lost.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The ELAC direct computation of the alpha floor protection is taken into account directly as soon as the first detection is made either by the FAC or by the ELAC. Windshear is a sudden change in wind direction and/or speed over a relatively short distance in the atmosphere. This can have an effect on aircraft performance during takeoff and landing phases. In windshear conditions, the principle is to reduce the detection threshold according to the detected windshear in order to allow the possibility of performing a go around maneuver sooner.
AUTO FLIGHT DESCRIPTION & OPERATION
The Low Energy Function is to prevent the A/C from entering a low energy situation by alerting the pilot through an audio warning: - "SPEED.. SPEED.. SPEED". The crew has to increase thrust and the low energy warning disappears as soon as: - thrust level is high enough or, - alpha floor protection is triggered or, - pitch go around mode is triggered. Low energy warning is available in flaps configuration 2, 3 and FULL and between 100 ft and 2000 ft. RA.
The ELAC direct computation of the alpha floor protection is taken into account directly as soon as the first detection is made either by the FAC or by the ELAC. Windshear is a sudden change in wind direction and/or speed over a relatively short distance in the atmosphere. This can have an effect on aircraft performance during takeoff and landing phases. In windshear conditions, the principle is to reduce the detection threshold according to the detected windshear in order to allow the possibility of performing a go around maneuver sooner.
FOR TRAINING PURPOSES ONLY
The Low Energy Function is to prevent the A/C from entering a low energy situation by alerting the pilot through an audio warning: - "SPEED.. SPEED.. SPEED". The crew has to increase thrust and the low energy warning disappears as soon as: - thrust level is high enough or, - alpha floor protection is triggered or, - pitch go around mode is triggered. Low energy warning is available in flaps configuration 2, 3 and FULL and between 100 ft and 2000 ft. RA.
Flight Autmentation Computer (FAC) Envelope Protection Diagram
Flight Autmentation Computer (FAC) Envelope Protection Diagram JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
22-71 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION FAC Characteristic Speed Data The characteristic speed data are presented on the PFDs through the Display Management Computers (DMCs). In normal operation: - FAC l transmits data to Captain's PFD, - FAC 2 transmits data to First Officer's PFD. The transmitted data are validated from: - The sign status matrices of the transmitted labels.
22-72 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The different speed data is given below: - VSW: stall warning speed, - VALPHA PROT: speed corresponding to angle of attack reached when ELAC Alpha Protection is triggered, - VALPHA LIM: minimum speed which can be reached in ELAC Alpha Protection, - VLS: lower selectable speed for a given configuration, - VMAN (Green dot): maneuvering speed. This speed represents the drift down speed which corresponds to the optimum speed (max. lift to drag ratio) in the event of engine failure, - V3 and V4: minimum flap and slat retraction speed V3(F) = minimum flap RETRACTION speed. V4(S) minimum slat RETRACTION speed, - VMAX: maximum allowable speed. It determines a maximum value not to be exceeded. It represents, depending on the configuration, the smallest value of the following: -VFE = maximum flap and slat extended speed, -VLE = maximum landing gear, extended speed in clean configuration, - VMO/MMO = maximum operating limit speed, - VMAXOP: maximum selectable speed - VC TREND: airspeed tendency. It corresponds to the speed increment in 10s with the actual acceleration of the aircraft, - VFEN: in landing phase, it corresponds to the VFE at next flap/slat position.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
FAC Characteristic Speed Data The characteristic speed data are presented on the PFDs through the Display Management Computers (DMCs). In normal operation: - FAC l transmits data to Captain's PFD, - FAC 2 transmits data to First Officer's PFD. The transmitted data are validated from: - The sign status matrices of the transmitted labels.
22-72
The different speed data is given below: - VSW: stall warning speed, - VALPHA PROT: speed corresponding to angle of attack reached when ELAC Alpha Protection is triggered, - VALPHA LIM: minimum speed which can be reached in ELAC Alpha Protection, - VLS: lower selectable speed for a given configuration, - VMAN (Green dot): maneuvering speed. This speed represents the drift down speed which corresponds to the optimum speed (max. lift to drag ratio) in the event of engine failure, - V3 and V4: minimum flap and slat retraction speed V3(F) = minimum flap RETRACTION speed. V4(S) minimum slat RETRACTION speed, - VMAX: maximum allowable speed. It determines a maximum value not to be exceeded. It represents, depending on the configuration, the smallest value of the following: -VFE = maximum flap and slat extended speed, -VLE = maximum landing gear, extended speed in clean configuration, - VMO/MMO = maximum operating limit speed, - VMAXOP: maximum selectable speed - VC TREND: airspeed tendency. It corresponds to the speed increment in 10s with the actual acceleration of the aircraft, - VFEN: in landing phase, it corresponds to the VFE at next flap/slat position.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
Flight Augmentation Computer (FAC) Characteristic Speed Data Diagram JUN 97
AUTO FLIGHT
22-73 A320 LIMITATION 1 AND 9 COURSE
Flight Augmentation Computer (FAC) Characteristic Speed Data Diagram JUN 97
22-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY
FLIGHT AUGMENTATION SYSTEM (FAC) POWER SUPPLY
Flight Augmentation System (FAC) 28 VDC Power Supply
Flight Augmentation System (FAC) 28 VDC Power Supply
22-74 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
Flight Augmentation System (FAC) 26VAC Power Supply
Flight Augmentation System (FAC) 26VAC Power Supply JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
22-75 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
AUTO FLIGHT DESCRIPTION & OPERATION
Flight Augmentation System (FAC) Hydraulic Power Supply
Flight Augmentation System (FAC) Hydraulic Power Supply
22-76 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION FLIGHT MANAGEMENT AND GUIDANCE SYSTEM (FMGS) The FMGS provides automatic navigation and flight guidance, map displays, autothrottle management and thrust limits, and performance optimization. It greatly reduces flight deck workload and increases efficiency by eliminating many routine tasks and computations normally performed by the crew. After entry of the flight plan and other required performance data, the FMGS will generate the optimum flight profile from departure to arrival, provide automatic aircraft guidance and compute current and predicted progress along the flight plan. The major functions of the FMGS include: - storage of navigation and performance data. The navigation data base is updated by Maintenance on a 28day cycle, - data entry for alignment of the inertial reference units (ADIRS), - entry, storage, and modification of flight plans, including company routes, SIDs, STARS, instrument approaches, airways, and pilot defined waypoints, - performance optimization, including fuel computations, cost index speed computations, and optimum vertical profiles, - map displays, including routes, navaids, waypoints, etc., - continuous calculation of the aircraft position, - automatic and manual navaid tuning, - aransmission of pitch, yaw, roll, and thrust commands to the autopilots, flight directors, and autothrottle system.
JUN 97 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The FMGS includes the following units: - 2 flight management and guidance computers (FMGCs), - 2 multifunction control and display units (MCDUs), - 1 flight control unit (FCU), - 2 flight augmentation computers (FACs), - 2 throttles. Flight Management and Guidance Computers (FMGC) Each FMGC has three functions: - Flight management (FM): This function computes the airplane position, provides map displays, selects and autotunes navigation radios, and calculates performance information, - Flight guidance (FG): This function provides commands to the autopilots, flight directors, and autothrottles, - Flight augmentation: This function provides rudder and yaw damping inputs, flight envelope and speed computations, and windshear protection. Each FMGC has its own data base, which is comprised of two sections. The first section is not modifiable by the crew, and contains both navigation and performance data. The second section is devoted to pilot entered data, and can include waypoints, navaids, or runways not contained in the data base. These entries are automatically deleted at the termination of each flight. Crew inputs to the FMGCs are entered by the following crew interfaces: - Multifunction Control and DisplayUnit, - Flight Control Unit, - Throttles.
22-77 A320 LIMITATION 1 AND 9 COURSE
FLIGHT MANAGEMENT AND GUIDANCE SYSTEM (FMGS) The FMGS provides automatic navigation and flight guidance, map displays, autothrottle management and thrust limits, and performance optimization. It greatly reduces flight deck workload and increases efficiency by eliminating many routine tasks and computations normally performed by the crew. After entry of the flight plan and other required performance data, the FMGS will generate the optimum flight profile from departure to arrival, provide automatic aircraft guidance and compute current and predicted progress along the flight plan. The major functions of the FMGS include: - storage of navigation and performance data. The navigation data base is updated by Maintenance on a 28day cycle, - data entry for alignment of the inertial reference units (ADIRS), - entry, storage, and modification of flight plans, including company routes, SIDs, STARS, instrument approaches, airways, and pilot defined waypoints, - performance optimization, including fuel computations, cost index speed computations, and optimum vertical profiles, - map displays, including routes, navaids, waypoints, etc., - continuous calculation of the aircraft position, - automatic and manual navaid tuning, - aransmission of pitch, yaw, roll, and thrust commands to the autopilots, flight directors, and autothrottle system.
JUN 97
The FMGS includes the following units: - 2 flight management and guidance computers (FMGCs), - 2 multifunction control and display units (MCDUs), - 1 flight control unit (FCU), - 2 flight augmentation computers (FACs), - 2 throttles. Flight Management and Guidance Computers (FMGC) Each FMGC has three functions: - Flight management (FM): This function computes the airplane position, provides map displays, selects and autotunes navigation radios, and calculates performance information, - Flight guidance (FG): This function provides commands to the autopilots, flight directors, and autothrottles, - Flight augmentation: This function provides rudder and yaw damping inputs, flight envelope and speed computations, and windshear protection. Each FMGC has its own data base, which is comprised of two sections. The first section is not modifiable by the crew, and contains both navigation and performance data. The second section is devoted to pilot entered data, and can include waypoints, navaids, or runways not contained in the data base. These entries are automatically deleted at the termination of each flight. Crew inputs to the FMGCs are entered by the following crew interfaces: - Multifunction Control and DisplayUnit, - Flight Control Unit, - Throttles.
22-77
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The MCDU is considered the long-term interface between the pilot and the FMGC. Functions of the MCDU include selection of specific pages for insertion and display of navigation and performance information, and interface with other peripherals including ACARS and AIDS (aircraft integrated data system, for Maintenance monitoring and reporting). If data is entered on the MCDU that is illogical or beyond the capabilities of the airplane, the entry will either produce no effect or will generate an advisory message. The FCU, located on the glareshield, is the short-term interface between the pilot and the FMGC. It is used to modify any flight parameter on a short-term basis, and is also used to select operational modes for the autopilots, flight directors, and autothrottles. While the mode switches have light bars to indicate that a specific mode has been selected, the only confirmation of the engaged mode is the appropriate annunciation on the FMA. With an FD switch selected on, the position of the throttles actuates the flight directors for takeoff and go around modes and FMGS position updating to the takeoff runway. FMGC Operation Each FMGC is linked to its own (onside) MCDU, radio master panel (RMP), and electronic flight instruments (EFIS). There are three possible modes of operation: Dual, Independent, and Single. The normal mode of operation is the dual mode. Each FMGC makes its own computations of airspeed, airplane position, etc., and exchange data through a crosstalk bus. One FMGC is the "master" and the other is the "slave." Entries on either MCDU are
22-78 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION transmitted to both FMGCs. FMGC 1 is the master (unless it has failed) when both FD switches are selected off for autothrottle operation. If a significant discrepancy exists, the FMGCs degrade to the Independent Mode. In the Independent Mode, both FMGCs continue to operate; however, there is no cross comparison or validation of data. Each MCDU provides inputs only to the onside FMGC, RMP, and EFIS. Independent operation is indicated by the "INDEPENDENT OPERATION" message in the MCDU scratchpad. Raw data must be used to ensure navigation accuracy in the independent mode, since each FMGC is computing airspeed, position, etc., without comparison to the other FMGC, and map displays may differ. Single Mode is automatically selected if one FMGC fails. Entries on either MCDU are transferred to the operating FMGC. The message information is exchanged between both FMGCs for cross comparison and validation. The following conditions exist during the normal mode of operation: - If one AP switch is selected on, the related FMGC is the master, - If two AP switches are selected on, FMGC 1 is the master, If neither AP switch is selected on: - FMGC 1 is the master when the Captain's FD switch is selected on, - FMGC 2 is the master when the First Officer's FD switch is selected on and the Captain's FD switch is selected off. FMGC "OPP FMGC IN PROGRESS" will appear in the MCDU scratchpad. In the Single Mode, both NDs must be set to the same mode and range or a message "SET OFFSIDE RNG/MODE" message will appear on the ND.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The MCDU is considered the long-term interface between the pilot and the FMGC. Functions of the MCDU include selection of specific pages for insertion and display of navigation and performance information, and interface with other peripherals including ACARS and AIDS (aircraft integrated data system, for Maintenance monitoring and reporting). If data is entered on the MCDU that is illogical or beyond the capabilities of the airplane, the entry will either produce no effect or will generate an advisory message. The FCU, located on the glareshield, is the short-term interface between the pilot and the FMGC. It is used to modify any flight parameter on a short-term basis, and is also used to select operational modes for the autopilots, flight directors, and autothrottles. While the mode switches have light bars to indicate that a specific mode has been selected, the only confirmation of the engaged mode is the appropriate annunciation on the FMA. With an FD switch selected on, the position of the throttles actuates the flight directors for takeoff and go around modes and FMGS position updating to the takeoff runway. FMGC Operation Each FMGC is linked to its own (onside) MCDU, radio master panel (RMP), and electronic flight instruments (EFIS). There are three possible modes of operation: Dual, Independent, and Single. The normal mode of operation is the dual mode. Each FMGC makes its own computations of airspeed, airplane position, etc., and exchange data through a crosstalk bus. One FMGC is the "master" and the other is the "slave." Entries on either MCDU are
22-78
transmitted to both FMGCs. FMGC 1 is the master (unless it has failed) when both FD switches are selected off for autothrottle operation. If a significant discrepancy exists, the FMGCs degrade to the Independent Mode. In the Independent Mode, both FMGCs continue to operate; however, there is no cross comparison or validation of data. Each MCDU provides inputs only to the onside FMGC, RMP, and EFIS. Independent operation is indicated by the "INDEPENDENT OPERATION" message in the MCDU scratchpad. Raw data must be used to ensure navigation accuracy in the independent mode, since each FMGC is computing airspeed, position, etc., without comparison to the other FMGC, and map displays may differ. Single Mode is automatically selected if one FMGC fails. Entries on either MCDU are transferred to the operating FMGC. The message information is exchanged between both FMGCs for cross comparison and validation. The following conditions exist during the normal mode of operation: - If one AP switch is selected on, the related FMGC is the master, - If two AP switches are selected on, FMGC 1 is the master, If neither AP switch is selected on: - FMGC 1 is the master when the Captain's FD switch is selected on, - FMGC 2 is the master when the First Officer's FD switch is selected on and the Captain's FD switch is selected off. FMGC "OPP FMGC IN PROGRESS" will appear in the MCDU scratchpad. In the Single Mode, both NDs must be set to the same mode and range or a message "SET OFFSIDE RNG/MODE" message will appear on the ND.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Flight Management System Architecture
Flight Management System Architecture JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-79 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
NOTE: The A319 is equipped with GPS receivers and the FMGS contains a worldwide navigation database.
NOTE: The A319 is equipped with GPS receivers and the FMGS contains a worldwide navigation database.
Flight Management NAV Architecture
Flight Management NAV Architecture
22-80 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Fight Management Ssystem RAD NAV Architecture
Fight Management Ssystem RAD NAv Architecture JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-81 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION FMGS Position Computation Each FMGC receives position information from all three IRS units and computes an average position called the "MIX IRS" position. If one IRS fails, each FMGC uses only the onside IRS (if operable) or IRS 3. The MIX IRS position is used as the FMGC position until the throttles are advanced during the takeoff roll. At takeoff, the FMGC position is updated to the runway threshold coordinates stored in the data base for the departure runway entered in the flight plan. If the wrong runway was entered, a map shift will occur shortly after takeoff as radio position updating "moves" the airplane toward the known (radio) position. In flight, each FMGC computes a radio position using DME/DME, VOR/DME, or ILS/DME (during approach only). The FMGC position is based on the IRS MIX position updated by the radio position. A comparison between the MIX IRS position and the radio position is continuously updated and called a "bias." If the radio position is lost, the latest bias is memorized and FMGC position becomes the MIX IRS position plus the bias. The bias will remain constant until radio position updating is restored. NOTE: Aircraft with GPS installed will use GPS data as a input for FMGC position updating. The FMGC will only use GPS data if the vailidy is high.
22-82 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The FM position is indicated to the pilots by various MCDU pages. Position data can be found on the POSITION MONITOR page which indicates: - the two FM positions with their modes of operation, - the radio position, - the mix IRS position, - GPS position data, - the status of each IR (NAV-ATT-ALIGN INVALID). The DATA INDEX page (MCDU DATA key) allows access to the POSITION MONITOR page. The accuracy of the position computation is displayed on the PROGRESS page (MCDU PROG key). The accuracy can be HIGH or LOW. This is computed by the FM part of the FMGC according to the Esitmated Position Error (EPE). Generally, the EPE is set after IR alignment, updated at take-off on the runway threshold to 0.4 Nm. A comparison is done between the current EPE (due to IR drift and radio drift) and a target EPE. HIGH or LOW will be indicated depending on the error.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
FMGS Position Computation Each FMGC receives position information from all three IRS units and computes an average position called the "MIX IRS" position. If one IRS fails, each FMGC uses only the onside IRS (if operable) or IRS 3. The MIX IRS position is used as the FMGC position until the throttles are advanced during the takeoff roll. At takeoff, the FMGC position is updated to the runway threshold coordinates stored in the data base for the departure runway entered in the flight plan. If the wrong runway was entered, a map shift will occur shortly after takeoff as radio position updating "moves" the airplane toward the known (radio) position. In flight, each FMGC computes a radio position using DME/DME, VOR/DME, or ILS/DME (during approach only). The FMGC position is based on the IRS MIX position updated by the radio position. A comparison between the MIX IRS position and the radio position is continuously updated and called a "bias." If the radio position is lost, the latest bias is memorized and FMGC position becomes the MIX IRS position plus the bias. The bias will remain constant until radio position updating is restored. NOTE: Aircraft with GPS installed will use GPS data as a input for FMGC position updating. The FMGC will only use GPS data if the vailidy is high.
22-82
The FM position is indicated to the pilots by various MCDU pages. Position data can be found on the POSITION MONITOR page which indicates: - the two FM positions with their modes of operation, - the radio position, - the mix IRS position, - GPS position data, - the status of each IR (NAV-ATT-ALIGN INVALID). The DATA INDEX page (MCDU DATA key) allows access to the POSITION MONITOR page. The accuracy of the position computation is displayed on the PROGRESS page (MCDU PROG key). The accuracy can be HIGH or LOW. This is computed by the FM part of the FMGC according to the Esitmated Position Error (EPE). Generally, the EPE is set after IR alignment, updated at take-off on the runway threshold to 0.4 Nm. A comparison is done between the current EPE (due to IR drift and radio drift) and a target EPE. HIGH or LOW will be indicated depending on the error.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
FMGC Postition Computation & Indication
FMGC Postition Computation & Indication JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-83 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Flight Plan Indication The primary flight plan is initialized by entering a company route or a city pair from the INIT page A. The departure airport provides the position used to align the IR. Company route or city pair, originated by the navigation data base, provides the leg stringing from departure airport to arrival airport via waypoints. If there is no preprogammed plan with a city pair, the crew has to define enroute waypoints.
DESCRIPTION & OPERATION There is also a alternate selection to the primary flight plan. This provides for an alternate flight plan from the primary destination to an alterante destination. The primary flight plan, accessible by the MCDU F-PLN key, is displayed in green and the TO waypoint is displayed in white. The same colors also apply to the ND display. When the flight plan is acitve, the line is continous. If the flight plan is not active, the line is dashed. The alternate flight plan is shown if it is activated or slewed during preflight in PLAN mode.
Flight Plan Indication The primary flight plan is initialized by entering a company route or a city pair from the INIT page A. The departure airport provides the position used to align the IR. Company route or city pair, originated by the navigation data base, provides the leg stringing from departure airport to arrival airport via waypoints. If there is no preprogammed plan with a city pair, the crew has to define enroute waypoints.
MCDU & ND Flight Plan Inication
22-84 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
There is also a alternate selection to the primary flight plan. This provides for an alternate flight plan from the primary destination to an alterante destination. The primary flight plan, accessible by the MCDU F-PLN key, is displayed in green and the TO waypoint is displayed in white. The same colors also apply to the ND display. When the flight plan is acitve, the line is continous. If the flight plan is not active, the line is dashed. The alternate flight plan is shown if it is activated or slewed during preflight in PLAN mode.
MCDU & ND Flight Plan Inication
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-84
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION FLIGHT PLANNING Flight Plan The flight plan is defined by various elements which indicate the routes the aircraft must follow with the limitations along these routes. The elements are mainly taken from the data bases or directly entered by the crew, limitations are mainly speed, altitude or time constraints originated by the Air Traffic Control (ATC). The function that integrates these elements and limitations to construct a flight plan is called flight planning, in addition, the Flight Management (FM) part provides the aircraft position and the follow up of the flight plan. Everything can be prepared prior to the take off but can also be modified quickly and easily during the flight operation. In case of a FM problem, the remaining valid FMGC is used as sole source to command both MCDUs and NDs after automatic switching. Navigation Data Base The navigation data base provides all necessary information for flight plan construction and follow up. The crew will either select an already assembled flight plan (company route (CO ROUTE)), or will build his own flight plan, using the existing data base contents. This data base has tailored coverage, updated every 28 days. Some room is kept to allow manual entry of 20 navaids, 20 waypoints, 3 routes and 10 runways. The data base cannot be erased, but the manually entered data can be erased. Two cycle data bases can be inserted and the selection is made automatically using data from the aircraft clock or manually.
JUN 97 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The data base development has to satisfy three specifications: - Airline operational requirements, - Airframe manufacturer requirements, - Governmental regulation and certification requirements. The navigation data base covers: - ENROUTE for navaids, waypoints, holding pattern and airways, - TERMINAL AREA for airports, - TAILORED DATA at the request of customers. The data base is translated into binary format and recorded on a 3.5 inch disk and is sent to each airline on day 21 of the current 28 day cycle. It may be loaded upon delivery and the crew can still access the current cycle data until the next cycle data becomes effective. This is done on the AIRCRAFT STATUS page of the MCDU. Lateral Flight Plan The flight plan provides the sequential track changes at each waypoint within 3 main sections. - DEPARTURE: initial fix (origin airport), Standard Instrument Departure (SID), - EN ROUTE: waypoints, navigation aids, - ARRIVAL: Standard Terminal Arrival Route (STAR), approach, missed approach, go around. The steering order can be followed by the crew or the autopilot with the NAV mode selected.
22-85 A320 LIMITATION 1 AND 9 COURSE
FLIGHT PLANNING Flight Plan The flight plan is defined by various elements which indicate the routes the aircraft must follow with the limitations along these routes. The elements are mainly taken from the data bases or directly entered by the crew, limitations are mainly speed, altitude or time constraints originated by the Air Traffic Control (ATC). The function that integrates these elements and limitations to construct a flight plan is called flight planning, in addition, the Flight Management (FM) part provides the aircraft position and the follow up of the flight plan. Everything can be prepared prior to the take off but can also be modified quickly and easily during the flight operation. In case of a FM problem, the remaining valid FMGC is used as sole source to command both MCDUs and NDs after automatic switching. Navigation Data Base The navigation data base provides all necessary information for flight plan construction and follow up. The crew will either select an already assembled flight plan (company route (CO ROUTE)), or will build his own flight plan, using the existing data base contents. This data base has tailored coverage, updated every 28 days. Some room is kept to allow manual entry of 20 navaids, 20 waypoints, 3 routes and 10 runways. The data base cannot be erased, but the manually entered data can be erased. Two cycle data bases can be inserted and the selection is made automatically using data from the aircraft clock or manually.
JUN 97
The data base development has to satisfy three specifications: - Airline operational requirements, - Airframe manufacturer requirements, - Governmental regulation and certification requirements. The navigation data base covers: - ENROUTE for navaids, waypoints, holding pattern and airways, - TERMINAL AREA for airports, - TAILORED DATA at the request of customers. The data base is translated into binary format and recorded on a 3.5 inch disk and is sent to each airline on day 21 of the current 28 day cycle. It may be loaded upon delivery and the crew can still access the current cycle data until the next cycle data becomes effective. This is done on the AIRCRAFT STATUS page of the MCDU. Lateral Flight Plan The flight plan provides the sequential track changes at each waypoint within 3 main sections. - DEPARTURE: initial fix (origin airport), Standard Instrument Departure (SID), - EN ROUTE: waypoints, navigation aids, - ARRIVAL: Standard Terminal Arrival Route (STAR), approach, missed approach, go around. The steering order can be followed by the crew or the autopilot with the NAV mode selected.
22-85
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Vertical Flight Plan The vertical flight plan provides an accurate flight path prediction which requires a precise data of current and forecasted wind, temperature and the flight path to be flown. The vertical flight plan is divided into several flight phases: - PREFLIGHT: fuel, weight and V2 insertions, - TAKE OFF: speed management, thrust reduction altitude, acceleration altitude, - CLIMB: speed limit, speed management, - CRUISE: top of climb, cruise altitude, top of descent, - DESCENT: speed limit, speed management, deceleration, - APPROACH/MISSED APPROACH/ GO AROUND: thrust reduction altitude, acceleration altitude. The vertical steering order can be followed by the crew or the autopilot. Any level change in the vertical profile is initiated after a push action on a level change selector, except for departure when the vertical profile is armed on ground and will be automatically active after Take Off phase. Performance The performance data base contains optimal speed schedules for the expected range of operating conditions. Several performance modes are available to the operator with the primary one being the ECON mode. The ECON mode can be tailored to meet specific airline requirements using a selectable Cost Index (CI). A Cost Index is defined as the ratio of cost of time to the cost of fuel.
22-86 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The fuel quantity is given by the Fuel Quantity and Indication Computers (FQICs), the speed and the thrust values associated with a given Cost Index are used to determine the climb and descent profiles. FUEL and TIME are the main "parameters" in this particular part of the FM function and direct the airline choice. Depending on the crew selection on the EFIS control panel of the Flight Control Unit (FCU), the flight plan is shown in relation to the aircraft position on the ROSE-NAV or ARC modes. The aircraft symbol is fixed and the chart moves. ROSE-NAV mode allows 360° display relative to the aircraft symbal. ARC mode only shows a 180° arc in front of the aircraft. In plan mode, the flight plan is shown with NORTH at the top of the screen centered on the TO waypoint. Depending on the range range selection, the aircraft symbol may not be in view. The flight plan can be reviewed by scrolling through the flight plan via the MCDU. The slew keys or NEXT PAGE key will move the display on the Navigation Display (ND) as the flight plan is reviewed. The Primary Flight Display (PFD) shows the FM guidance indication following engagement of the AP/FD and longitudinal modes. MCDU Failure If a multipurpose Control and Display Unit (MCDU) failure occurs on side 1 or 2, and the FMGC is still functioning, the EFIS indications will function noramlly.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Vertical Flight Plan The vertical flight plan provides an accurate flight path prediction which requires a precise data of current and forecasted wind, temperature and the flight path to be flown. The vertical flight plan is divided into several flight phases: - PREFLIGHT: fuel, weight and V2 insertions, - TAKE OFF: speed management, thrust reduction altitude, acceleration altitude, - CLIMB: speed limit, speed management, - CRUISE: top of climb, cruise altitude, top of descent, - DESCENT: speed limit, speed management, deceleration, - APPROACH/MISSED APPROACH/ GO AROUND: thrust reduction altitude, acceleration altitude. The vertical steering order can be followed by the crew or the autopilot. Any level change in the vertical profile is initiated after a push action on a level change selector, except for departure when the vertical profile is armed on ground and will be automatically active after Take Off phase. Performance The performance data base contains optimal speed schedules for the expected range of operating conditions. Several performance modes are available to the operator with the primary one being the ECON mode. The ECON mode can be tailored to meet specific airline requirements using a selectable Cost Index (CI). A Cost Index is defined as the ratio of cost of time to the cost of fuel.
22-86
The fuel quantity is given by the Fuel Quantity and Indication Computers (FQICs), the speed and the thrust values associated with a given Cost Index are used to determine the climb and descent profiles. FUEL and TIME are the main "parameters" in this particular part of the FM function and direct the airline choice. Depending on the crew selection on the EFIS control panel of the Flight Control Unit (FCU), the flight plan is shown in relation to the aircraft position on the ROSE-NAV or ARC modes. The aircraft symbol is fixed and the chart moves. ROSE-NAV mode allows 360° display relative to the aircraft symbal. ARC mode only shows a 180° arc in front of the aircraft. In plan mode, the flight plan is shown with NORTH at the top of the screen centered on the TO waypoint. Depending on the range range selection, the aircraft symbol may not be in view. The flight plan can be reviewed by scrolling through the flight plan via the MCDU. The slew keys or NEXT PAGE key will move the display on the Navigation Display (ND) as the flight plan is reviewed. The Primary Flight Display (PFD) shows the FM guidance indication following engagement of the AP/FD and longitudinal modes. MCDU Failure If a multipurpose Control and Display Unit (MCDU) failure occurs on side 1 or 2, and the FMGC is still functioning, the EFIS indications will function noramlly.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT DESCRIPTION & OPERATION
FMGC Flight Flan Processing
FMGC Flight Flan Processing
MCDU Failure
MCDU Failure 22-87 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-87
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION DATABASE LOADING Every 28 days, a new data base must be uploaded to each FMGC. One FMGC must be loaded with a data base loader. There is a connector above the F/O overhead panel. The loading of the FMGC will take about 20 minutes. NOTE: It is imperative that maintenance manual procedures are followed when loading the FMGCs. Failure to adhere to maintenance manual references can damage the FMGCs. Once one FMGC has been loaded, its new data base can be transferred to the opposite FMGC. This is accomplished by uitlizing the MCDU.
DESCRIPTION & OPERATION When the FMGC status page is accessed, it will display an "ACTIVATE CROSSLOAD" prompt. This prompt will be displayed when the FMGCs detect different data bases. Pushing this prompt causes the field to swtich to "CONFIRM" crossload. Pushing the prompt again enables the crossloading and transfers the data base to the receiving database. NOTE: Always initialize the crossload from the side that has the new data base. This will prevent the new data base from being overwritten with an older data base from the opposite FMGC. The airplane status page on the MCDU will display automatically on aircraft power-up or can be manually selected from the DATA INDEX page. The active data base will be displayed in large letters and the second data base will be displayed in small letters. NOTE: Cycling between the two data bases will erase any current flight plan that has been inserted into the MCDU.
DATABASE LOADING Every 28 days, a new data base must be uploaded to each FMGC. One FMGC must be loaded with a data base loader. There is a connector above the F/O overhead panel. The loading of the FMGC will take about 20 minutes. NOTE: It is imperative that maintenance manual procedures are followed when loading the FMGCs. Failure to adhere to maintenance manual references can damage the FMGCs. Once one FMGC has been loaded, its new data base can be transferred to the opposite FMGC. This is accomplished by uitlizing the MCDU.
FOR TRAINING PURPOSES ONLY
When the FMGC status page is accessed, it will display an "ACTIVATE CROSSLOAD" prompt. This prompt will be displayed when the FMGCs detect different data bases. Pushing this prompt causes the field to swtich to "CONFIRM" crossload. Pushing the prompt again enables the crossloading and transfers the data base to the receiving database. NOTE: Always initialize the crossload from the side that has the new data base. This will prevent the new data base from being overwritten with an older data base from the opposite FMGC. The airplane status page on the MCDU will display automatically on aircraft power-up or can be manually selected from the DATA INDEX page. The active data base will be displayed in large letters and the second data base will be displayed in small letters. NOTE: Cycling between the two data bases will erase any current flight plan that has been inserted into the MCDU.
Data Base Loading
Data Base Loading
22-88
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-88
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT DESCRIPTION & OPERATION
Data Loader
Data Loader
PERF FACTOR + 1.5
←ACTIVATE
PERF FACTOR + 1.5
PERF FACTOR + 1.5
PERF FACTOR + 1.5
MCDUSTS
FMGC Status Page
FMGC Status Page
FOR TRAINING PURPOSES ONLY
CONFIRM *CROSSLOAD 03
CROSSLOAD 03
MCDUSTS
JUN 97
23DEC - 22JAN
23DEC - 22JAN
23DEC - 22JAN
CONFIRM *CROSSLOAD 03
CROSSLOAD 03
← SECOND DATA BASE
← SECOND DATA BASE
← SECOND DATA BASE
23DEC - 22JAN
←ACTIVATE
ENG V2527 - A5 ACTIVE DATA BASE 28NOV - 23DEC UA 2921001
ENG V2527 - A5 ACTIVE DATA BASE 28NOV - 23DEC UA 2921001
ENG V2527 - A5 ACTIVE DATA BASE 28NOV - 23DEC UA 2921001
← SECOND DATA BASE
A320-232
A320-232
A320-232
A320-232 ENG V2527 - A5 ACTIVE DATA BASE 28NOV - 23DEC UA 2921001
22-89 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION LANDING CAPABILITIES Each FMGC computes its own automatic landing category according to the availability of the various sensors and functions. LAND 2 category: - at least 1 AP engaged with the LAND mode armed or LAND TRACK mode active, - at least 1 FWC valid, - 2 PFDs valid - 2 ILS receivers valid. - LAND 3 FAIL PASSIVE category: - LAND 2 conditions, - at least one A/THR function engaged, - 2 radio-altimeters valid. LAND 3 FAIL OPERATIONAL category: - 2 APs engaged with the LAND mode armed or the LAND TRACK mode active, - at least one A/THR function engaged, - 2 FWCs valid, - FMGCs must be supplied by two separate electrical power supply systems, - 2 PFDs valid, - 2 ELACs valid, - 2 ILS receivers valid, - 2 radio-altimeters valid, - 3 IRS valid, - 3 ADCs valid, - BSCU valid, - 2 FACs valid, - No IRS or ADC failures detected by FAC 1 or 2, - 2 yaw dampers engaged, - 2 rudder trims engaged.
22-90 FOR TRAINING PURPOSES ONLY
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Each FMGC computes the landing capability of the system made up of the two FMGCs: - when the AP and FD are disengaged for one FMGC, the lading capability corresponds to the category of the only FMGC likely provide automatic landing, - when the AP or FD is engaged for the two FMGCs, the landing capability corresponds to the lowest category coming from the 2 FMGCs. Regardless of the flight phase, each FMGC computes the following three items of information according to the validity of sensors and the AP availability: - LAND 2 INOP, - LAND 3 FAIL PASSIVE INOP, - LAND 3 FAIL OPERATIONAL INOP. On the ECAM, loss of availability of the various landing categories is displayed according to logic that primarily takes into account loss of validity of the lowest landing category provided by the two FMGCs. The landing capability is sent to the EFIS. LAND 3 FAIL OPERATIONAL capability is obtained when the two FMGCs have the LAND 3 FAIL operational capabilty. In this configuration, the objective is to continue automatic landing in spite of the simple failures that might affect the various systems used during this phase. NOTE: Below 100 ft. (radio altimeter), LAND 3 FAIL PASSIVE and LAND 3 FAIL OPERATIONAL categories are memorized until the LAND TRACK mode is disengaged or the 2 APs are disengaged. A failure occuring below 100 ft. will not cause any capability downgrading. The CAT 1, CAT 2, CAT 3 SINGLE and CAT 3 DUAL messages are displayed on the FMA according to the landing capabilities sent by the FMGCs.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
LANDING CAPABILITIES Each FMGC computes its own automatic landing category according to the availability of the various sensors and functions. LAND 2 category: - at least 1 AP engaged with the LAND mode armed or LAND TRACK mode active, - at least 1 FWC valid, - 2 PFDs valid - 2 ILS receivers valid. - LAND 3 FAIL PASSIVE category: - LAND 2 conditions, - at least one A/THR function engaged, - 2 radio-altimeters valid. LAND 3 FAIL OPERATIONAL category: - 2 APs engaged with the LAND mode armed or the LAND TRACK mode active, - at least one A/THR function engaged, - 2 FWCs valid, - FMGCs must be supplied by two separate electrical power supply systems, - 2 PFDs valid, - 2 ELACs valid, - 2 ILS receivers valid, - 2 radio-altimeters valid, - 3 IRS valid, - 3 ADCs valid, - BSCU valid, - 2 FACs valid, - No IRS or ADC failures detected by FAC 1 or 2, - 2 yaw dampers engaged, - 2 rudder trims engaged.
22-90
Each FMGC computes the landing capability of the system made up of the two FMGCs: - when the AP and FD are disengaged for one FMGC, the lading capability corresponds to the category of the only FMGC likely provide automatic landing, - when the AP or FD is engaged for the two FMGCs, the landing capability corresponds to the lowest category coming from the 2 FMGCs. Regardless of the flight phase, each FMGC computes the following three items of information according to the validity of sensors and the AP availability: - LAND 2 INOP, - LAND 3 FAIL PASSIVE INOP, - LAND 3 FAIL OPERATIONAL INOP. On the ECAM, loss of availability of the various landing categories is displayed according to logic that primarily takes into account loss of validity of the lowest landing category provided by the two FMGCs. The landing capability is sent to the EFIS. LAND 3 FAIL OPERATIONAL capability is obtained when the two FMGCs have the LAND 3 FAIL operational capabilty. In this configuration, the objective is to continue automatic landing in spite of the simple failures that might affect the various systems used during this phase. NOTE: Below 100 ft. (radio altimeter), LAND 3 FAIL PASSIVE and LAND 3 FAIL OPERATIONAL categories are memorized until the LAND TRACK mode is disengaged or the 2 APs are disengaged. A failure occuring below 100 ft. will not cause any capability downgrading. The CAT 1, CAT 2, CAT 3 SINGLE and CAT 3 DUAL messages are displayed on the FMA according to the landing capabilities sent by the FMGCs.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION When the LAND mode is armed with radio height below 700 feet or LAND TRACK mode or RUNWAY mode, the FMGC sends an ILS TUNE INHIBIT signal which allows the value and validity of the selected frequency to be frozen in the ILS receivers and the runway heading to be memorized in the FMGC. Removal of FD Bars The pitch FD bar is removed when: - the ROLL OUT mode is active and no longitudinal mode is active, - the roll FD bar is removed when the ROLL OUT mode is active and no lateral mode is active, - the yawFED bar is removed as long as the ROLL OUT or ALIGN mode is not active.
DESCRIPTION & OPERATION Autoflight Warnings An excessive deviation warning is activated if the position of the aircraft with respect to the ILS beam exceeds: -75 microamperes for the GLIDE axis (above 100 ft. RA), -20 microamperes for the LOC axis (above 15 ft. RA. This warning makes the LOC and GLIDE scales flash on the PED. The AUTOLAND warning covers several warnings: -excessive deviations, -loss of both APs.
When the LAND mode is armed with radio height below 700 feet or LAND TRACK mode or RUNWAY mode, the FMGC sends an ILS TUNE INHIBIT signal which allows the value and validity of the selected frequency to be frozen in the ILS receivers and the runway heading to be memorized in the FMGC. Removal of FD Bars The pitch FD bar is removed when: - the ROLL OUT mode is active and no longitudinal mode is active, - the roll FD bar is removed when the ROLL OUT mode is active and no lateral mode is active, - the yawFED bar is removed as long as the ROLL OUT or ALIGN mode is not active.
FOR TRAINING PURPOSES ONLY
Autoflight Warnings An excessive deviation warning is activated if the position of the aircraft with respect to the ILS beam exceeds: -75 microamperes for the GLIDE axis (above 100 ft. RA), -20 microamperes for the LOC axis (above 15 ft. RA. This warning makes the LOC and GLIDE scales flash on the PED. The AUTOLAND warning covers several warnings: -excessive deviations, -loss of both APs.
FMGC Landing Capability Diagram
FMGC Landing Capability Diagram
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-91 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-91
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AFS MAINTENANCE SYSTEM The Auto Flight System is a type 1 system capable of two-way communication with the Centralized Fault Display Interface Unit. Line maintenance of the AFS is based on the use of the Fault Isolation and Detection System (FIDS) active in the FAC 1 and of the BITEs located in the various AFS computers. Access to the fault data is done through the MCDU via the CFDIU. Like other systems, the CFDIU works in NORMAL MODE and MENU MODE. Fault Isolation Detection System (FIDS) FIDS is a card physically located in each FAC. Both FACs are interchangeable, but only FAC 1 FIDS is active due to pin programming.
DESCRIPTION & OPERATION The FIDS is used as a SYSTEM BITE to centalize maintenance information. FIDS is linked in acquisition and reception to the Centralized Fault Display Interface Unit (CFDIU) and is connected to the BITEs of the various AFS computers. It receives commands from the CFDIU, interprets these commands and transfers them, if applicable, to the various BITEs concerned. It receives malfunction reports from the BITEs, manages these reports, and, if applicable, consolidates the BITE diagnosis (occurence, correlation ) and generates a fault message which is sent to the CFDIU. NOTE: If FIDS fails, the BITEs continue to work, the results can be read in the shop or after FAC 1 has been changed.
AFS MAINTENANCE SYSTEM The Auto Flight System is a type 1 system capable of two-way communication with the Centralized Fault Display Interface Unit. Line maintenance of the AFS is based on the use of the Fault Isolation and Detection System (FIDS) active in the FAC 1 and of the BITEs located in the various AFS computers. Access to the fault data is done through the MCDU via the CFDIU. Like other systems, the CFDIU works in NORMAL MODE and MENU MODE. Fault Isolation Detection System (FIDS) FIDS is a card physically located in each FAC. Both FACs are interchangeable, but only FAC 1 FIDS is active due to pin programming.
FOR TRAINING PURPOSES ONLY
The FIDS is used as a SYSTEM BITE to centalize maintenance information. FIDS is linked in acquisition and reception to the Centralized Fault Display Interface Unit (CFDIU) and is connected to the BITEs of the various AFS computers. It receives commands from the CFDIU, interprets these commands and transfers them, if applicable, to the various BITEs concerned. It receives malfunction reports from the BITEs, manages these reports, and, if applicable, consolidates the BITE diagnosis (occurence, correlation ) and generates a fault message which is sent to the CFDIU. NOTE: If FIDS fails, the BITEs continue to work, the results can be read in the shop or after FAC 1 has been changed.
AFS Maintenance Architecture
AFS Maintenance Architecture
22-92
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-92
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
FLIGHT CONTROL UNIT (FCU) Location: Glareshield
FLIGHT CONTROL UNIT (FCU) Location: Glareshield
JUN 97 FOR TRAINING PURPOSES ONLY
SPD/MACH Window Displays dashes when the speed/Mach is managed. Displays selected speed from the FCU or preselected speed from the MCDU.
SPD/MACH Window Displays dashes when the speed/Mach is managed. Displays selected speed from the FCU or preselected speed from the MCDU.
Managed Speed Light Illuminates to indicate an FMGS managed speed is being flown.
Managed Speed Light Illuminates to indicate an FMGS managed speed is being flown.
Speed/Mach Knob When rotated, changes the value displayed in the SPD/MACH window.
Speed/Mach Knob When rotated, changes the value displayed in the SPD/MACH window.
When pulled, the selected speed displayed in the SPD/MACH window engages.
When pulled, the selected speed displayed in the SPD/MACH window engages.
When pushed, FMGS managed speed engages, the managed speed light illuminates, and dashes appear in the SPD/MACH window.
When pushed, FMGS managed speed engages, the managed speed light illuminates, and dashes appear in the SPD/MACH window.
NOTE: If the knob is not pulled within a predetermined time to engage selected speed, the selection is lost and dashes are re-displayed.
NOTE: If the knob is not pulled within a predetermined time to engage selected speed, the selection is lost and dashes are re-displayed.
SPD/MACH Switch When pushed, changes the value in the SPD/MACH window from airspeed to Mach, and vice versa.
SPD/MACH Switch When pushed, changes the value in the SPD/MACH window from airspeed to Mach, and vice versa.
22-93 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-93
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
FLIGHT CONTROL UNIT (FCU) Cont. Location: Glareshield
FLIGHT CONTROL UNIT (FCU) Cont. Location: Glareshield
HDG/TRK Window Displays dashes when LNAV is engaged. Displays selected heading/track when LNAV is not engaged.
LAT Light Illuminates to indicate managed lateral mode is either armed or engaged. Flight Director Display Mode Indicates that the flight director is in either HDG V/S or TRK FPA display mode.
HDG/TRK Window Displays dashes when LNAV is engaged. Displays selected heading/track when LNAV is not engaged.
A319/A320 AIRCRAFT REFERENCE GUIDE
LAT Light Illuminates to indicate managed lateral mode is either armed or engaged. Flight Director Display Mode Indicates that the flight director is in either HDG V/S or TRK FPA display mode.
Heading/Track Knob When rotated, changes the value displayed in the HDG/TRK window.
Heading/Track Knob When rotated, changes the value displayed in the HDG/TRK window.
When pulled, the selected heading/track displayed in the HDG/TRK window engages. If a heading is selected prior to pulling the knob (HDG not annunciated on the FMA), the airplane turns in the shortest direction to the selected heading. If a heading is selected after pulling the knob, the airplane turns to the new heading in the direction the knob is turned. If the knob is pulled during a turn (HDG not annunciated on the FMA), the airplane rolls out on the existing heading.
When pulled, the selected heading/track displayed in the HDG/TRK window engages. If a heading is selected prior to pulling the knob (HDG not annunciated on the FMA), the airplane turns in the shortest direction to the selected heading. If a heading is selected after pulling the knob, the airplane turns to the new heading in the direction the knob is turned. If the knob is pulled during a turn (HDG not annunciated on the FMA), the airplane rolls out on the existing heading.
When pushed, LNAV engages, the LAT light illuminates, and dashes appear in the HDG/TRK window.
When pushed, LNAV engages, the LAT light illuminates, and dashes appear in the HDG/TRK window.
NOTE: Except during the takeoff and approach phases, if the knob is not pulled within a predetermined time to engage selected heading/track, the selection is lost and dashes are redisplayed.
NOTE: Except during the takeoff and approach phases, if the knob is not pulled within a predetermined time to engage selected heading/track, the selection is lost and dashes are redisplayed.
22-94 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-94
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
FLIGHT CONTROL UNIT (FCU) Cont. Location: Glareshield
FLIGHT CONTROL UNIT (FCU) Cont. Location: Glareshield
ALT Window Displays altitude selected with the altitude knob. The window never displays dashes, even when VNAV is engaged.
LVL/CH Light Illuminates to indicate managed vertical mode is either armed or engaged.
HDG V/S TRK FPA Switch (Flight Director Mode Switch) When pushed, changes between heading/ vertical speed and track/flight path angle display modes of both flight directors. When HDG V/S mode is selected, "HDG" appears above the HDG/TRK window and "V/S" appears above the V/S FPA window. Flight director command bars can be displayed on the PFD. When TRK FPA mode is selected, "TRK" appears above the HDG/TRK window and "FPA" appears above the V/S FPA window. Flight path vector/ flight path director can be displayed on the PFD. JUN 97 FOR TRAINING PURPOSES ONLY
LVL/CH Light Illuminates to indicate managed vertical mode is either armed or engaged.
AP Switches Engage/disengage selected autopilot. Illuminate green when the autopilot is engaged.
AP Switches Engage/disengage selected autopilot. Illuminate green when the autopilot is engaged.
A/THR Switch Arms or deactivates autothrottle system. Illuminates green if the autothrottle is armed or engaged.
ALT Window Displays altitude selected with the altitude knob. The window never displays dashes, even when VNAV is engaged.
A319/A320 AIRCRAFT REFERENCE GUIDE
METRIC ALT Switch When pushed, the FCU altitude is displayed in meters on ECAM. Altitude Knob Changes the altitude displayed in the ALT window. The inner knob rotates to change the altitude value. The outer knob provides selection of 100 or 1000 foot increments. When pulled, the open climb or open descent engages. When pushed, VNAV engages, and the LVL/CH light illuminates. NOTE: In open climb or open descent, VNAV constraints are ignored; however, constraints contained in the UAL data base (i.e., 250 knots at 10,000 feet) are met if managed speed is engaged.
22-95 A320 LIMITATION 1 AND 9 COURSE
A/THR Switch Arms or deactivates autothrottle system. Illuminates green if the autothrottle is armed or engaged. HDG V/S TRK FPA Switch (Flight Director Mode Switch) When pushed, changes between heading/ vertical speed and track/flight path angle display modes of both flight directors. When HDG V/S mode is selected, "HDG" appears above the HDG/TRK window and "V/S" appears above the V/S FPA window. Flight director command bars can be displayed on the PFD. When TRK FPA mode is selected, "TRK" appears above the HDG/TRK window and "FPA" appears above the V/S FPA window. Flight path vector/ flight path director can be displayed on the PFD.
JUN 97
METRIC ALT Switch When pushed, the FCU altitude is displayed in meters on ECAM. Altitude Knob Changes the altitude displayed in the ALT window. The inner knob rotates to change the altitude value. The outer knob provides selection of 100 or 1000 foot increments. When pulled, the open climb or open descent engages. When pushed, VNAV engages, and the LVL/CH light illuminates. NOTE: In open climb or open descent, VNAV constraints are ignored; however, constraints contained in the UAL data base (i.e., 250 knots at 10,000 feet) are met if managed speed is engaged.
22-95
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
FLIGHT CONTROL UNIT (FCU) Cont. Location: Glareshield
FLIGHT CONTROL UNIT (FCU) Cont. Location: Glareshield
V/S/FPA Window Displays the vertical speed or flight path angle selected using the vertical speed/flight path angle knob. The applicable mode is controlled with the HDG-V/S TRKFPA switch.
V/S/FPA Window Displays the vertical speed or flight path angle selected using the vertical speed/flight path angle knob. The applicable mode is controlled with the HDG-V/S TRKFPA switch.
Vertical Speed/Flight Path Angle Knob When rotated, selects the vertical speed or flight path angle displayed in the V/S / FPA window. The vertical speed range is from minus (-) 6000 fpm to plus (+) 6000 fpm. The FPA range is from minus (-) 9.9° to plus (+) 9.9°.
Vertical Speed/Flight Path Angle Knob When rotated, selects the vertical speed or flight path angle displayed in the V/S / FPA window. The vertical speed range is from minus (-) 6000 fpm to plus (+) 6000 fpm. The FPA range is from minus (-) 9.9° to plus (+) 9.9°.
When the knob is pulled, vertical speed engages. When the knob is pushed, the airplane immediately levels off.
When the knob is pulled, vertical speed engages. When the knob is pushed, the airplane immediately levels off.
LOC Switch Arms, engages, or disengages the LOC mode. It takes a minimum of 3 seconds after arming for the LOC to engage in the capture mode.
LOC Switch Arms, engages, or disengages the LOC mode. It takes a minimum of 3 seconds after arming for the LOC to engage in the capture mode.
EXPED Switch Engages the EXPED mode to reach the altitude set in the altitude window with maximum vertical gradient. Airspeed is green dot during a climb, and 340 KIAS during a descent. The expedite mode can only be disengaged by the engagement of another mode.
EXPED Switch Engages the EXPED mode to reach the altitude set in the altitude window with maximum vertical gradient. Airspeed is green dot during a climb, and 340 KIAS during a descent. The expedite mode can only be disengaged by the engagement of another mode.
NOTE: EXP CLB is not recommended above FL50, the Mach corresponding to green dot is too low.
22-96 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
NOTE: EXP CLB is not recommended above FL50, the Mach corresponding to green dot is too low.
22-96
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
FLIGHT CONTROL UNIT (FCU) Cont. Location: Glareshield
FLIGHT CONTROL UNIT (FCU) Cont. Location: Glareshield
APPR Switch Arms, engages, or disengages the following modes: - LOC and G/S modes if an ILS approach has been selected from the MCDU data base (it takes an minimum of 3 seconds after arming for the LOC and/or G/S to engage in the capture mode) - APP NAV, FINAL, and FINAL APP modes if a nonprecision approach has been selected from the MCDU data base
APPR Switch Arms, engages, or disengages the following modes: - LOC and G/S modes if an ILS approach has been selected from the MCDU data base (it takes an minimum of 3 seconds after arming for the LOC and/or G/S to engage in the capture mode) - APP NAV, FINAL, and FINAL APP modes if a nonprecision approach has been selected from the MCDU data base
NOTE: If a VOR or NDB approach has been selected in the data base, the LOC and APPR switches will not arm for localizer or glide slope capture, even if the ILS frequency is manually tuned in the FMGC. An ILS approach must be selected in the data base.
NOTE: If a VOR or NDB approach has been selected in the data base, the LOC and APPR switches will not arm for localizer or glide slope capture, even if the ILS frequency is manually tuned in the FMGC. An ILS approach must be selected in the data base.
NOTE: The ILS APR mode should not be engaged above 8200 ft. AGL. Radio altimeter signals are not available above this altitude and with the APPR switch armed, the autopilot disengages at glideslope capture and the flight directors revert to HDG-V/S or TRK-FPA mode.
NOTE: The ILS APR mode should not be engaged above 8200 ft. AGL. Radio altimeter signals are not available above this altitude and with the APPR switch armed, the autopilot disengages at glideslope capture and the flight directors revert to HDG-V/S or TRK-FPA mode.
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
22-97 A320 LIMITATION 1 AND 9 COURSE
22-97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
EFIS CONTROL PANEL Location: Glareshield
EFIS CONTROL PANEL Location: Glareshield
FD Switch When pressed, the respective flight director command bars or flight path vector/flight path director is displayed on the associated PFD and the switch illuminates.
FD Switch When pressed, the respective flight director command bars or flight path vector/flight path director is displayed on the associated PFD and the switch illuminates.
NOTE: All Primary Flight Display (PFD) and Naviagation Display (ND) indications are located in Chapter 34 controls and indications.
NOTE: All Primary Flight Display (PFD) and Naviagation Display (ND) indications are located in Chapter 34 controls and indications.
22-98 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-98
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
THROTTLES Location: Pedestal
THROTTLES Location: Pedestal
Reverse Levers Select reverse thrust by overriding the stop fitted at the forward idle position. The stop is reset when the throttle is selected back to forward thrust.
Throttles Transmit signals to the FADEC, which computes and displays the thrust rating limit and EPR. They can only be moved manually over a sector divided into four operating segments. There are five positions defined by detents or stops.
TO
TO
GA
GA
FLX MCT
FLX MCT
45
CL
A / T H R
40 35 30 25
CL
A / T H R
20 15 10
R E V FULL
5 0
R E V FULL
Reverse Levers Select reverse thrust by overriding the stop fitted at the forward idle position. The stop is reset when the throttle is selected back to forward thrust.
Throttles Transmit signals to the FADEC, which computes and displays the thrust rating limit and EPR. They can only be moved manually over a sector divided into four operating segments. There are five positions defined by detents or stops.
When the idle stop is cleared by pulling the reverse levers up, reverse idle is selected.
When the idle stop is cleared by pulling the reverse levers up, reverse idle is selected.
NOTE: When the throttles are moved to the TOGA or Flex Take-off position, auto throttle engages, but is not active.
NOTE: When the throttles are moved to the TOGA or Flex Take-off position, auto throttle engages, but is not active.
Autothrottle Disconnect Swithes When pushed, disconnects the autothrottle system.
FOR TRAINING PURPOSES ONLY
22-99 A320 LIMITATION 1 AND 9 COURSE
TO
TO
GA
GA
FLX MCT
FLX MCT
45
CL
A / T H R
40 35 30 25
CL
A / T H R
20 15 10
R E V FULL
5 0
R E V FULL
Autothrottle Disconnect Swithes When pushed, disconnects the autothrottle system. Caution If the disconnect switch is pushed for more than 15 seconds, the A/THR system is permanently disconnected for the remainder of the flight. All A/THR functions including alpha floor are lost, and recovery is only possible at the next FMGC power-up.
Caution If the disconnect switch is pushed for more than 15 seconds, the A/THR system is permanently disconnected for the remainder of the flight. All A/THR functions including alpha floor are lost, and recovery is only possible at the next FMGC power-up.
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97
22-99
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM INDICATIONS Location:Upper ECAM
ECAM INDICATIONS Location:Upper ECAM
1.4 1.2 1.6
1.503
FLX
35˚C
1.223
1
F.F. 3400
4
8
Thrust Limit Mode Displays selected status. In flight (or on the ground with engines stopped), the selected mode corresponds to the detent of the most advancd throttle.
On the ground with engines running, the limit corresponds to the TO/GA limit, regardless of throttle position. If FLEX thrust is selected in this situation, FLX EPR is displayed when the throttles are positioned between IDLE and FLX/MCT.
On the ground with engines running, the limit corresponds to the TO/GA limit, regardless of throttle position. If FLEX thrust is selected in this situation, FLX EPR is displayed when the throttles are positioned between IDLE and FLX/MCT.
EPR Rating Limit In flight, displays value computed by the FADEC receiving the highest actual EPR. On the ground, the value is computed by the FADEC receiving the most advanced throttle position.
EPR Rating Limit In flight, displays value computed by the FADEC receiving the highest actual EPR. On the ground, the value is computed by the FADEC receiving the most advanced throttle position.
3300
440 FLAP
F
Flexible Takeoff Tempature Displays flexible takeoff temperature selected through the MCDUs when FLX mode selected.
10
4
1.4 1.2 1.6
F.F. 3400
4
8
LBS/H
3300
FOB: 29000 LBS
S
FLAP
F
Flexible Takeoff Tempature Displays flexible takeoff temperature selected through the MCDUs when FLX mode selected.
10
95.1
2
35˚C
440
4
95.1
1.503
FLX
1.223
1
LBS/H
FOB: 29000 LBS
S
Thrust Limit Mode Displays selected status. In flight (or on the ground with engines stopped), the selected mode corresponds to the detent of the most advancd throttle.
2
99.9+
99.9+
LDG LT
LDG LT
UPRECAM
UPRECAM
22-100 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-100
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AUTOLAND WARNING Location: Glareshield
AUTOLAND WARNING Location: Glareshield
AUTO LAND Warning Light Illuminates below 200 feet RA in the LAND mode when any one of the following occurs: - Both autopilots are off - Excessive localizer deviation (1/4 dot above 15 feet RA) or glide slope deviation (1 dot above 100 feet RA) (The localizer and glide slope scales flash on the PFD) - Loss of localizer signal above 15 feet RA, or loss of glide slope signal above 100 feet RA (The FD bars flash on the PFD; however, the LAND mode does not disengage.
AUTO LAND Warning Light Illuminates below 200 feet RA in the LAND mode when any one of the following occurs: - Both autopilots are off - Excessive localizer deviation (1/4 dot above 15 feet RA) or glide slope deviation (1 dot above 100 feet RA) (The localizer and glide slope scales flash on the PFD) - Loss of localizer signal above 15 feet RA, or loss of glide slope signal above 100 feet RA (The FD bars flash on the PFD; however, the LAND mode does not disengage.
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
22-101 A320 LIMITATION 1 AND 9 COURSE
22-101
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) Location: Control Pedestal
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) Location: Control Pedestal
Page Title Identifies the page in view. Line Select Keys Identified as 1L-6L and 1R- 6R, provide access to the onside data for the left and right data fields. The keys transfer data from the scratch pad to the line next to key if acceptable to FMGC. If a caret () appears next to the key, selecting the key accesses another MCDU page. Scratch Pad Displays typed alphanumeric characters and FMGC generated messages (up to 22 characters). The two MCDU scratch pads operate independently for data entry. Scratch pad entries cannot be made when an FMGC generated message already appears. FAIL Annunciator Illuminates when the MCDU has stopped operating properly. The display screen blanks, and "FMC FAIL" appears. FMGC Annunciator Illuminates when the FMGC is not linked to the MCDU and the FMGC requests the display. Return to the FMGC via the MCDU MENU key. Alphanumeric Keys Enable entry of letters and numbers into the scratch pad. The slash key (/) is used to separate pairs of entries in the same data field (e.g., wind direction/ speed: 270/ 110). The trailing entry of a pair must be preceded by a slash if it is entered alone, except for frequencies and identifiers on the RAD NAV page.
Page Title Identifies the page in view. Line Select Keys Identified as 1L-6L and 1R- 6R, provide access to the onside data for the left and right data fields. The keys transfer data from the scratch pad to the line next to key if acceptable to FMGC. If a caret () appears next to the key, selecting the key accesses another MCDU page. Scratch Pad Displays typed alphanumeric characters and FMGC generated messages (up to 22 characters). The two MCDU scratch pads operate independently for data entry. Scratch pad entries cannot be made when an FMGC generated message already appears. FAIL Annunciator Illuminates when the MCDU has stopped operating properly. The display screen blanks, and "FMC FAIL" appears. FMGC Annunciator Illuminates when the FMGC is not linked to the MCDU and the FMGC requests the display. Return to the FMGC via the MCDU MENU key. Alphanumeric Keys Enable entry of letters and numbers into the scratch pad. The slash key (/) is used to separate pairs of entries in the same data field (e.g., wind direction/ speed: 270/ 110). The trailing entry of a pair must be preceded by a slash if it is entered alone, except for frequencies and identifiers on the RAD NAV page.
22-102 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-102
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) Cont. Location: Control Pedestal
MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) Cont. Location: Control Pedestal
Additional Page Arrow When displayed, indicates that additional pages of related information are available. Use the NEXT PAGE key.
Additional Page Arrow When displayed, indicates that additional pages of related information are available. Use the NEXT PAGE key.
OVFY Key When pushed, a "D" appears in the scratch pad. Line selecting the waypoint to be overflown causes the “D” to appear next to that waypoint designator in the FPLN, and the lateral flight plan is modified so that the airplane directly overflies the waypoint. The overfly function provides for flight directly over a waypoint while maintaining LNAV.
JUN 97 FOR TRAINING PURPOSES ONLY
Function and Mode Keys When pushed, displays selected page. BRT Knob Controls intensity of MCDU display. MCDU MENU Annunciator Illuminates when a system linked to the MCDU requests the display. The system can be changed with the MCDU MENU key. CLR Key When pushed, clears messages and data from the scratch pad or an individual data field. If alphanumeric characters have been entered into the scratch pad, a single, short press of the key erases the last character entered. A longer press of the key erases the entire scratch pad. When the key is pushed and the scratch pad is empty, "CLR" appears in the scratch pad. If a line select key is then pressed, the adjacent data field is cleared, or will change to a defaulted or FMGC calculated value. If the data field to be cleared is a leg in the flight plan, the leg will be deleted from the flight plan, and a discontinuity is created in most cases. Pilot entered data in a field that is normally blank cannot be cleared with this key. "CLR" can be removed from the scratch pad by pushing the key a second time, or by entering an alphanumeric character.
22-103 A320 LIMITATION 1 AND 9 COURSE
OVFY Key When pushed, a "D" appears in the scratch pad. Line selecting the waypoint to be overflown causes the “D” to appear next to that waypoint designator in the FPLN, and the lateral flight plan is modified so that the airplane directly overflies the waypoint. The overfly function provides for flight directly over a waypoint while maintaining LNAV.
JUN 97
Function and Mode Keys When pushed, displays selected page. BRT Knob Controls intensity of MCDU display. MCDU MENU Annunciator Illuminates when a system linked to the MCDU requests the display. The system can be changed with the MCDU MENU key. CLR Key When pushed, clears messages and data from the scratch pad or an individual data field. If alphanumeric characters have been entered into the scratch pad, a single, short press of the key erases the last character entered. A longer press of the key erases the entire scratch pad. When the key is pushed and the scratch pad is empty, "CLR" appears in the scratch pad. If a line select key is then pressed, the adjacent data field is cleared, or will change to a defaulted or FMGC calculated value. If the data field to be cleared is a leg in the flight plan, the leg will be deleted from the flight plan, and a discontinuity is created in most cases. Pilot entered data in a field that is normally blank cannot be cleared with this key. "CLR" can be removed from the scratch pad by pushing the key a second time, or by entering an alphanumeric character.
22-103
UNITED AIRLINES
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A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU FUNCTION & MODE KEYS Location: MCDU
MCDU FUNCTION & MODE KEYS Location: MCDU
22-104 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-104
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU FUNCTION & MODE KEYS Cont. Location: MCDU
MCDU FUNCTION & MODE KEYS Cont. Location: MCDU
JUN 97 FOR TRAINING PURPOSES ONLY
22-105 A320 LIMITATION 1 AND 9 COURSE
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
22-105
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU PAGE FORMAT Location: MCDU
MCDU PAGE FORMAT Location: MCDU
22-106 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-106
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU PAGE FORMAT Cont. Location: MCDU
MCDU PAGE FORMAT Cont. Location: MCDU
JUN 97 FOR TRAINING PURPOSES ONLY
22-107 A320 LIMITATION 1 AND 9 COURSE
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
22-107
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU PAGE FORMAT Cont. Location: MCDU
MCDU PAGE FORMAT Cont. Location: MCDU
22-108 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-108
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU MESSAGE LIST Location: Scratchpad of MCDU
MCDU MESSAGE LIST Location: Scratchpad of MCDU
Message
AC POSITION INVALID
ALIGN IRS
ALT F-PLN DELETED AWY/WPT MISMATCH
CABIN RATE EXCEEDED
CHECK A/C POSITION
CHECK APPR GUIDANCE (* EFIS PFD) CHECK DATA BASE CYCLE CHECK GW
CHECK QFE
CLK IS TAKEOFF TIME
JUN 97 FOR TRAINING PURPOSES ONLY
Meaning 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. Requires a return to the INIT A page. Displayed when "ALIGN IRS" prompt has not been selected. Alternate F-PLN has been automatically deleted when the F-PLN memory has been exceeded. A VIA/GO TO on the LAT REV page is attempted and the revised (or GO TO) point is not on the entered airway. The computed airplane descent prediction exceeds the cabin’s ability to repressurize at the selected rate when within 200 nm of the destination. Radio position differs from IRS position by more than 12 nm while DME/DME or VOR/DME inertial position mode remains valid. A non-ILS approcah 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. The current date does not match the effective date date in the active data base, and a FROM/ TO pair CO RTE entry is made. FMS and FAC-computed gross weights differ by more than 5 tons. 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. An estimated takeoff time (ETT) constraint (UTC constraint at departure airport) is entered and the clock time becomes equal to the ETT constraint.
22-109 A320 LIMITATION 1 AND 9 COURSE
Message
AC POSITION INVALID
ALIGN IRS
ALT F-PLN DELETED AWY/WPT MISMATCH
CABIN RATE EXCEEDED
CHECK A/C POSITION
CHECK APPR GUIDANCE (* EFIS PFD) CHECK DATA BASE CYCLE CHECK GW
CHECK QFE
CLK IS TAKEOFF TIME
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
Meaning 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. Requires a return to the INIT A page. Displayed when "ALIGN IRS" prompt has not been selected. Alternate F-PLN has been automatically deleted when the F-PLN memory has been exceeded. A VIA/GO TO on the LAT REV page is attempted and the revised (or GO TO) point is not on the entered airway. The computed airplane descent prediction exceeds the cabin’s ability to repressurize at the selected rate when within 200 nm of the destination. Radio position differs from IRS position by more than 12 nm while DME/DME or VOR/DME inertial position mode remains valid. A non-ILS approcah 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. The current date does not match the effective date date in the active data base, and a FROM/ TO pair CO RTE entry is made. FMS and FAC-computed gross weights differ by more than 5 tons. 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. An estimated takeoff time (ETT) constraint (UTC constraint at departure airport) is entered and the clock time becomes equal to the ETT constraint.
22-109
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
Message CRZ FL ABOVE MAX FL CSTR DEL ABOVE CRZ FL DECELERATE (* EFIS PFD) DEFAULT STATE ASSUMED DELETING OFFSET XXXX IS DESELECTED DEST/ALTN MISMATCH
DIR TO IN PROCESS
ENTER DEST DATA
DISCONT AHEAD
ENTRY OUT OF RANGE F-PLN ELEMMENT RETAINED F-PLN FULL FMS1/FMS2 A/C STS DIFF
22-110 FOR TRAINING PURPOSES ONLY
Meaning The entered cruise altitude is above the computed maximum altitude. 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. The airplane is in the cruise or climb phase beyond the top of descent and in managed speed. All intialization data is cleared after a long term power interruption. Generally, appears only when powering-up a new MCDU. An offset is automatically deleted. The entry of a de-selected navaid is attempted on the RAD NAV or PROG page. Attempt is made to enter an alternate CO RTE that does not have the same origin as the primary destination. Accessing the VERT REV or LAT REV on one MCDU with the DIR TO page displayed on the other MCDU. Wind, QNH, temperature at destination have not been entered, and the airplane is 180 nm from the destination. Appears 30 seconds prior to a lateral discontinuity when in the NAV mode, or a modification is made less than 30 seconds prior to the discontinuity. Attempted data entry is out of the range specified for the selected field. Attempt is made to delete stored navaids, waypoints, or runways contained in any F-PLN, or those being tuned. The memory required is more than is available. The message precedes a transition to the independent mode. Also appears at power-up if a disparity appears in FMS data.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Message CRZ FL ABOVE MAX FL CSTR DEL ABOVE CRZ FL DECELERATE (* EFIS PFD) DEFAULT STATE ASSUMED DELETING OFFSET XXXX IS DESELECTED DEST/ALTN MISMATCH
DIR TO IN PROCESS
ENTER DEST DATA
DISCONT AHEAD
ENTRY OUT OF RANGE F-PLN ELEMMENT RETAINED F-PLN FULL FMS1/FMS2 A/C STS DIFF
22-110
A319/A320 AIRCRAFT REFERENCE GUIDE
Meaning The entered cruise altitude is above the computed maximum altitude. 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. The airplane is in the cruise or climb phase beyond the top of descent and in managed speed. All intialization data is cleared after a long term power interruption. Generally, appears only when powering-up a new MCDU. An offset is automatically deleted. The entry of a de-selected navaid is attempted on the RAD NAV or PROG page. Attempt is made to enter an alternate CO RTE that does not have the same origin as the primary destination. Accessing the VERT REV or LAT REV on one MCDU with the DIR TO page displayed on the other MCDU. Wind, QNH, temperature at destination have not been entered, and the airplane is 180 nm from the destination. Appears 30 seconds prior to a lateral discontinuity when in the NAV mode, or a modification is made less than 30 seconds prior to the discontinuity. Attempted data entry is out of the range specified for the selected field. Attempt is made to delete stored navaids, waypoints, or runways contained in any F-PLN, or those being tuned. The memory required is more than is available. The message precedes a transition to the independent mode. Also appears at power-up if a disparity appears in FMS data.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
Message FMS1/FMS2 GW DIFF FMS1/FMS2 POS DIFF FMS1/FMS2 SPD TGT DIFF FORMAT ERROR INDEPENDENT OPERATION INITIALIZE WEIGHTS
IRS ONLY NAVIGATION
LIST OF 10 IN USE LIST OF 20 IN USE NAV ACCUR DOWNGRAD (*EFIS) NAV ACCUR UPGRAD (*EFIS) NEW ACC ALT - HHHH NEW CRZ ALT - HHHH NEW THR RED ALT -HHHH NON UNIQUE ROUTE IDENT NOT ALLOWED
JUN 97 FOR TRAINING PURPOSES ONLY
Meaning On-side and off-side airplane weight differs by 4410 pounds or more. On-side and off-side airplane positions differ by 5 nm or more. On-side and off-side target speeds differ by 5 KIAS or more. The data entry does not meet the specified entry format for a given field. Both FMGCs are operating independently of each other. ZFW or block fuel (FOB) are undefined after engine start. The airplane is not in the approach or terminal area and: - The airplane has been in the IRS mode for more than 10 minutes, or - The airplane is in the IRS mode and starts the descent phase. An attempt has been made to enter more than 10 stored runways into the data base. An attempt has been made to create a waypoint when 20 are already in use. Navigation accuracy has been downgraded from HIGH to LOW. Navigation accuracy has been upgraded from LOW to HIGH. The acceleration altitude is re-assigned. The cruise altitude is re-defined. The thrust reduction altitude is re-assigned.
Message FMS1/FMS2 GW DIFF FMS1/FMS2 POS DIFF FMS1/FMS2 SPD TGT DIFF FORMAT ERROR INDEPENDENT OPERATION INITIALIZE WEIGHTS
IRS ONLY NAVIGATION
LIST OF 10 IN USE LIST OF 20 IN USE NAV ACCUR DOWNGRAD (*EFIS) NAV ACCUR UPGRAD (*EFIS) NEW ACC ALT - HHHH NEW CRZ ALT - HHHH NEW THR RED ALT -HHHH
An attempt was made to enter a CO RTE identifier on the NEW ROUTE page that is identical to an existing CO RTE identifier. Data entry is not allowed in the selected field, or a line select key action is not allowed.
22-111 A320 LIMITATION 1 AND 9 COURSE
NON UNIQUE ROUTE IDENT NOT ALLOWED
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
Meaning On-side and off-side airplane weight differs by 4410 pounds or more. On-side and off-side airplane positions differ by 5 nm or more. On-side and off-side target speeds differ by 5 KIAS or more. The data entry does not meet the specified entry format for a given field. Both FMGCs are operating independently of each other. ZFW or block fuel (FOB) are undefined after engine start. The airplane is not in the approach or terminal area and: - The airplane has been in the IRS mode for more than 10 minutes, or - The airplane is in the IRS mode and starts the descent phase. An attempt has been made to enter more than 10 stored runways into the data base. An attempt has been made to create a waypoint when 20 are already in use. Navigation accuracy has been downgraded from HIGH to LOW. Navigation accuracy has been upgraded from LOW to HIGH. The acceleration altitude is re-assigned. The cruise altitude is re-defined. The thrust reduction altitude is re-assigned. An attempt was made to enter a CO RTE identifier on the NEW ROUTE page that is identical to an existing CO RTE identifier. Data entry is not allowed in the selected field, or a line select key action is not allowed.
22-111
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
Message NOT ALLOWED IN NAV NOT IN DATA BASE ONLY SPEED ENTRY ALLOWED OPP FMGC IN PROGRESS PAGE UPDATE IN PROGRESS PLEASE WAIT PRESS MCDU MENU KEY
RESET IRS TO NAV
REVISIONS NOT STORED
RWY/ILS MISMATCH
SEC F-PLN DELETED
22-112 FOR TRAINING PURPOSES ONLY
Meaning An attempt to modify the "TO" waypoint is made while in the NAV mode. The entered CO RTE identification, FROM/TO pair, or place does not exist in the current data base. A Mach entry is attempted for a preselected speed value on the CLIMB page. Single FMGC mode automatically selected due to on-side FMGC failure. Entries on either MCDU are transferred to the operating FMGC. A line select key is pressed on the F-PLN page while predictions are being updated. Re-synchronization between both FMGCs is in progress. The SUBSYSTEM page is displayed and the system which was selected does not respond. An INIT position is present or has changed since IRS alignment, but none of the IRUs are in the ALIGN mode. A pilot-defined route or CO RTE (active or secondary F-PLN) is stored and indicates that the following elements are not retained: - Pilot-entered holds - Offsets - Modifications to terminal area procedures - Pilot-entered constraints - FMS-created waypoints. 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 frequencies entered on the RAD NAV page does not match the associated ILS frequency. The secondary F-PLN is automatically deleted when the memory is exceeded.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Message NOT ALLOWED IN NAV NOT IN DATA BASE ONLY SPEED ENTRY ALLOWED OPP FMGC IN PROGRESS PAGE UPDATE IN PROGRESS PLEASE WAIT PRESS MCDU MENU KEY
RESET IRS TO NAV
REVISIONS NOT STORED
RWY/ILS MISMATCH
SEC F-PLN DELETED
22-112
A319/A320 AIRCRAFT REFERENCE GUIDE
Meaning An attempt to modify the "TO" waypoint is made while in the NAV mode. The entered CO RTE identification, FROM/TO pair, or place does not exist in the current data base. A Mach entry is attempted for a preselected speed value on the CLIMB page. Single FMGC mode automatically selected due to on-side FMGC failure. Entries on either MCDU are transferred to the operating FMGC. A line select key is pressed on the F-PLN page while predictions are being updated. Re-synchronization between both FMGCs is in progress. The SUBSYSTEM page is displayed and the system which was selected does not respond. An INIT position is present or has changed since IRS alignment, but none of the IRUs are in the ALIGN mode. A pilot-defined route or CO RTE (active or secondary F-PLN) is stored and indicates that the following elements are not retained: - Pilot-entered holds - Offsets - Modifications to terminal area procedures - Pilot-entered constraints - FMS-created waypoints. 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 frequencies entered on the RAD NAV page does not match the associated ILS frequency. The secondary F-PLN is automatically deleted when the memory is exceeded.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
Message SELECT DESIRED SYSTEM
SENSOR IS INVALID
SET SPEED AUTO (*EFIS PFD)
SET HOLD AUTO (*EFIS PFD)
SET VFTO Vertical Felocity Takeoff (*EFIS PFD)
SPECIF NDB UNAVAIL SPECIF VOR-D UNAVAIL (*EFIS PFD) SPD LIM EXCEEDED
STEP ABOVE MAX FL STEP DEFINED WPT01
JUN 97 FOR TRAINING PURPOSES ONLY
Meaning
Message SELECT DESIRED SYSTEM
The MCDU MENU page is displayed. Generated when: - FF or FQ, or FF + FQ, or FQ + FF is selected on the FUEL PRED page and the sensor(s) is invalid, or - FOB is entered alone and the FF sensor is invalid. The airplane is in selected speed and a preselected speed does not exist for the next flight phase. 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 knots from the hold speed. Message generated during engine out mode using selected speed when: - FCU selected speed is greater than or equal to green dot + 10 knots and ALT* or ALT are not active, or - FCU selected speed is less than or equal to green dot - 10 knots. The desired NDB to be auto-tuned has been deselected. The desired VOR, VOR-DME, or VORTAC to be auto-tuned has been deselected. The airplane is more than 300 feet below the speed limit altitude and exceeds the speed limit by more than 10 knots. - A step altitude has been entered that is above the predicted maximum altitude. A step exists and the STEP PRED page is accessed at a different point than where the existing step is defined.
22-113 A320 LIMITATION 1 AND 9 COURSE
SENSOR IS INVALID
SET SPEED AUTO (*EFIS PFD)
SET HOLD AUTO (*EFIS PFD)
SET VFTO Vertical Felocity Takeoff (*EFIS PFD)
SPECIF NDB UNAVAIL SPECIF VOR-D UNAVAIL (*EFIS PFD) SPD LIM EXCEEDED
STEP ABOVE MAX FL STEP DEFINED WPT01
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
Meaning The MCDU MENU page is displayed. Generated when: - FF or FQ, or FF + FQ, or FQ + FF is selected on the FUEL PRED page and the sensor(s) is invalid, or - FOB is entered alone and the FF sensor is invalid. The airplane is in selected speed and a preselected speed does not exist for the next flight phase. 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 knots from the hold speed. Message generated during engine out mode using selected speed when: - FCU selected speed is greater than or equal to green dot + 10 knots and ALT* or ALT are not active, or - FCU selected speed is less than or equal to green dot - 10 knots. The desired NDB to be auto-tuned has been deselected. The desired VOR, VOR-DME, or VORTAC to be auto-tuned has been deselected. The airplane is more than 300 feet below the speed limit altitude and exceeds the speed limit by more than 10 knots. - A step altitude has been entered that is above the predicted maximum altitude. A step exists and the STEP PRED page is accessed at a different point than where the existing step is defined.
22-113
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
MCDU MESSAGE LIST Cont. Location: Scratchpad of MCDU
Message
Meaning A step is deleted due to an engine out, insertion of another step, or a prediction determination STEP DELETED that the step cannot be flown (too near the top of descent). STORED ROUTE FULL Three pilot-defined routes already exist. SPEED ERROR AT WPT 01 In LNAV, a peed constraint is predicted to be (WPT = 5 character missed by more than 10 knots. The message is constraint waypoint) cleared when prediction is within 5 knots. Displayed when any line select key (except ERASE or INSERT) is selected or when flight TMPY F-PLN EXISTS planning is attempted on the secondary flight plan while a temporary F-PLN is displayed. The airplane must leave the hold immediately to TIME TO EXIT satisfy fuel reserve requirements (i.e., EXTRA fuel is zero). Displayed in cruise when within 150 nm of TOO STEEP PATH-AHEAD destination or in descent/approach phase in the NAV mode and the descent profile is too steep. VOR cannot be auto-tuned because of a manual TUNE BBB FFF.FF VOR selection. System initailization fails due to an incompatible UNKNOWN PROGRAM PIN or undefined airplane program pin combination with the FMGC software. A F-PLN exists and a ZFW or GW is entered USING COST INDEX-NNN prior to defining a cost index (CI). The FMGC defaults to the last flight’s cost index. The airplane is in DES mode, too steep of profile VERT DISCON AHEAD exists on the next leg, and the airplane is less than 30 seconds from the discontinuity. WAIT FOR SYSTEM The SUBSYSTEM WAIT page is displayed. RESPONSE
22-114 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
A319/A320 AIRCRAFT REFERENCE GUIDE
Message
Meaning A step is deleted due to an engine out, insertion of another step, or a prediction determination STEP DELETED that the step cannot be flown (too near the top of descent). STORED ROUTE FULL Three pilot-defined routes already exist. SPEED ERROR AT WPT 01 In LNAV, a peed constraint is predicted to be (WPT = 5 character missed by more than 10 knots. The message is constraint waypoint) cleared when prediction is within 5 knots. Displayed when any line select key (except ERASE or INSERT) is selected or when flight TMPY F-PLN EXISTS planning is attempted on the secondary flight plan while a temporary F-PLN is displayed. The airplane must leave the hold immediately to TIME TO EXIT satisfy fuel reserve requirements (i.e., EXTRA fuel is zero). Displayed in cruise when within 150 nm of TOO STEEP PATH-AHEAD destination or in descent/approach phase in the NAV mode and the descent profile is too steep. VOR cannot be auto-tuned because of a manual TUNE BBB FFF.FF VOR selection. System initailization fails due to an incompatible UNKNOWN PROGRAM PIN or undefined airplane program pin combination with the FMGC software. A F-PLN exists and a ZFW or GW is entered USING COST INDEX-NNN prior to defining a cost index (CI). The FMGC defaults to the last flight’s cost index. The airplane is in DES mode, too steep of profile VERT DISCON AHEAD exists on the next leg, and the airplane is less than 30 seconds from the discontinuity. WAIT FOR SYSTEM The SUBSYSTEM WAIT page is displayed. RESPONSE
22-114
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
FLIGHT MODE ANNUNCIATOR (FMA) INDICATIONS Location: Primary Flight Displays (PFDs)
FLIGHT MODE ANNUNCIATOR (FMA) INDICATIONS Location: Primary Flight Displays (PFDs)
Flight Mode Annunciations
Flight Mode Annunciations
JUN 97 FOR TRAINING PURPOSES ONLY
22-115 A320 LIMITATION 1 AND 9 COURSE
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
22-115
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
PFD FLIGHT MODE ANNUNCIATIONS Location: Captain and First PFDs and NDs.
PFD FLIGHT MODE ANNUNCIATIONS Location: Captain and First PFDs and NDs.
First Line Second Line Third Line
Column 1 Autothrottle Operation
Column 2 AP/FD Vertical Modes
Column 3 AP/FD Lateral Modes
Column 4 Approach Capabilities DH or MDA
Column 5 AP, FD, A/THR Status
SPEED
ALT* G/S
HDG LOC
CAT 3 SINGLE DH 100
AP1 1 FD2 A/THR
Line
(W)
MAN 42
(W) FLX
First Line
Engaged or Captured Modes
(B)
MAN (W) MCT (W) MAN (W) THR (W) THR MCT (G) THR CLB (G) THR LVR (G) THR IDLE (G) A.FLOOR (G) TOGA LK (G) SPEED (G) MACH (G)
Armed Modes
Special Messages
RWY (G) HDG (G) TRACK (G) LOC* (G) LOC (G) NAV (G) RWY TRK (G) GA TRK (G) APP NAV (G)
CAT 1 (W) CAT 2 (W) CAT 3 (W)
FOR TRAINING PURPOSES ONLY
Column 5 AP, FD, A/THR Status
SPEED
ALT* G/S
HDG LOC
CAT 3 SINGLE DH 100
AP1 1 FD2 A/THR
(W)
MAN 42
(W) FLX
First Line
NAV (B) LOC (B) APP NAV (B)
SINGLE (W) DUAL (W)
DH XXX (B) NO DH (W) MDAXXXX (B) (W)
1FD2 (W) 1FD- (W) -FD2 (W) 2FD- (W) -FD1 (W) 1FD1 (W) 2FD2 (W) ** A/THR (B) A/THR (B)
(B)
MAN (W) MCT (W) MAN (W) THR (W) THR MCT (G) THR CLB (G) THR LVR (G) THR IDLE (G) A.FLOOR (G) TOGA LK (G) SPEED (G) MACH (G)
Armed Modes
Third Line
SRS (G) ALT CRZ (G) ALT(*) (G) ALT CST(*) (G) ALT CST (M) (G) V/S-500 (B) (G) FPA-3.0 (B) EXP CLB (G) EXP DES (G) G/S* (G) G/S (G) OP CLB (G) OP DES (G) CLB (G) DES (G)
LVR ASYM (A) LVR CLB (W) LVR MCT (W) THR LK (A)
RWY (G) HDG (G) TRACK (G) LOC* (G) LOC (G) NAV (G) RWY TRK (G) GA TRK (G) APP NAV (G)
CAT 1 (W) CAT 2 (W) CAT 3 (W)
AP1 +2 (W) AP1 (W) AP2 (W)
SINGLE (W) DUAL (W)
1FD2 (W) 1FD- (W) -FD2 (W) 2FD- (W) -FD1 (W) 1FD1 (W) 2FD2 (W) **
FINAL APP (G) FLARE (G) ROLL OUT (G) LAND (G) ALT (B) ALT (M) CLB (B) DES (B) FINAL (B) G/S (B)
Second Line
Special Messages
NAV (B) LOC (B) APP NAV (B)
MORE DRAG (W) SET GREEN DOT SPD (W) SET MANAGED SPD (W) SET HOLD SPD (W) USE MAN PITCH TRIM (A) MAN PITCH TRIM ONLY (R) CHECK APP SEL (W) DECELERATE (W) VERT DISCON AHEAD (A) MACH SEL: .XX (B) SPEED SEL: XXX (B)
(W)
DH XXX (B) NO DH
A/THR (B) A/THR (B)
(W) MDAXXXX (B)
White box highlights each new annunciation for 10 seconds.
White box highlights each new annunciation for 10 seconds.
22-116
Column 4 Approach Capabilities DH or MDA
Displayed Annunciations and Messages (color)
AP1 +2 (W) AP1 (W) AP2 (W)
Engaged or Captured Modes
MORE DRAG (W) SET GREEN DOT SPD (W) SET MANAGED SPD (W) SET HOLD SPD (W) USE MAN PITCH TRIM (A) MAN PITCH TRIM ONLY (R) CHECK APP SEL (W) DECELERATE (W) VERT DISCON AHEAD (A) MACH SEL: .XX (B) SPEED SEL: XXX (B)
LVR ASYM (A) LVR CLB (W) LVR MCT (W) THR LK (A)
Column 3 AP/FD Lateral Modes
MAN (W) TOGA (W)
FINAL APP (G) FLARE (G) ROLL OUT (G) LAND (G) ALT (B) ALT (M) CLB (B) DES (B) FINAL (B) G/S (B)
Second Line
Third Line
SRS (G) ALT CRZ (G) ALT(*) (G) ALT CST(*) (G) ALT CST (M) (G) V/S-500 (B) (G) FPA-3.0 (B) EXP CLB (G) EXP DES (G) G/S* (G) G/S (G) OP CLB (G) OP DES (G) CLB (G) DES (G)
Column 2 AP/FD Vertical Modes
Line
Displayed Annunciations and Messages (color) MAN (W) TOGA (W)
First Line Second Line Third Line
Column 1 Autothrottle Operation
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-116
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Autothrottle Annunciations (FMA Column 1) First Line Annunciator Color Meaning Autothrottle is armed with at least one throttle in the TO/GA MAN White detent. TOGA Autothrottle is armed with at least one throttle in the FLX MAN White/ detent and FLX TO temp set at 42°. The other throttle is at or FLX 42 Blue below the FLX detent. Temperature displayed blue. Autothrottle is engaged with the most forward throttle in the MAN White MCT detent. MCT Autothrottle is armed with the most forward throttle above the MAN White/ CL detent (2 engine) or above MCT (1 engine) and not in THR Amber detent. box Autothrottle is engaged with at least one operative throttle in THR CLB Green the CL detent. Autothrottle is engaged and the most forward throttle is in the THR MCT Green MCT detent (single engine). THR IDLE Green Autothrottle is engaged and commands idle thrust.
Autothrottle Annunciations (FMA Column 1) First Line Annunciator Color Meaning Autothrottle is armed with at least one throttle in the TO/GA MAN White detent. TOGA Autothrottle is armed with at least one throttle in the FLX MAN White/ detent and FLX TO temp set at 42°. The other throttle is at or FLX 42 Blue below the FLX detent. Temperature displayed blue. Autothrottle is engaged with the most forward throttle in the MAN White MCT detent. MCT Autothrottle is armed with the most forward throttle above the MAN White/ CL detent (2 engine) or above MCT (1 engine) and not in THR Amber detent. box Autothrottle is engaged with at least one operative throttle in THR CLB Green the CL detent. Autothrottle is engaged and the most forward throttle is in the THR MCT Green MCT detent (single engine). THR IDLE Green Autothrottle is engaged and commands idle thrust.
THR LVR SPEED/ MACH
Green
Autothrottle is engaged with both throttles below CL or one throttle below MCT (single engine).
THR LVR SPEED/ MACH
Green SPD/MACH mode is engaged.
Green
Autothrottle is engaged with both throttles below CL or one throttle below MCT (single engine).
Green SPD/MACH mode is engaged.
Autothrottle is engaged and commands TO/GA thrust while alpha floor conditions are met. Autothrottle is engaged and TO/GA thrust is frozen (alpha TOGA LK Green floor conditions are no longer met). MAN TOGA, MAN FLEX, MAN MCT, and MAN THR appear on the first and second lines. Third line LVR CLB White Prompts setting of throttles to CL detent. (flashing) LVR MCT White Prompts setting of the live throttle to MCT detent. (flashing) LVR ASYM Amber Autothrottle engaged with throttles not in same detent. Thrust is frozen when the autothrottles system is disengaged THR LK Amber due to a failure of the autothrottle systems. (flashing) LVR CLB, LVR MCT, and THR LK are associated with an amber CAUTION every five seconds until action taken.
Autothrottle is engaged and commands TO/GA thrust while alpha floor conditions are met. Autothrottle is engaged and TO/GA thrust is frozen (alpha TOGA LK Green floor conditions are no longer met). MAN TOGA, MAN FLEX, MAN MCT, and MAN THR appear on the first and second lines. Third line LVR CLB White Prompts setting of throttles to CL detent. (flashing) LVR MCT White Prompts setting of the live throttle to MCT detent. (flashing) LVR ASYM Amber Autothrottle engaged with throttles not in same detent. Thrust is frozen when the autothrottles system is disengaged THR LK Amber due to a failure of the autothrottle systems. (flashing) LVR CLB, LVR MCT, and THR LK are associated with an amber CAUTION every five seconds until action taken.
JUN 97
JUN 97
A. FLOOR Green
FOR TRAINING PURPOSES ONLY
22-117 A320 LIMITATION 1 AND 9 COURSE
A. FLOOR Green
22-117
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Autopilot / Flight Director Vertical Modes (FMA Column 2)
Autopilot / Flight Director Vertical Modes (FMA Column 2)
First Line (Engaged Vertical Modes) Annunciator Color Meaning (Managed) Takeoff or go-around mode is engaged. With SRS (speed reference mode), F/Ds command V2 + 10 with both SRS Green engines, or V2 or airplane speed (whichever is higher) with 1 engine. (Managed) FCU altitude set to MCDU-entered cruise altitude. ALT CRZ Green A/THR holds target Mach. Altitude varies ± 50 feet to minimize thrust variation. ALT* ALT CAPTURE mode is engaged. ALT* displays in case of Green FCU selected altitude capture. ALT CST* displays in case of or ALT CST ALT CSTR capture. ALT ALT CAPTURE mode is engaged. ALT displays when the or Green FCU selected altitude held. ALT CST displays when an ALTALT CST CSTR is held. Green/ Vertical speed mode is engaged to maintain the vertical speed V/S ± XXXX Blue selected on the FCU. (Managed) VNAV climb mode engaged. VNAV altitude CLB Green constraints or FCU altitude will be met. (Managed) VNAV descent mode engaged. VNAV altitude DES Green constraints or FCU altitude will be met. Open climb mode is engaged. Managed or selected speed. OP CLB Green VNAV altitude constraints are ignored. Open descent mode is engaged. Managed or selected speed. OP DES Green VNAV altitude constraints are ignored. Expedite climb is engaged. Must be managed speed. Climb EXP CLB Green speed is green dot. Expedite descent is engaged. Must be managed speed. Speed is EXP DES Green 340/.80. G/S Green (Managed) Glide slope mode is engaged. (Managed) Glide slope mode is captured. FCU altitudes are G/S* Green ignored. Green/ Flight path angle mode is engaged to maintain FCU-selected FPA ±XXX Blue FPA.
First Line (Engaged Vertical Modes) Annunciator Color Meaning (Managed) Takeoff or go-around mode is engaged. With SRS (speed reference mode), F/Ds command V2 + 10 with both SRS Green engines, or V2 or airplane speed (whichever is higher) with 1 engine. (Managed) FCU altitude set to MCDU-entered cruise altitude. ALT CRZ Green A/THR holds target Mach. Altitude varies ± 50 feet to minimize thrust variation. ALT* ALT CAPTURE mode is engaged. ALT* displays in case of Green FCU selected altitude capture. ALT CST* displays in case of or ALT CST ALT CSTR capture. ALT ALT CAPTURE mode is engaged. ALT displays when the or Green FCU selected altitude held. ALT CST displays when an ALTALT CST CSTR is held. Green/ Vertical speed mode is engaged to maintain the vertical speed V/S ± XXXX Blue selected on the FCU. (Managed) VNAV climb mode engaged. VNAV altitude CLB Green constraints or FCU altitude will be met. (Managed) VNAV descent mode engaged. VNAV altitude DES Green constraints or FCU altitude will be met. Open climb mode is engaged. Managed or selected speed. OP CLB Green VNAV altitude constraints are ignored. Open descent mode is engaged. Managed or selected speed. OP DES Green VNAV altitude constraints are ignored. Expedite climb is engaged. Must be managed speed. Climb EXP CLB Green speed is green dot. Expedite descent is engaged. Must be managed speed. Speed is EXP DES Green 340/.80. G/S Green (Managed) Glide slope mode is engaged. (Managed) Glide slope mode is captured. FCU altitudes are G/S* Green ignored. Green/ Flight path angle mode is engaged to maintain FCU-selected FPA ±XXX Blue FPA.
22-118
22-118
FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Autopilot / Flight Director Vertical Modes (Continued)
Autopilot / Flight Director Vertical Modes (Continued)
Second line (Armed Vertical Modes) Annunciator Color Meaning CLB Blue VNAV climb mode is armed. Blue Altitude mode is armed. Blue when the target altitude is the ALT or FCU-selected altitude. Magenta when the target altitude is a Magenta VNAV altitude constraint. DES Blue VNAV descent mode is armed. G/S Blue Glide slope mode is armed. FINAL Blue Final descent mode is armed.
Second line (Armed Vertical Modes) Annunciator Color Meaning CLB Blue VNAV climb mode is armed. Blue Altitude mode is armed. Blue when the target altitude is the ALT or FCU-selected altitude. Magenta when the target altitude is a Magenta VNAV altitude constraint. DES Blue VNAV descent mode is armed. G/S Blue Glide slope mode is armed. FINAL Blue Final descent mode is armed.
Third Line (FMA columns 1 and 2) SPEED Blue Indicated a preset speed associated with the cruise, climb or SEL:XXX descent phase. MACH Blue Indicates a preset Mach associated with the cruise, climb or SEL:.XX descent phase.
Third Line (FMA columns 1 and 2) SPEED Blue Indicated a preset speed associated with the cruise, climb or SEL:XXX descent phase. MACH Blue Indicates a preset Mach associated with the cruise, climb or SEL:.XX descent phase.
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
22-119 A320 LIMITATION 1 AND 9 COURSE
22-119
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Autopilot / Flight Director Lateral Modes (FMA Column 3)
Autopilot / Flight Director Lateral Modes (FMA Column 3)
First Line (Engaged Lateral Modes) Annunciator Color Meaning Runway mode is engaged on the ground. Provides lateral RWY Green guidance during takeoff roll and initial climb (to 30 feet RA) if localizer signal is available. Runway track mode is engaged. Provides lateral guidance on RWY TRK Green the extended runway centerline (above 30 feet RA), based on the track memorized during takeoff roll. Go around track mode is engaged. Provides lateral guidance GA TRK Green along the track existing at the time the go around was initiated. LOC* Green Localizer mode is captured. LOC Green Localizer mode is engaged. HDG Green Heading mode is engaged. TRACK Green Track mode is engaged. TRK/FPA must be selected. APP NAV Green LNAV is engaged during a non-ILS approach. LNAV is engaged to guide the airplane along the FM lateral NAV Green flight plan.
First Line (Engaged Lateral Modes) Annunciator Color Meaning Runway mode is engaged on the ground. Provides lateral RWY Green guidance during takeoff roll and initial climb (to 30 feet RA) if localizer signal is available. Runway track mode is engaged. Provides lateral guidance on RWY TRK Green the extended runway centerline (above 30 feet RA), based on the track memorized during takeoff roll. Go around track mode is engaged. Provides lateral guidance GA TRK Green along the track existing at the time the go around was initiated. LOC* Green Localizer mode is captured. LOC Green Localizer mode is engaged. HDG Green Heading mode is engaged. TRACK Green Track mode is engaged. TRK/FPA must be selected. APP NAV Green LNAV is engaged during a non-ILS approach. LNAV is engaged to guide the airplane along the FM lateral NAV Green flight plan.
Autopilot / Flight Director Lateral and Vertical Combined Modes (FMA Columns 2 and 3) Annunciator Color Meaning LAND Green Land mode is engaged below 400 feet RA. FLARE Green Flare mode is engaged at approximately 40 feet RA. ROLL OUT Green Roll out mode is engaged at touchdown. APP NAV and FINAL modes are engaged during a non-ILS FINAL APP Green approach.
Autopilot / Flight Director Lateral and Vertical Combined Modes (FMA Columns 2 and 3) Annunciator Color Meaning LAND Green Land mode is engaged below 400 feet RA. FLARE Green Flare mode is engaged at approximately 40 feet RA. ROLL OUT Green Roll out mode is engaged at touchdown. APP NAV and FINAL modes are engaged during a non-ILS FINAL APP Green approach.
Second Line (Armed Lateral Modes) LOC Blue Localizer mode is armed. APP NAV Blue LNAV is armed for a non-ILS approach. NAV Blue LNAV is armed.
Second Line (Armed Lateral Modes) LOC Blue Localizer mode is armed. APP NAV Blue LNAV is armed for a non-ILS approach. NAV Blue LNAV is armed.
22-120 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-120
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Approach Capabilities (FMA Column 4)
Approach Capabilities (FMA Column 4)
First and Second Lines Annunciator Color CAT 1 White CAT 2 White CAT 3 White SINGLE CAT 3 White DUAL
First and Second Lines Annunciator Color CAT 1 White CAT 2 White CAT 3 White SINGLE CAT 3 White DUAL
Meaning Category 1 capability is available. No autoland. Category 1 autoland is available, but may be unreliable. Category 2 autoland is available. Category 3 autoland is available.
Minimum descent altitude (MSL) as inserted by the pilot on White PERF APPR page. Used for any approach with barometric MDA XXX Blue altimeter minimums.
NO DH
Category 2 autoland is available. Category 3 autoland is available.
Third Line
Third Line
DH XXX
Meaning Category 1 capability is available. No autoland. Category 1 autoland is available, but may be unreliable.
White/ Radio altitude as inserted by the pilot on PERF APPR page. Blue “NO DH” appears when NO is inserted on PERF APPR page. White
Minimum descent altitude (MSL) as inserted by the pilot on White PERF APPR page. Used for any approach with barometric MDA XXX Blue altimeter minimums. DH XXX NO DH
White/ Radio altitude as inserted by the pilot on PERF APPR page. Blue “NO DH” appears when NO is inserted on PERF APPR page. White
Autopilot / Autothrottle Engagement Status (FMA Column 5) First Line Annunciator Color Meaning AP 1+2 White Autopilots 1 and 2 are engaged. AP 1 White Autopilot 1 is engaged. AP 2 White Autopilot 2 is engaged.
Autopilot / Autothrottle Engagement Status (FMA Column 5) First Line Annunciator Color Meaning AP 1+2 White Autopilots 1 and 2 are engaged. AP 1 White Autopilot 1 is engaged. AP 2 White Autopilot 2 is engaged.
Second Line 1FD2 1FD-FD2 2FD-
Second Line 1FD2 1FD-FD2 2FD-
-FD1 1FD1 2FD2 Third Line A/THR A/THR
White White White White
Both FDs are engaged. FD 1 is engaged; FD 2 is off. FD 2 is engaged; FD 1 is off. FD 2 is engaged; FD 1 is inoperative. F/O has FD selected off. FD 1 is engaged; FD 2 is inoperative. Captain has FD selected White off. White FD 1 is engaged; FD 2 is inoperative. White FD 2 is engaged; FD 1 is inoperative.
FOR TRAINING PURPOSES ONLY
1FD1 2FD2 Third Line A/THR A/THR
White Autothrottle is engaged. Blue Autothrottle is armed and not engaged.
JUN 97
-FD1
22-121 A320 LIMITATION 1 AND 9 COURSE
JUN 97
White White White White
Both FDs are engaged. FD 1 is engaged; FD 2 is off. FD 2 is engaged; FD 1 is off. FD 2 is engaged; FD 1 is inoperative. F/O has FD selected off. FD 1 is engaged; FD 2 is inoperative. Captain has FD selected White off. White FD 1 is engaged; FD 2 is inoperative. White FD 2 is engaged; FD 1 is inoperative.
White Autothrottle is engaged. Blue Autothrottle is armed and not engaged.
22-121
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
A319/A320 AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Special Messages (FMA Column 2 and 3)
Special Messages (FMA Column 2 and 3)
Third Line Messages are displayed according to the following priority: - Flight control Messages - Vertical flight management messages - EFIS reconfiguration messages
Third Line Messages are displayed according to the following priority: - Flight control Messages - Vertical flight management messages - EFIS reconfiguration messages
Annunciator Color Meaning USE MAN Pitch controls are in direct law. PITCH TRIM Amber MAN PITCH Manual back-up. The left and right elevators are unavailable, Red and manual pitch trim must be used. TRIM ONLY The airplane is in cruise at less than 100 nm from the top of CHECK White descent and a non-ILS approach has been selected; however, APP SEL an ILS frequency is tuned on the RAD NAV page. SET MANAGED Amber The airplane is in selected speed and a preselected speed does not exist for the next flight phase. SPD SET The airplane is in engine out mode using selected speed when: GREEN FCU selected speed is greater than or equal to green dot + 10 DOT SPEED White knots and ALT* or ALT are not active, or FCU selected speed is less than or equal to green dot - 10 knots. The airplane is in selected speed, a hold is inserted in the FSET HOLD PLN, the airplane is within 30 seconds of the deceleration White point, and the selected speed differs by more than 5 knots from SPD the hold speed. DECELERATE White Descent was not initiated at top of descent point. Descent mode is engaged, idle is selected, and: either the airplane is above the vertical profile and the intercept point of MORE DRAG Amber the profile is less than 2 nm form the next ALT CSTR or the airplane is in auto speed control and enters an airbrake decelerating segment. Descent mode is engaged, too steep of a profile exists on the VERT DISCON White next leg, and the airplane is less than 30 seconds from the AHEAD discontinuity.
Annunciator Color Meaning USE MAN Pitch controls are in direct law. PITCH TRIM Amber MAN PITCH Manual back-up. The left and right elevators are unavailable, Red and manual pitch trim must be used. TRIM ONLY The airplane is in cruise at less than 100 nm from the top of CHECK White descent and a non-ILS approach has been selected; however, APP SEL an ILS frequency is tuned on the RAD NAV page. SET MANAGED Amber The airplane is in selected speed and a preselected speed does not exist for the next flight phase. SPD SET The airplane is in engine out mode using selected speed when: GREEN FCU selected speed is greater than or equal to green dot + 10 DOT SPEED White knots and ALT* or ALT are not active, or FCU selected speed is less than or equal to green dot - 10 knots. The airplane is in selected speed, a hold is inserted in the FSET HOLD PLN, the airplane is within 30 seconds of the deceleration White point, and the selected speed differs by more than 5 knots from SPD the hold speed. DECELERATE White Descent was not initiated at top of descent point. Descent mode is engaged, idle is selected, and: either the airplane is above the vertical profile and the intercept point of MORE DRAG Amber the profile is less than 2 nm form the next ALT CSTR or the airplane is in auto speed control and enters an airbrake decelerating segment. Descent mode is engaged, too steep of a profile exists on the VERT DISCON White next leg, and the airplane is less than 30 seconds from the AHEAD discontinuity.
22-122
22-122
FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - AFS System/Report Test
CFDS - AFS System/Report Test
MCDU MENU < FMGC < AIDS
SYSTEM REPORT / TEST
< FMGC < AIDS
INST > L/G > NAV >
< ELEC < FIRE PROT < RETURN
< CFDS
MCDU MENU
F / CLT > FUEL > ICE&RAIN >
< AIRCOND < AFS < COM
< LAST LEGS REPORT < LAST LEGS ECAM REPORT < PREVIOUS LEGS REPORT < AVIONICS STATUS < SYSTEM REPORT/TEST POST FLIGHT REP PRINT >
FOR TRAINING PURPOSES ONLY
INST > L/G > NAV >
SELECT DESIRED SYSTEM
AFS
CFDS MENU
MAIN MENU
< LAST LEG REPORT < PREVIOUS LEGS REPORT
< LAST LEGS REPORT < LAST LEGS ECAM REPORT < PREVIOUS LEGS REPORT
< TROUBLE SHOOTING DATA < GROUND SCAN LRU IDENT > LAND TEST > < AFS TEST
< AVIONICS STATUS < SYSTEM REPORT/TEST POST FLIGHT REP PRINT >
< RETURN WINDSHEAR TEST >
AFS MAIN MENU
< LAST LEG REPORT < PREVIOUS LEGS REPORT < TROUBLE SHOOTING DATA < GROUND SCAN LRU IDENT > LAND TEST > < AFS TEST < RETURN WINDSHEAR TEST >
22MCDU01
22MCDU01
JUN 97
F / CLT > FUEL > ICE&RAIN >
< ELEC < FIRE PROT < RETURN
< CFDS
SELECT DESIRED SYSTEM
CFDS MENU
SYSTEM REPORT / TEST < AIRCOND < AFS < COM
22-123 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-123
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AFS Last Leg Report
AFS Last Leg Report
22-124 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-124
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AFS Previous Leg Report/Trouble Shooting Data
AFS Previous Leg Report/Trouble Shooting Data
JUN 97 FOR TRAINING PURPOSES ONLY
22-125 A320 LIMITATION 1 AND 9 COURSE
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
22-125
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AFS Ground Scan
AFS Ground Scan
22-126 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-126
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AFS Windshear Test
AFS Windshear Test
JUN 97 FOR TRAINING PURPOSES ONLY
22-127 A320 LIMITATION 1 AND 9 COURSE
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
22-127
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AFS Maintenance Procedure
AFS Maintenance Procedure
22-128 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-128
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AFS Test
AFS Test
LEG -00
DATE JUL/16
FAC1: WAIT FAC2: WAIT FMGC1: WAIT FMGC2: WAIT
< RETURN WINDSHEAR TEST >
< RETURN
PRINT >
AFS / TEST REPORT
AFS / TEST REPORT
TROUBLE SHOOTING DATA LEG DATE UTC -00 JUL/16 21H15 ISSUED BY : FMGC1 MON --------RESULT OF ANALYSIS-------EVENT COM MON C/M 1 0000 0011 0000 ---------------SNAPSHOT-----------------W1 W2 W3 W4 W5 0671 1067 EA47 FEFC 0003 < RETURN PRINT >
LEG -00
AFS TEST IS RUNNING DATE UTC YYY/XX XXHXX
FAC1: WAIT FAC2: WAIT FMGC1: WAIT FMGC2: WAIT
< ISSUED BY ; FMGC1 MON PRINT >
AFS / TEST REPORT
TROUBLE SHOOTING DATA LEG DATE UTC -00 JUL/16 21H15 ISSUED BY : FMGC1 MON --------RESULT OF ANALYSIS-------EVENT COM MON C/M 1 0000 0011 0000 ---------------SNAPSHOT-----------------W1 W2 W3 W4 W5 0671 1067 EA47 FEFC 0003 < RETURN PRINT >
AFS / TEST REPORT
AFS / TEST REPORT
LEG -00
AFS TEST COMPLETED DATE UTC YYY/XX XXHXX
< FAC1: WAIT
< FAC1: WAIT < FAC2: WAIT
< FAC2: WAIT
< FMGC1: PRESS LINE KEY
< FMGC1: PRESS LINE KEY
< FMGC2: WAIT
< FMGC2: WAIT
22MCDU02
22MCDU02
FOR TRAINING PURPOSES ONLY
UTC 21H15
(AFTER 40 SECONDS)
AFS TEST COMPLETED DATE UTC YYY/XX XXHXX
JUN 97
DATE JUL/16
< ISSUED BY ; FMGC1 MON
(AFTER 40 SECONDS)
LEG -00
LEG -00
< RETURN
< RETURN WINDSHEAR TEST >
AFS / TEST REPORT
< LAST LEG REPORT < PREVIOUS LEGS REPORT
ATA : 22-83-34 FMGC
ATA : 22-83-34 FMGC
AFS TEST IS RUNNING DATE UTC YYY/XX XXHXX
MAIN MENU
UTC 21H15
< TROUBLE SHOOTING DATA < GROUND SCAN LRU IDENT > LAND TEST > < AFS TEST
< TROUBLE SHOOTING DATA < GROUND SCAN LRU IDENT > LAND TEST > < AFS TEST
LEG -00
AFS / TEST REPORT
AFS
AFS / TEST REPORT
AFS MAIN MENU
< LAST LEG REPORT < PREVIOUS LEGS REPORT
22-129 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-129
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AFS Land Test
AFS Land Test
AFS/LAND TEST - 3
AFS MAIN MENU
< LAST LEG REPORT < PREVIOUS LEGS REPORT < TROUBLE SHOOTING DATA < GROUND SCAN LRU IDENT > LAND TEST > < AFS TEST < RETURN WINDSHEAR TEST >
AFS/LAND TEST - 3
AFS
--------ACTION ON BOTH RMPS------ON-NAV SWITCH------OFF --------ACTION ON 2ND MCDU-------PRESS RAD-NAV MODE KEY ILS-FREQ/CRS DIISPLAYED? IF NOT ENTER 109.9 PRESS ILS/FREQ LINE KEY ENTER 060 PRESS ILS.CRS LINE KEY --------ACTION ON 1ST MCDU-------PRESS NEXT PAGE < END OF TEST *
MAIN MENU
< LAST LEG REPORT < PREVIOUS LEGS REPORT < TROUBLE SHOOTING DATA < GROUND SCAN LRU IDENT > LAND TEST > < AFS TEST < RETURN WINDSHEAR TEST >
NEXT PAGE
NEXT PAGE
AFS/LAND TEST - 4
AFS/LAND TEST - 1
-------------------ACTION-------------------BOTH ENGINES STOPPED ALL BREAKERS------ON FAC 1 ENGAGED AP 1 - AP 2-------------OFF FADEC (1, 2) GND PWR ON CAUTION: RESET FADEC (1, 2) GND PWR AFTER LAND TEST PRESS NEXT PAGE < END OF TEST *
-----------CHECK ON ECAM------------NO AUTO FLT INOP SYS DISPLAYED < YES PRESS NO >
-------------------ACTION-------------------BOTH ENGINES STOPPED ALL BREAKERS------ON FAC 1 ENGAGED AP 1 - AP 2-------------OFF FADEC (1, 2) GND PWR ON CAUTION: RESET FADEC (1, 2) GND PWR AFTER LAND TEST PRESS NEXT PAGE < END OF TEST *
1
*
AFS/LAND TEST - 2
-------------------ACTION-------------------ADIRS (1, 2, 3) -----NAV AND ALIGN 3 HYDRAULICS----ON ELAC (1, 2)----- ----ENGAGED FAC 2-----------------ENGAGED FD 1 - FD 2----------OFF
22MCDU03
NEXT PAGE
22-130 FOR TRAINING PURPOSES ONLY
-------------------ACTION-------------------SELECT STATUS PAGE ON ECAM -----------CHECK ON ECAM------------NO AUTO FLT INOP SYS DISPLAYED < YES PRESS NO > < END OF TEST
1
*
NEXT PAGE
NEXT PAGE
PRESS NEXT PAGE < END OF TEST
AFS/LAND TEST - 4
AFS/LAND TEST - 1
-------------------ACTION-------------------SELECT STATUS PAGE ON ECAM
< END OF TEST
--------ACTION ON BOTH RMPS------ON-NAV SWITCH------OFF --------ACTION ON 2ND MCDU-------PRESS RAD-NAV MODE KEY ILS-FREQ/CRS DIISPLAYED? IF NOT ENTER 109.9 PRESS ILS/FREQ LINE KEY ENTER 060 PRESS ILS.CRS LINE KEY --------ACTION ON 1ST MCDU-------PRESS NEXT PAGE < END OF TEST *
*
AFS/LAND TEST - 2
AFS/LAND TEST - 5 -------------ACTION ON FCU------------ENGAGED FD ON BOTH SIDES A/THR-APPR-AP1-AP2------------ON -----------CHECK ON PFD1/2----------NO AUTO FLT INOP SYS SPEED| LAND | CAT3 | AP1+2 | | DUAL | FD (1/2) | A/THR | | NO > < YES PRESS < END OF TEST
-------------------ACTION-------------------ADIRS (1, 2, 3) -----NAV AND ALIGN 3 HYDRAULICS----ON ELAC (1, 2)----- ----ENGAGED FAC 2-----------------ENGAGED FD 1 - FD 2----------OFF
1
PRESS NEXT PAGE < END OF TEST
*
NEXT PAGE
22MCDU03
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-130
NEXT PAGE
*
AFS/LAND TEST - 5 -------------ACTION ON FCU------------ENGAGED FD ON BOTH SIDES A/THR-APPR-AP1-AP2------------ON -----------CHECK ON PFD1/2----------NO AUTO FLT INOP SYS SPEED| LAND | CAT3 | AP1+2 | | DUAL | FD (1/2) | A/THR | | NO > < YES PRESS < END OF TEST
1
*
NEXT PAGE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
AFS Land Test Cont.
AFS Land Test Cont.
AFS/LAND TEST - 8
AFS/LAND TEST - 6
< YES
PRESS
< END OF TEST
NO >
1
< YES
NO >
PRESS
1
LAND TEST OK
< YES
*
< END OF TEST
-------------------ACTION--------------------
-------------------ACTION-------------------DISENGAGE FAC1 - ELAC1 --------------AUDIO CHECK-------------TRIPLE CLICK -----------CHECK ON PFD1/2----------| | CAT2 | | | SINGLE |
AP1-AP2-------------ON PRESS TAKE OVER --------------AUDIO CHECK------------CAVALRY CHARGE ------------------CHECK-------------------AUTO LAND MASTER WARNING
*
AFS/LAND TEST - 8
AFS/LAND TEST - 6
-------------------ACTION--------------------
-------------------ACTION-------------------DISENGAGE FAC1 - ELAC1 --------------AUDIO CHECK-------------TRIPLE CLICK -----------CHECK ON PFD1/2----------| | CAT2 | | | SINGLE |
PRESS
< END OF TEST
NO >
AP1-AP2-------------ON PRESS TAKE OVER --------------AUDIO CHECK------------CAVALRY CHARGE ------------------CHECK-------------------AUTO LAND MASTER WARNING
1
*
< YES
AFS LAND TEST REPORT
AFS/LAND TEST - 7
< END OF TEST
< ISSUED BY ; FMGC1 MON < RETURN
< END OF TEST
DATE JUL/16
UTC 21H15
ATA : 22-83-34 FMGC
*
AFS LAND TEST REPORT
AFS/LAND TEST - 7
-------------------ACTION-------------------ENGD ELAC1-WAIT NO FAULT PRESS INST DISC. A/THR DISENGAGE ELAC2 -----------CHECK ON PFD1/2----------| | CAT2 | | | | | | | NO > < YES PRESS
LEG -00
PRINT >
LEG -00
AFS/LAND TEST - 8
< END OF TEST
*
< ISSUED BY ; FMGC1 MON < RETURN
*
AFS/LAND TEST - 8 -------------------ACTION-------------------AP1-AP2-------------ON PRESS TAKE OVER --------------AUDIO CHECK------------CAVALRY CHARGE ------------------CHECK-------------------AUTO LAND MASTER WARNING NO > < YES PRESS
TROUBLE SHOOTING DATA LEG DATE UTC -00 JUL/16 21H15 ISSUED BY : FMGC1 MON --------RESULT OF ANALYSIS-------EVENT COM MON C/M 1 0000 0011 0000 ---------------SNAPSHOT-----------------W1 W2 W3 W4 W5 0671 1067 EA47 FEFC 0003 < RETURN PRINT >
< END OF TEST
FOR TRAINING PURPOSES ONLY
PRINT >
*
AFS LAND TEST REPORT
1
TROUBLE SHOOTING DATA LEG DATE UTC -00 JUL/16 21H15 ISSUED BY : FMGC1 MON --------RESULT OF ANALYSIS-------EVENT COM MON C/M 1 0000 0011 0000 ---------------SNAPSHOT-----------------W1 W2 W3 W4 W5 0671 1067 EA47 FEFC 0003 < RETURN PRINT >
22MCDU04
22MCDU04
JUN 97
UTC 21H15
RETRUN TO PHASE AT WHICH "NO" KEY WAS SELECTED
AFS LAND TEST REPORT
1
DATE JUL/16
ATA : 22-83-34 FMGC
RETRUN TO PHASE AT WHICH "NO" KEY WAS SELECTED
-------------------ACTION-------------------AP1-AP2-------------ON PRESS TAKE OVER --------------AUDIO CHECK------------CAVALRY CHARGE ------------------CHECK-------------------AUTO LAND MASTER WARNING NO > < YES PRESS
1
*
1
1
-------------------ACTION-------------------ENGD ELAC1-WAIT NO FAULT PRESS INST DISC. A/THR DISENGAGE ELAC2 -----------CHECK ON PFD1/2----------| | CAT2 | | | | | | | NO > < YES PRESS
NO >
PRESS LAND TEST OK
< END OF TEST
22-131 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-131
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AFS Component Layout (Sheet 1)
22-132 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
AFS Component Layout (Sheet 1)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-132
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AFS Component Layout (Sheet 2) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
AFS Component Layout (Sheet 2) 22-133
A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-133
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AFS Computers
22-134 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
AFS Computers
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-134
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
AUTO FLIGHT
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flight Augmentation Computer (FAC)
Flight Augmentation Computer (FAC) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
22-135 A320 LIMITATION 1 AND 9 COURSE
JUN 97
22-135
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
AUTO FLIGHT
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Flight Management Guidance Compter (FMGC)
Flight Management Guidance Compter (FMGC)
22-136 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
AUTO FLIGHT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
22-136
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION GENERAL.................................................................................................... 1 RADIO COMMUNICATIONS .................................................................3 Radio Management Panel .....................................................................4 Audio System - AMU and ACP’s .........................................................9 VHF System ..........................................................................................14 HF System .............................................................................................16 SELCAL ...............................................................................................16 Static Discharging .................................................................................18 INTERPHONE SYSTEM ..........................................................................18 Flight Interphone ...................................................................................18 Service Interphone ................................................................................20 Cabin Interphone ...................................................................................22 CALL SYSTEM ..........................................................................................24 Ground Crew Call .................................................................................24 Cabin Call System .................................................................................25 ACARS .........................................................................................................26 COCKPIT VOICE RECORDER ..............................................................30 Cockpit Voice Recorder - Schematic ....................................................31 CIDS .....................................................................................................32 CIDS Philosophy ..................................................................................32 CIDS Directors ......................................................................................34 CIDS Director Power Supply ................................................................36 CIDS Director Interfaces ......................................................................37 Type A Decoder Encoder Units (DEU’s) .............................................40 Type B Decoder Encoder Units (DEU’s) .............................................42 DEU Mounts .........................................................................................44 Attendant Panels (FAP and AAP) .........................................................46 Programming and Test Panel (PTP) .....................................................49 FAP/AAP/PTP Interfaces .....................................................................51 Attendant Indication Panels (AIP’s) .....................................................54 Area Call Panels ....................................................................................55 Passenger Address (PA) System ...........................................................56 Evacuation Signaling ............................................................................58 Passenger Lighted Signs .......................................................................59 PASSENGER ENTERTAINMENT ..........................................................60 Boarding Music .....................................................................................60 Passenger Entertainment Music System ...............................................61 Passenger Entertainment Video System ...............................................64 Passenger Air to Ground Telephone System ........................................67
DESCRIPTION & OPERATION GENERAL.................................................................................................... 1 RADIO COMMUNICATIONS .................................................................3 Radio Management Panel .....................................................................4 Audio System - AMU and ACP’s .........................................................9 VHF System ..........................................................................................14 HF System .............................................................................................16 SELCAL ................................................................................................16 Static Discharging .................................................................................18 INTERPHONE SYSTEM ..........................................................................18 Flight Interphone ...................................................................................18 Service Interphone ................................................................................20 Cabin Interphone ...................................................................................22 CALL SYSTEM ..........................................................................................24 Ground Crew Call .................................................................................24 Cabin Call System .................................................................................25 ACARS .........................................................................................................26 COCKPIT VOICE RECORDER ..............................................................30 Cockpit Voice Recorder - Schematic ....................................................31 CIDS ......................................................................................................32 CIDS Philosophy ...................................................................................32 CIDS Directors ......................................................................................34 CIDS Director Power Supply ................................................................36 CIDS Director Interfaces ......................................................................37 Type A Decoder Encoder Units (DEU’s) .............................................40 Type B Decoder Encoder Units (DEU’s) .............................................42 DEU Mounts .........................................................................................44 Attendant Panels (FAP and AAP) .........................................................46 Programming and Test Panel (PTP) ......................................................49 FAP/AAP/PTP Interfaces .....................................................................51 Attendant Indication Panels (AIP’s) .....................................................54 Area Call Panels ....................................................................................55 Passenger Address (PA) System ...........................................................56 Evacuation Signaling ............................................................................58 Passenger Lighted Signs .......................................................................59 PASSENGER ENTERTAINMENT ..........................................................60 Boarding Music .....................................................................................60 Passenger Entertainment Music System ...............................................61 Passenger Entertainment Video System ...............................................64 Passenger Air to Ground Telephone System ........................................67
JUN 97 FOR TRAINING PURPOSES ONLY
23-i A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
CONTROLS & INDICATIONS RADIO MANAGEMENT PANEL ........................................................... 68 AUDIO CONTROL PANEL ..................................................................... 70 SIDESTICK TRANSMIT SWITCH ........................................................ 72 LOUDSPEAKER VOLUME CONTROL ............................................... 73 AUDIO SWITCHING CONTROL ........................................................... 73 FLIGHT INTERPHONE SYSTEM ......................................................... 74 SERVICE INTERPHONE SYSTEM ....................................................... 75 SERVICE INTERPHONE JACKS .......................................................... 75 ATTENDANT HANDSET AND KEYBOARD ....................................... 76 CALLS PANEL .......................................................................................... 77 FLIGHT DECK HANDSET ...................................................................... 78 ACARS DATA PRINTER ......................................................................... 79 COCKPIT VOICE RECORDER ............................................................. 80 EMERGENCY EVACUATION SYSTEM .............................................. 81 EVACUATION ALARM PANEL ............................................................ 82 EVACUATION ALARM PANEL ............................................................ 82 PASSENGER ENTERTAINMENT PANEL ........................................... 83 VIDEO SYSTEM CONTROL UNIT ....................................................... 84 VIDEO CASSETTE PLAYER .................................................................. 85 DTMF MICROPHONE ............................................................................. 86 CFDS - COM System Test & Report Pages ............................................. 87 CFDS - AMU Last Leg Report ................................................................. 88 CFDS - AMU Previous Legs Report ......................................................... 89 CFDS - AMU LRU Identification ............................................................. 90 CFDS - AMU Test ...................................................................................... 91 CFDS - RMP Last Leg Report .................................................................. 92 CFDS - RMP Previous Legs Report ......................................................... 93 CFDS - RMP LRU Identification .............................................................. 94 CFDS - RMP Troubleshooting Data ......................................................... 95 CFDS - RMP Test ....................................................................................... 96 CFDS - CIDS: Last Leg Report - Troubleshooting Data ........................ 97 CFDS -CIDS Class 3 Results ..................................................................... 98 CFDS - CIDS Test ...................................................................................... 99 CFDS - VHF Last Leg Report ................................................................... 100 CFDS - VHF Previous Legs Report ........................................................... 101 CFDS - VHF LRU Identifications ............................................................. 102 CFDS - VHF Test ........................................................................................ 103
CONTROLS & INDICATIONS RADIO MANAGEMENT PANEL ...........................................................68 AUDIO CONTROL PANEL ..................................................................... 70 SIDESTICK TRANSMIT SWITCH ........................................................ 72 LOUDSPEAKER VOLUME CONTROL ................................................ 73 AUDIO SWITCHING CONTROL ...........................................................73 FLIGHT INTERPHONE SYSTEM ......................................................... 74 SERVICE INTERPHONE SYSTEM ....................................................... 75 SERVICE INTERPHONE JACKS .......................................................... 75 ATTENDANT HANDSET AND KEYBOARD ....................................... 76 CALLS PANEL .......................................................................................... 77 FLIGHT DECK HANDSET ......................................................................78 ACARS DATA PRINTER ......................................................................... 79 COCKPIT VOICE RECORDER .............................................................. 80 EMERGENCY EVACUATION SYSTEM .............................................. 81 EVACUATION ALARM PANEL ............................................................ 82 EVACUATION ALARM PANEL ............................................................ 82 PASSENGER ENTERTAINMENT PANEL ........................................... 83 VIDEO SYSTEM CONTROL UNIT ....................................................... 84 VIDEO CASSETTE PLAYER .................................................................. 85 DTMF MICROPHONE ............................................................................. 86 CFDS - COM System Test & Report Pages ............................................. 87 CFDS - AMU Last Leg Report ................................................................. 88 CFDS - AMU Previous Legs Report ......................................................... 89 CFDS - AMU LRU Identification ............................................................. 90 CFDS - AMU Test ....................................................................................... 91 CFDS - RMP Last Leg Report .................................................................. 92 CFDS - RMP Previous Legs Report ......................................................... 93 CFDS - RMP LRU Identification .............................................................. 94 CFDS - RMP Troubleshooting Data ......................................................... 95 CFDS - RMP Test ....................................................................................... 96 CFDS - CIDS: Last Leg Report - Troubleshooting Data ........................ 97 CFDS -CIDS Class 3 Results ..................................................................... 98 CFDS - CIDS Test ....................................................................................... 99 CFDS - VHF Last Leg Report ................................................................... 100 CFDS - VHF Previous Legs Report ...........................................................101 CFDS - VHF LRU Identifications ............................................................. 102 CFDS - VHF Test ........................................................................................103
23-ii
23-ii
FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
COMPONENT LOCATION Radio Management Panel .............................................................................104 Audio Management Components .................................................................105 VHF System ..................................................................................................107 HF System ....................................................................................................108 Service Interphone System ...........................................................................109 Ground Crew Call System ............................................................................111 ACARS Components ....................................................................................112 ACARS Management Unit ...........................................................................113 Cockpit Voice Recorder ...............................................................................114 DEU A, DEU Mount, and CIDS Directors ...................................................115 DEU B, DEU Mount, and CIDS Directors ...................................................116 Forward Attendent Station and Flight Deck Handset. ..................................117 Attendant Handsets, Call Panels, and Attendant Indication Panels ..............118 Evacuation Panel - Flight Deck, FAP and AAP Panels ...............................119 Passenger Lighted Signs ...............................................................................120 Passenger Entertainment Music System .......................................................121 Passenger Entertainment Video System .......................................................123
COMPONENT LOCATION Radio Management Panel ............................................................................. 104 Audio Management Components ................................................................. 105 VHF System ................................................................................................. 107 HF System .................................................................................................... 108 Service Interphone System ........................................................................... 109 Ground Crew Call System ............................................................................ 111 ACARS Components .................................................................................... 112 ACARS Management Unit ........................................................................... 113 Cockpit Voice Recorder ............................................................................... 114 DEU A, DEU Mount, and CIDS Directors .................................................. 115 DEU B, DEU Mount, and CIDS Directors ................................................... 116 Forward Attendent Station and Flight Deck Handset. .................................. 117 Attendant Handsets, Call Panels, and Attendant Indication Panels ............. 118 Evacuation Panel - Flight Deck, FAP and AAP Panels .............................. 119 Passenger Lighted Signs ............................................................................... 120 Passenger Entertainment Music System ....................................................... 121 Passenger Entertainment Video System ....................................................... 123
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
23-iii A320 LIMITATION 1 AND 9 COURSE
23-iii
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION GENERAL The aircraft has 3 VHF radios installed and provisions for two HF radios; however, the associated HF transceivers are not currently installed. All communications radios are controlled from any one of 3 Radio Management Panels (RMP’s). Two RMP’s are located on the control pedestal and a third is located on the overhead panel. The 3 identical RMP’s provide control of all VHF and HF communication systems. RMP’s 1 and 2 provide back-up to the Flight Management and Guidance Computers (FMGC’s) for navigation radio tuning. RMP’s 1 and 2 are connected directly to all VHF and HF transceivers; RMP 3 is connected through RMP’s 1 and 2. If RMP 1 or 2 is turned off, RMP 3 is connected directly to the respective transceiver. If two panels fail, the remaining one can control all VHF and HF transceivers. In the emergency electrical configuration, only RMP 1 is functional.
DESCRIPTION & OPERATION Each Audio Control Panel (ACP) is located by its respective RMP. The panels provide the transmission and reception of all communication, navigation, interphone (flight, service,and cabin), and PA systems. The transmission keys also have CALL lights that illuminate with SELCAL on the VHF and HF radios, ACARS call on the number 3 VHF, and Flight Attendant or ground crew call on the flight, service, and cabin interphone. A flight interphone system provides communication between flight deck crew members and between the flight deck and a ground crew member via a jack at the external power panel (108VU) located at the nose gear. A service interphone system provides communication between the flight deck and maintenance personnel through a series of jacks located on the exterior of the aircraft.
GENERAL The aircraft has 3 VHF radios installed and provisions for two HF radios; however, the associated HF transceivers are not currently installed. All communications radios are controlled from any one of 3 Radio Management Panels (RMP’s). Two RMP’s are located on the control pedestal and a third is located on the overhead panel. The 3 identical RMP’s provide control of all VHF and HF communication systems. RMP’s 1 and 2 provide back-up to the Flight Management and Guidance Computers (FMGC’s) for navigation radio tuning. RMP’s 1 and 2 are connected directly to all VHF and HF transceivers; RMP 3 is connected through RMP’s 1 and 2. If RMP 1 or 2 is turned off, RMP 3 is connected directly to the respective transceiver. If two panels fail, the remaining one can control all VHF and HF transceivers. In the emergency electrical configuration, only RMP 1 is functional.
Communications General JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
Each Audio Control Panel (ACP) is located by its respective RMP. The panels provide the transmission and reception of all communication, navigation, interphone (flight, service,and cabin), and PA systems. The transmission keys also have CALL lights that illuminate with SELCAL on the VHF and HF radios, ACARS call on the number 3 VHF, and Flight Attendant or ground crew call on the flight, service, and cabin interphone. A flight interphone system provides communication between flight deck crew members and between the flight deck and a ground crew member via a jack at the external power panel (108VU) located at the nose gear. A service interphone system provides communication between the flight deck and maintenance personnel through a series of jacks located on the exterior of the aircraft.
Communications General 23-1
A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The cabin interphone system provides communication between the flight deck and Flight Attendant stations, as well as communication between the Flight Attendant stations and ground crew members via jacks installed at various locations. The Cabin Inter-Communication Data System (CIDS) provides signal transmission, control, and processing for the following cabin functions: - cabin and service interphone, - Passenger Address, - passenger lighted signs, - reading lights, - cabin illumination, - emergency evacuation signaling, - lavatory smoke indication, - passenger entertainment music and video. The controls and indicators for CIDS are located on the forward Flight Attendant Panel. The Passenger Address system provides cabin announcement capability from the flight deck and Flight Attendant stations. Volume output is automatically increased when an engine is operating. Flight deck access to the PA system is via the ACP’s or the handset. The Passenger Entertainment System (PES) includes both audio and video systems. The audio system is controlled from a panel located near the forward Flight Attendant's Panel. The video system is controlled from a panel located at the top of the closet in the first class cabin. The Aircraft Communication Addressing and Reporting System (ACARS) enables the exchange of digital information between the aircraft and a ground station
23-2 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The Cockpit Voice Recorder is located in the aft section of the airplane, and is equipped with an underwater locating beacon. The system records direct conversations between crew members (through a flight deck area microphone and boom microphones), as well as all aural flight deck warnings and communications transmitted and received over the radio and intercom. Passenger Address system announcements are also recorded as long as one PA reception knob is selected on. The last 30 minutes of recording are retained. On the ground, flight information and operational data are furnished automatically for 5 minute's after electrical power is supplied to the airplane, or when at least one engine is running. It operates continuously in flight, whether or not the engines are running. The system stops automatically 5 minutes after the last engine is shut down. The recorder can be manually energized by using the GND CTL switch on the overhead panel. A Digital Flight Data Recorder (DFDR) switch, located on the control pedestal, is used to place an event mark on the recorder tape. An Air Link or DTMF microphone is installed at the First Officer's hand mike position and is plugged into the PA jack. This is an amplified, electric condenser microphone designed to produce clear, articulate voice transmissions. A built-in Dual Tone Multi-Frequency (DTMF) keypad is incorporated for dialing groundbased Radio Dial-up Interface (RDI) systems (including SAMC). It can also be used for PA transmissions.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The cabin interphone system provides communication between the flight deck and Flight Attendant stations, as well as communication between the Flight Attendant stations and ground crew members via jacks installed at various locations. The Cabin Inter-Communication Data System (CIDS) provides signal transmission, control, and processing for the following cabin functions: - cabin and service interphone, - Passenger Address, - passenger lighted signs, - reading lights, - cabin illumination, - emergency evacuation signaling, - lavatory smoke indication, - passenger entertainment music and video. The controls and indicators for CIDS are located on the forward Flight Attendant Panel. The Passenger Address system provides cabin announcement capability from the flight deck and Flight Attendant stations. Volume output is automatically increased when an engine is operating. Flight deck access to the PA system is via the ACP’s or the handset. The Passenger Entertainment System (PES) includes both audio and video systems. The audio system is controlled from a panel located near the forward Flight Attendant's Panel. The video system is controlled from a panel located at the top of the closet in the first class cabin. The Aircraft Communication Addressing and Reporting System (ACARS) enables the exchange of digital information between the aircraft and a ground station
23-2
The Cockpit Voice Recorder is located in the aft section of the airplane, and is equipped with an underwater locating beacon. The system records direct conversations between crew members (through a flight deck area microphone and boom microphones), as well as all aural flight deck warnings and communications transmitted and received over the radio and intercom. Passenger Address system announcements are also recorded as long as one PA reception knob is selected on. The last 30 minutes of recording are retained. On the ground, flight information and operational data are furnished automatically for 5 minute's after electrical power is supplied to the airplane, or when at least one engine is running. It operates continuously in flight, whether or not the engines are running. The system stops automatically 5 minutes after the last engine is shut down. The recorder can be manually energized by using the GND CTL switch on the overhead panel. A Digital Flight Data Recorder (DFDR) switch, located on the control pedestal, is used to place an event mark on the recorder tape. An Air Link or DTMF microphone is installed at the First Officer's hand mike position and is plugged into the PA jack. This is an amplified, electric condenser microphone designed to produce clear, articulate voice transmissions. A built-in Dual Tone Multi-Frequency (DTMF) keypad is incorporated for dialing groundbased Radio Dial-up Interface (RDI) systems (including SAMC). It can also be used for PA transmissions.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION RADIO COMMUNICATIONS Communication and navigation systems are connected to the Audio Management Unit (AMU) for analog inputs and to the Radio Management Panel (RMP) for frequency selection. The 3 radio management panels (RMP’s) centralize radio communication frequency control. They can also serve as backups for the Flight Management and Guidance Computers (FMGC) for radio navigation frequency control (VOR, DME, ILS, ADF). The aircraft is equipped with 3 RMP’s which are identical and interchangeable. The ACP’s supply the means of transmission and reception of the audio signals to the various radio communication and radio navigation facilities installed on the aircraft. The ACP’s also supply the means to display the various calls (SELCAL, ground crew call and calls from the Flight Attendants). The ACP’s serve only for control and indication.
JUN 97 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The Audio Management Unit (AMU) ensures the interface between the user (jack panel and ACP) and the various radio communication and radio navigation systems. It also serves to record communications (FAA recording) and is equipped with a test circuit (BITE). This test circuit enables the AMU to be connected to the Centralized Fault Display and Interface Unit (CFDIU). The AMU ensures the following functions: - transmission, - reception - SELCAL and display of ground crew and Cabin Attendant calls - flight interphone, - emergency function for the Captain and First Officer stations. The SELective CALling System (SELCAL) provides visual and aural indication of calls received from ground stations.
23-3 A320 LIMITATION 1 AND 9 COURSE
RADIO COMMUNICATIONS Communication and navigation systems are connected to the Audio Management Unit (AMU) for analog inputs and to the Radio Management Panel (RMP) for frequency selection. The 3 radio management panels (RMP’s) centralize radio communication frequency control. They can also serve as backups for the Flight Management and Guidance Computers (FMGC) for radio navigation frequency control (VOR, DME, ILS, ADF). The aircraft is equipped with 3 RMP’s which are identical and interchangeable. The ACP’s supply the means of transmission and reception of the audio signals to the various radio communication and radio navigation facilities installed on the aircraft. The ACP’s also supply the means to display the various calls (SELCAL, ground crew call and calls from the Flight Attendants). The ACP’s serve only for control and indication.
JUN 97
The Audio Management Unit (AMU) ensures the interface between the user (jack panel and ACP) and the various radio communication and radio navigation systems. It also serves to record communications (FAA recording) and is equipped with a test circuit (BITE). This test circuit enables the AMU to be connected to the Centralized Fault Display and Interface Unit (CFDIU). The AMU ensures the following functions: - transmission, - reception - SELCAL and display of ground crew and Cabin Attendant calls - flight interphone, - emergency function for the Captain and First Officer stations. The SELective CALling System (SELCAL) provides visual and aural indication of calls received from ground stations.
23-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Radio Management Panel The RMP’s are used for the selection of radio communication frequencies. They are also used for the standby selection of radio navigation frequencies in back-up mode. 3 RMP’s are used for frequency selection and each one can control any VHF frequency. Only RMP 1 and RMP 2 can be used for the standby selection of radio navigation system frequencies in back-up mode. In this condition: - RMP 1 controls VOR 1, ADF 1 and ILS 1 and 2. - RMP 2 controls VOR 2, ADF 2 and ILS 1 and 2. NOTE: Navigation frequencies are normally selected by the FMGC’s or through an MCDU. The 3 RMP’s permanently dialog so that each RMP is informed of the last selection made on any of the other RMP’s. If two RMP’s fail, the remaining RMP controls all the VHF transceivers. The transmission of data to the communication and navigation systems and the dialog between the RMP’s are performed through ARINC 429 buses. There are 2 display windows. The active window displays the operational frequency. The standby/course window dis-
23-4 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION plays the standby frequency. The standby/ course window also displays the course in back-up navigation mode. The windows are liquid crystal displays with a high contrast. When the transfer key is pressed, the operational frequency becomes the standby frequency, and the standby frequency becomes the operational frequency. There are 5 push-button keys for the radio communication systems, 3 of them are used for VHF. When a key is pressed, the relevant active and standby frequencies are automatically displayed in the dedicated windows. The SEL indicator light comes on white, when a non dedicated Radio Management Panel takes control of the system frequency selection. The normal configuration is: - RMP 1 allocated to VHF 1 - RMP 2 allocated to VHF 2 - RMP 3 allocated to VHF 3. When a non-dedicted RMP is used for frequency selection such as VHF 2 is selected on RMP 1, the SEL light comes on white on RMP 1 and RMP 2. The dual selector knob is used for the selection of the frequency/course displayed in the standby/course window.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Radio Management Panel The RMP’s are used for the selection of radio communication frequencies. They are also used for the standby selection of radio navigation frequencies in back-up mode. 3 RMP’s are used for frequency selection and each one can control any VHF frequency. Only RMP 1 and RMP 2 can be used for the standby selection of radio navigation system frequencies in back-up mode. In this condition: - RMP 1 controls VOR 1, ADF 1 and ILS 1 and 2. - RMP 2 controls VOR 2, ADF 2 and ILS 1 and 2. NOTE: Navigation frequencies are normally selected by the FMGC’s or through an MCDU. The 3 RMP’s permanently dialog so that each RMP is informed of the last selection made on any of the other RMP’s. If two RMP’s fail, the remaining RMP controls all the VHF transceivers. The transmission of data to the communication and navigation systems and the dialog between the RMP’s are performed through ARINC 429 buses. There are 2 display windows. The active window displays the operational frequency. The standby/course window dis-
23-4
plays the standby frequency. The standby/ course window also displays the course in back-up navigation mode. The windows are liquid crystal displays with a high contrast. When the transfer key is pressed, the operational frequency becomes the standby frequency, and the standby frequency becomes the operational frequency. There are 5 push-button keys for the radio communication systems, 3 of them are used for VHF. When a key is pressed, the relevant active and standby frequencies are automatically displayed in the dedicated windows. The SEL indicator light comes on white, when a non dedicated Radio Management Panel takes control of the system frequency selection. The normal configuration is: - RMP 1 allocated to VHF 1 - RMP 2 allocated to VHF 2 - RMP 3 allocated to VHF 3. When a non-dedicted RMP is used for frequency selection such as VHF 2 is selected on RMP 1, the SEL light comes on white on RMP 1 and RMP 2. The dual selector knob is used for the selection of the frequency/course displayed in the standby/course window.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Radio Management Panel
Radio Management Panel JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-5 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The NAVigation guarded push-button key allows the radio navigation systems to be selected, in back-up mode only, when the Flight Management Guidance and Computers (FMGC’s) have failed. In radio navigation back-up mode, navigation frequency/course selection is performed using the dual selector knob. The latching ON/OFF switch allows the crew to set the RMP on or off. RMP 1 and RMP 2 have two ARINC 429 data buses connected to the radio communication transceivers: - COM BUS 1 delivers the VHF 1 frequency, - COM BUS 2 delivers the VHF 2 frequency. 3 dialog buses ensure exchange of information between the 3 RMP’s. Each RMP periodically transmits its contents on its dialog bus. The ILS 1 and 2 receivers always operate on the same frequency which can be controlled from any RMP, either directly or through the cross talk bus.
23-6 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION In normal operation, the navigation systems are tuned automatically (or manually from the MCDU’s) by the FMGC’s via internal relays of the onside RMP’s. The RMP is thus transparent to the onside FMGC. In case of failure of one FMCG, the onside navigation systems are tuned directly by the remaining FMGC. The BITE functions of the system are available through the CFDS. In order to increment the fault memories in case of CFDIU failure, each RMP receives a discrete giving the landing gear configuration. RMP 1 receives this discrete from LGCIU 1, and RMP 2 and 3 from LGCIU 2. The system architecture allows access to all communication functions in case of failure of any RMP. But, if RMP 1 or RMP 2 fails, the onside navigation systems are lost. An RMP failure is indicated by the blanking of the display windows. Should a failure occur, the failed RMP has to be switched off. When selected off, the RMP sends a discrete signal which enables system reconfiguration.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The NAVigation guarded push-button key allows the radio navigation systems to be selected, in back-up mode only, when the Flight Management Guidance and Computers (FMGC’s) have failed. In radio navigation back-up mode, navigation frequency/course selection is performed using the dual selector knob. The latching ON/OFF switch allows the crew to set the RMP on or off. RMP 1 and RMP 2 have two ARINC 429 data buses connected to the radio communication transceivers: - COM BUS 1 delivers the VHF 1 frequency, - COM BUS 2 delivers the VHF 2 frequency. 3 dialog buses ensure exchange of information between the 3 RMP’s. Each RMP periodically transmits its contents on its dialog bus. The ILS 1 and 2 receivers always operate on the same frequency which can be controlled from any RMP, either directly or through the cross talk bus.
23-6
In normal operation, the navigation systems are tuned automatically (or manually from the MCDU’s) by the FMGC’s via internal relays of the onside RMP’s. The RMP is thus transparent to the onside FMGC. In case of failure of one FMCG, the onside navigation systems are tuned directly by the remaining FMGC. The BITE functions of the system are available through the CFDS. In order to increment the fault memories in case of CFDIU failure, each RMP receives a discrete giving the landing gear configuration. RMP 1 receives this discrete from LGCIU 1, and RMP 2 and 3 from LGCIU 2. The system architecture allows access to all communication functions in case of failure of any RMP. But, if RMP 1 or RMP 2 fails, the onside navigation systems are lost. An RMP failure is indicated by the blanking of the display windows. Should a failure occur, the failed RMP has to be switched off. When selected off, the RMP sends a discrete signal which enables system reconfiguration.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
NOTE: HF transceivers are removed from UAL aircraft.
NOTE: HF transceivers are removed from UAL aircraft.
Radio Management Interfaces
Radio Management Interfaces
JUN 97 FOR TRAINING PURPOSES ONLY
23-7 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Following is an explanation of RMP use. The ON/OFF switch controls the power supply of the RMP. To select a new frequency for VHF 1, the VHF 1 key must be pressed. VHF 1 light comes on as VHF 1 is selected. The ACTIVE window displays the current operating frequency for VHF 1, while the STBY/CRS (standby/course) window displays the standby frequency. A new frequency is selected by rotating the two concentric knobs below the STBY/CRS window and can be activated by pressing the transfer key. After pressing the transfer key, the frequency values interchange. VHF 1 now operates on a new frequency.
DESCRIPTION & OPERATION NOTE: The SEL light indicates selection of a radio system by an other RMP than the RMP normally allocated to it. For example, the SEL light will come on white in case of selection of VHF 2 on the RMP 1 or in case of selection of VHF 1 on RMP 2. In this case, SEL light also illuminates on the RMP to which the system is normally dedicated. The NAVigation guarded push-button key allows the radio navigation systems to be selected, in back-up mode only, when the Flight Management and Guidance Computers (FMGC’s) have failed.
Following is an explanation of RMP use. The ON/OFF switch controls the power supply of the RMP. To select a new frequency for VHF 1, the VHF 1 key must be pressed. VHF 1 light comes on as VHF 1 is selected. The ACTIVE window displays the current operating frequency for VHF 1, while the STBY/CRS (standby/course) window displays the standby frequency. A new frequency is selected by rotating the two concentric knobs below the STBY/CRS window and can be activated by pressing the transfer key. After pressing the transfer key, the frequency values interchange. VHF 1 now operates on a new frequency.
FOR TRAINING PURPOSES ONLY
NOTE: The SEL light indicates selection of a radio system by an other RMP than the RMP normally allocated to it. For example, the SEL light will come on white in case of selection of VHF 2 on the RMP 1 or in case of selection of VHF 1 on RMP 2. In this case, SEL light also illuminates on the RMP to which the system is normally dedicated. The NAVigation guarded push-button key allows the radio navigation systems to be selected, in back-up mode only, when the Flight Management and Guidance Computers (FMGC’s) have failed.
Radio Management Panel
Radio Management Panel
23-8
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Audio System - AMU and ACP’s The Audio Management Unit (AMU) centralizes the audio signals used by the crew. The crew controls and operates these functions independently with the Audio Control Panels (ACP’s). The audio management system provides: - radio communication and navigation for crew utilization, - flight interphone system, - SELective CALling system (SELCAL), - and visual indication of ground crew and cabin attendant calls. Each flight deck occupant position contains the following audio equipment: - oxygen mask, - headset, - boomset, - handmike, - Audio Control Panel. The 4th occupant station is equipped with only a headset jack. In transmission mode, the AMU collects microphone inputs of the various crew stations and directs them to the communication transceivers. In reception mode, the AMU collects the audio outputs of the communication transceivers and navigation receivers and directs them to the various crew stations. The flight interphone function allows interphone links between the various crew stations in the flight deck and with the ground crew through the jack at the external power receptacle panel (108VU). The SELCAL system enables reception with aural and visual indication of calls from ground stations equipped with a coding device. Cabin attendant and mechanic calls are indicated on the Audio Control Panels.
JUN 97 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Three Audio Control Panels (ACP’s) are provided in the flight deck for the Captain, the First Officer and the third occupant. Each ACP allows: - the use of various radio communication and radio navigation facilities installed in the aircraft for transmission and reception of the audio signals, - the display of various calls received through the SELCAL system, from ground mechanics and from cabin attendants, - the use of flight, service, and cabin interphone system Eight rectangular electronic keys are used for the selection of the transmission channel and for the display of various calls received through the SELCAL system, from the ground mechanics and from the cabin attendants. The MECH light on the INTerphone key flashes amber to indicate a ground mechanic call (flight interphone). The ATT light on the CABin key flashes amber to indicate a cabin attendant call (cabin interphone). NOTE: Only one transmission channel can be selected at a time. Fifteen push-button knobs are used to select reception and to adjust the volume of received signals. When the reception channel is selected, the push-button knob pops out and comes on white. The INTerphone/RADio selector switch permits the utilization of the interphone or the radio, when the boomsets or oxygen masks are used by the crew.
23-9 A320 LIMITATION 1 AND 9 COURSE
Audio System - AMU and ACP’s The Audio Management Unit (AMU) centralizes the audio signals used by the crew. The crew controls and operates these functions independently with the Audio Control Panels (ACP’s). The audio management system provides: - radio communication and navigation for crew utilization, - flight interphone system, - SELective CALling system (SELCAL), - and visual indication of ground crew and cabin attendant calls. Each flight deck occupant position contains the following audio equipment: - oxygen mask, - headset, - boomset, - handmike, - Audio Control Panel. The 4th occupant station is equipped with only a headset jack. In transmission mode, the AMU collects microphone inputs of the various crew stations and directs them to the communication transceivers. In reception mode, the AMU collects the audio outputs of the communication transceivers and navigation receivers and directs them to the various crew stations. The flight interphone function allows interphone links between the various crew stations in the flight deck and with the ground crew through the jack at the external power receptacle panel (108VU). The SELCAL system enables reception with aural and visual indication of calls from ground stations equipped with a coding device. Cabin attendant and mechanic calls are indicated on the Audio Control Panels.
JUN 97
Three Audio Control Panels (ACP’s) are provided in the flight deck for the Captain, the First Officer and the third occupant. Each ACP allows: - the use of various radio communication and radio navigation facilities installed in the aircraft for transmission and reception of the audio signals, - the display of various calls received through the SELCAL system, from ground mechanics and from cabin attendants, - the use of flight, service, and cabin interphone system Eight rectangular electronic keys are used for the selection of the transmission channel and for the display of various calls received through the SELCAL system, from the ground mechanics and from the cabin attendants. The MECH light on the INTerphone key flashes amber to indicate a ground mechanic call (flight interphone). The ATT light on the CABin key flashes amber to indicate a cabin attendant call (cabin interphone). NOTE: Only one transmission channel can be selected at a time. Fifteen push-button knobs are used to select reception and to adjust the volume of received signals. When the reception channel is selected, the push-button knob pops out and comes on white. The INTerphone/RADio selector switch permits the utilization of the interphone or the radio, when the boomsets or oxygen masks are used by the crew.
23-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The INT position allows direct flight interphone transmission: - when any transmission key is selected and provided no Push-To-Talk is activated (hot mike between flight crew members), - when no transmission key is selected (hot mike between flight crew members), - when the INT transmission key is selected (hot mike between flight crew members and ground crew using the external power panel (108VU) jack. The neutral position allows reception only. The RAD position is used as a Push-ToTalk switch when a transmission key is selected.
DESCRIPTION & OPERATION A voice filter can be used on the ADF and VOR channels. When used, the identification signals transmitted by the navaids are greatly reduced (32 dB) so as to hear only voice signals. ON comes on green when the voice filter is in service (ON VOICE key pressed in). The RESET key is used to cancel all the lighted calls. NOTE: MECH and ATT lights go off automatically after 60 seconds if the call is not canceled by the RESET key. A key enables the selection of the Passenger Address transmission. This key must be pressed in during the whole transmission.
The INT position allows direct flight interphone transmission: - when any transmission key is selected and provided no Push-To-Talk is activated (hot mike between flight crew members), - when no transmission key is selected (hot mike between flight crew members), - when the INT transmission key is selected (hot mike between flight crew members and ground crew using the external power panel (108VU) jack. The neutral position allows reception only. The RAD position is used as a Push-ToTalk switch when a transmission key is selected.
FOR TRAINING PURPOSES ONLY
A voice filter can be used on the ADF and VOR channels. When used, the identification signals transmitted by the navaids are greatly reduced (32 dB) so as to hear only voice signals. ON comes on green when the voice filter is in service (ON VOICE key pressed in). The RESET key is used to cancel all the lighted calls. NOTE: MECH and ATT lights go off automatically after 60 seconds if the call is not canceled by the RESET key. A key enables the selection of the Passenger Address transmission. This key must be pressed in during the whole transmission.
Audio Control Panel
Audio Control Panel
23-10
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
The AUDIO SWITCHING selector is used in case of communication failure on the Captain or First Officer channels. In the CAPT 3 position, the Captain will use the 3rd occupant ACP. The 3rd occupant Audio equipment cannot be used. The NORM position corresponds to the normal allocation of the ACP’s.
In the F/O 3 position, the First Officer uses the 3rd occupant ACP. The 3rd occupant audio equipment cannot be used. Note: The message AUDIO 3 XFRD is displayed in green on the ECAM MEMO display when the selector is out of the NORM position.
The AUDIO SWITCHING selector is used in case of communication failure on the Captain or First Officer channels. In the CAPT 3 position, the Captain will use the 3rd occupant ACP. The 3rd occupant Audio equipment cannot be used. The NORM position corresponds to the normal allocation of the ACP’s.
Audio Switching JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
In the F/O 3 position, the First Officer uses the 3rd occupant ACP. The 3rd occupant audio equipment cannot be used. Note: The message AUDIO 3 XFRD is displayed in green on the ECAM MEMO display when the selector is out of the NORM position.
Audio Switching 23-11 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Three to five identical ACP’s can be installed (3 on UAL aircraft). They are linked by an ARINC 429 bus to the corresponding audio cards fitted in the Audio Management Unit The ACP-AMU link is done by ARINC 429 buses. Only digital data is exchanged between the AMU and the ACP’s. There are no audio signals inside the ACP’s.
DESCRIPTION & OPERATION Various functions such as switching, filtering and amplification are performed inside the AMU. The AMU includes several identical audio processing cards, one for each ACP. The volume control function is achieved by digital transmission of the knobs position to the AMU. Volume control is achieved inside the AMU.
Three to five identical ACP’s can be installed (3 on UAL aircraft). They are linked by an ARINC 429 bus to the corresponding audio cards fitted in the Audio Management Unit The ACP-AMU link is done by ARINC 429 buses. Only digital data is exchanged between the AMU and the ACP’s. There are no audio signals inside the ACP’s.
FOR TRAINING PURPOSES ONLY
Various functions such as switching, filtering and amplification are performed inside the AMU. The AMU includes several identical audio processing cards, one for each ACP. The volume control function is achieved by digital transmission of the knobs position to the AMU. Volume control is achieved inside the AMU.
Audio Management Unit Interfaces
Audio Management Unit Interfaces
23-12
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-12
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Each crew station, Captain, First Officer and 3rd occupant, is equipped with the direct muting function managed by the Audio Management Unit. A muting circuit is provided to avoid acoustic coupling between the loudspeakers and the microphones.
COMMUNICATIONS DESCRIPTION & OPERATION
When a transmission is keyed by any microphone, a ground signal is delivered to the two loudspeaker amplifiers. This ground signal decreases the gain and band-pass of the loudspeaker amplifiers. Note: This attenuating circuit is not operative with the Flight Warning Computer (FWC) audio outputs.
Each crew station, Captain, First Officer and 3rd occupant, is equipped with the direct muting function managed by the Audio Management Unit. A muting circuit is provided to avoid acoustic coupling between the loudspeakers and the microphones.
FOR TRAINING PURPOSES ONLY
When a transmission is keyed by any microphone, a ground signal is delivered to the two loudspeaker amplifiers. This ground signal decreases the gain and band-pass of the loudspeaker amplifiers. Note: This attenuating circuit is not operative with the Flight Warning Computer (FWC) audio outputs.
Flight Deck Loudspeaker Muting Circuit
Flight Deck Loudspeaker Muting Circuit JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
23-13 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION VHF System The Very High Frequency (VHF) system allows short distance voice communications between different aircraft (in flight or on ground) or between the aircraft and a ground station. The VHF system operates within the frequency range of 118.00 to 136.975 MHz with 25 kHz channels spacing. For voice communications, the crew uses the following acoustic equipment: - side-stick radio selectors, - loudspeakers, - oxygen-masks, - boomsets, - headsets, - hand-microphones. The Audio Management Unit (AMU) acts as an interface between the crew and the VHF system. The Audio Control Panels (ACP’s) allow selection of the VHF 1, VHF 2, or VHF 3 transceiver in transmission or reception mode and for the control of the received audio signal. The Radio Management Panels (RMP’s) serve to select and display the VHF frequencies. The VHF transceiver, tuned with the frequency selected by one of the 3 Radio Management Panels (RMP’s), transforms the audio signals into VHF signals (in transmission mode) or VHF signals into audio signals (in reception mode). The VHF system comprises 3 VHF transceivers and 3 blade antennas. The VHF
23-14 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION system is associated with (for control) 3 RMP’s, 3 ACP’s, and 1 AMU. The VHF transceiver has 2 serial input ports; Serial input port A for normal use and serial input port B in case of an RMP failure. The port selection is done through the port selection information signal. The selected frequency information sent to the VHF system is a serial 32-bit word and requires one serial 32-bit word for complete tuning data. The SDAC acquires the VHF Push-ToTalk signal and provides this information to the ECAM and the DFDR’s. In case of continuous emitting, the ECAM displays COM VHF 1 CONT EMITTING The VHF system is linked to the Audio Management Unit for connection to the audio integrating and SELective CALling (SELCAL) systems. The Audio Control Panels (ACP’s) are used for VHF transmission or reception and control of the received audio signal levels through the AMU. For maintenance purposes, Built In Test Equipment is integrated in the VHF transceiver and is monitored by the Centralized Fault Display System. The Landing Gear Control and Interface Unit indicates the flight or ground aircraft status. This information is used by the VHF BITE, in order to increment the fault memories in case of CFDIU failure.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
VHF System The Very High Frequency (VHF) system allows short distance voice communications between different aircraft (in flight or on ground) or between the aircraft and a ground station. The VHF system operates within the frequency range of 118.00 to 136.975 MHz with 25 kHz channels spacing. For voice communications, the crew uses the following acoustic equipment: - side-stick radio selectors, - loudspeakers, - oxygen-masks, - boomsets, - headsets, - hand-microphones. The Audio Management Unit (AMU) acts as an interface between the crew and the VHF system. The Audio Control Panels (ACP’s) allow selection of the VHF 1, VHF 2, or VHF 3 transceiver in transmission or reception mode and for the control of the received audio signal. The Radio Management Panels (RMP’s) serve to select and display the VHF frequencies. The VHF transceiver, tuned with the frequency selected by one of the 3 Radio Management Panels (RMP’s), transforms the audio signals into VHF signals (in transmission mode) or VHF signals into audio signals (in reception mode). The VHF system comprises 3 VHF transceivers and 3 blade antennas. The VHF
23-14
system is associated with (for control) 3 RMP’s, 3 ACP’s, and 1 AMU. The VHF transceiver has 2 serial input ports; Serial input port A for normal use and serial input port B in case of an RMP failure. The port selection is done through the port selection information signal. The selected frequency information sent to the VHF system is a serial 32-bit word and requires one serial 32-bit word for complete tuning data. The SDAC acquires the VHF Push-ToTalk signal and provides this information to the ECAM and the DFDR’s. In case of continuous emitting, the ECAM displays COM VHF 1 CONT EMITTING The VHF system is linked to the Audio Management Unit for connection to the audio integrating and SELective CALling (SELCAL) systems. The Audio Control Panels (ACP’s) are used for VHF transmission or reception and control of the received audio signal levels through the AMU. For maintenance purposes, Built In Test Equipment is integrated in the VHF transceiver and is monitored by the Centralized Fault Display System. The Landing Gear Control and Interface Unit indicates the flight or ground aircraft status. This information is used by the VHF BITE, in order to increment the fault memories in case of CFDIU failure.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
VHF System
VHF System JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-15 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION HF System The High Frequency (HF) system serves for all long-distance voice communications between different aircraft (in flight or on the ground), or between the aircraft and one or several ground stations. The HF system is composed of a transceiver, an antenna coupler, and a shunttype antenna. NOTE: HF systems are used on international flights. Domestic UAL A320 aircraft have the 2 HF transceivers removed. The remainder of the system is intact in the aircraft. The HF system is associated with: - the Radio Management Panels (RMP’s) which enable the frequency display of the HF system, - the Audio Management Unit (AMU) for connection to the audio integrating and SELCAL systems, - the Centralized Fault Display Interface Unit (CFDIU) (through the MCDU) which is a centralized maintenance system, - the Landing Gear Control Interface Unit (LGCIU) which indicates the aircraft status (flight or ground), - the System Data Acquisition Concentrator (SDAC) which collects transmission information from the HF system.
23-16 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION SELCAL The Selective Calling System provides visual and aural indication of calls received from ground stations equipped with a coding device. The ground station tone generator provides the assigned aircraft code which modulates a VHF transmitter. In order to receive the SELCAL call, the same frequency as on the ground must be activated in the aircraft. This function is integrated in the AMU. The aircraft code can be set on the SELCAL code panel fitted in the avionics bay. When a SELCAL call is received, the CALL light flashes amber on the corresponding transmission key and a buzzer sound is heard. The buzzer signal is generated by the Flight Warning Computer (FWC). CALL flashes amber on all the ACP’s when a SELCAL call is received. The CALL indication can be manually cleared by pressing the RESET key on any ACP or it can be automatically cleared upon transmission on the called channel.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
HF System The High Frequency (HF) system serves for all long-distance voice communications between different aircraft (in flight or on the ground), or between the aircraft and one or several ground stations. The HF system is composed of a transceiver, an antenna coupler, and a shunttype antenna. NOTE: HF systems are used on international flights. Domestic UAL A320 aircraft have the 2 HF transceivers removed. The remainder of the system is intact in the aircraft. The HF system is associated with: - the Radio Management Panels (RMP’s) which enable the frequency display of the HF system, - the Audio Management Unit (AMU) for connection to the audio integrating and SELCAL systems, - the Centralized Fault Display Interface Unit (CFDIU) (through the MCDU) which is a centralized maintenance system, - the Landing Gear Control Interface Unit (LGCIU) which indicates the aircraft status (flight or ground), - the System Data Acquisition Concentrator (SDAC) which collects transmission information from the HF system.
23-16
SELCAL The Selective Calling System provides visual and aural indication of calls received from ground stations equipped with a coding device. The ground station tone generator provides the assigned aircraft code which modulates a VHF transmitter. In order to receive the SELCAL call, the same frequency as on the ground must be activated in the aircraft. This function is integrated in the AMU. The aircraft code can be set on the SELCAL code panel fitted in the avionics bay. When a SELCAL call is received, the CALL light flashes amber on the corresponding transmission key and a buzzer sound is heard. The buzzer signal is generated by the Flight Warning Computer (FWC). CALL flashes amber on all the ACP’s when a SELCAL call is received. The CALL indication can be manually cleared by pressing the RESET key on any ACP or it can be automatically cleared upon transmission on the called channel.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
SELCAL
SELCAL JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-17 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Static Discharging In flight, the aircraft behaves like a Faraday cage and needs to be discharged. The static dischargers reduce static electricity discharging noise and ensure good quality radio transmission (VHF and HF if installed), without interference. The aircraft must be equipped with at least 80 percent of its static dischargers for correct operation. There are 41 static dischargers located around the aircraft extremities: - 4 on each wing tip fence (8), - 1 on each elevator tip (2), - 1 on each horizontal stabilizer tip (2), - 1 on the vertical stabilizer tip, - 1 on the rudder tip, - 1 on each wing fixed trailing edge (2), - 4 on each aileron trailing edge (8) - 3 on each elevator trailing edge (6), - 3 on the rudder trailing edge, - 1 on each flap track movable fairing (6), - 1 on each engine pylon rear fairing (2). If the aircraft has been struck by lightning the static dischargers are the first elements destroyed and they can be easily replaced. Two kinds of static dischargers are fitted, depending on their location on the aircraft. INTERPHONE SYSTEM Flight Interphone The INT position of the INT/RAD selector switch enables use of the flight interphone by the flight crew regardless of ACP transmission key selection. This is a stable position. Boom and oxygen mask mikes are hot. The INT reception knob is selected to control the audio level.
23-18 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION NOTE: The radio function has priority over the flight interphone function. With the INT/RAD switch in INT position, the flight interphone is momentarily cut out during a radio emission (radio key selected and hand microphone or side-stick Push-To-Talk switch actuated). The RAD position of the INT/RAD selector switch puts the preselected channel in emission. This is an unstable (momentary) position. This position acts like the selection of the hand microphone push-button or as the Push-To-Talk push-button of the sidestick. The flight interphone can also be used like a VHF transceiver. Selection of the INT transmission key lights the green bars, indicating that the flight interphone is ready to operate. Pressing and releasing the INT reception knob enables adjustment of the interphone level. When selected, the knob pops up and comes on white. In addition to allowing flight crew interphone communications, the flight interphone can also be used for flight crew to ground mechanic communications. A flight interphone jack at the external power panel 108VU is provided along with a COCKPIT CALL light, COCKPIT CALL button and a RESET button. See the CALL SYSTEM section for additional information.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Static Discharging In flight, the aircraft behaves like a Faraday cage and needs to be discharged. The static dischargers reduce static electricity discharging noise and ensure good quality radio transmission (VHF and HF if installed), without interference. The aircraft must be equipped with at least 80 percent of its static dischargers for correct operation. There are 41 static dischargers located around the aircraft extremities: - 4 on each wing tip fence (8), - 1 on each elevator tip (2), - 1 on each horizontal stabilizer tip (2), - 1 on the vertical stabilizer tip, - 1 on the rudder tip, - 1 on each wing fixed trailing edge (2), - 4 on each aileron trailing edge (8) - 3 on each elevator trailing edge (6), - 3 on the rudder trailing edge, - 1 on each flap track movable fairing (6), - 1 on each engine pylon rear fairing (2). If the aircraft has been struck by lightning the static dischargers are the first elements destroyed and they can be easily replaced. Two kinds of static dischargers are fitted, depending on their location on the aircraft. INTERPHONE SYSTEM Flight Interphone The INT position of the INT/RAD selector switch enables use of the flight interphone by the flight crew regardless of ACP transmission key selection. This is a stable position. Boom and oxygen mask mikes are hot. The INT reception knob is selected to control the audio level.
23-18
NOTE: The radio function has priority over the flight interphone function. With the INT/RAD switch in INT position, the flight interphone is momentarily cut out during a radio emission (radio key selected and hand microphone or side-stick Push-To-Talk switch actuated). The RAD position of the INT/RAD selector switch puts the preselected channel in emission. This is an unstable (momentary) position. This position acts like the selection of the hand microphone push-button or as the Push-To-Talk push-button of the sidestick. The flight interphone can also be used like a VHF transceiver. Selection of the INT transmission key lights the green bars, indicating that the flight interphone is ready to operate. Pressing and releasing the INT reception knob enables adjustment of the interphone level. When selected, the knob pops up and comes on white. In addition to allowing flight crew interphone communications, the flight interphone can also be used for flight crew to ground mechanic communications. A flight interphone jack at the external power panel 108VU is provided along with a COCKPIT CALL light, COCKPIT CALL button and a RESET button. See the CALL SYSTEM section for additional information.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS DESCRIPTION & OPERATION
FLIGHT INTERPHONE VOLUME CONTROL
FLIGHT INTERPHONE SELECTION (3 GREEN LINES WHEN SELECTED)
FLIGHT INTERPHONE VOLUME CONTROL
FLIGHT INTERPHONE SELECTION (3 GREEN LINES WHEN SELECTED)
MECH
MECH
VHF1
VHF2
VHF3
HF1
HF2
INT
VHF1
CAB
VHF2
VHF3
HF1
VOICE
RESET
MKR
ILS
HF2
INT
CAB
INT
INT VOICE RAD VOR1 VOR2
MKR
PA
RESET ILS
ADF1
RAD VOR1 VOR2
ADF2
PA ADF1
AUDIO CONTROL PANEL
AUDIO CONTROL PANEL
FLIGHT INTERPHONE JACK
FLIGHT INTERPHONE JACK
FLT INT
EXT PWR
ADF2
FLT INT
EXT PWR
108 VU
108 VU
NOT IN USE
AVAIL
LIGHT TEST
COCKPIT CALL
ADIRU & AVNCS VENT
COCKPIT CALL
RESET
NOT IN USE
APU FIRE
LIGHT TEST
ADIRU & AVNCS VENT
COCKPIT CALL
RESET
APU FIRE
EXTERNAL POWER PANEL
EXTERNAL POWER PANEL
Flight Interphone System
Flight Interphone System
FOR TRAINING PURPOSES ONLY
COCKPIT CALL
APU SHUT OFF
APU SHUT OFF
JUN 97
AVAIL
23-19 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Service Interphone The service interphone system enables voice communications, on the ground, between flight crew and the ground service personnel. Communication can also be made between the attendant stations and the dedicated service interphone jacks around or in the aircraft. The service interphone system is made up of eight interphone jacks and a service interphone OVRD switch, with an integral indicator light located on the overhead maintenance panel (50VU) in the flight deck. The audio lines from the flight deck, cabin and interphone jacks are routed to the amplifiers in both Cabin Intercommunication Data System (CIDS) directors. The service interphone system is integrated into CIDS directors. There are two modes in which the service interphone system is operational; the automatic mode and the manual mode.
DESCRIPTION & OPERATION The automatic mode functions on the ground only, with the landing gear down and compressed for more than 10 seconds. The Landing Gear Interface Units (LGCIU’s) send a ground signal to the service interphone system which is integrated in CIDS directors. The manual mode functions when the service interphone override push-button 15RJ, on the overhead panel (50VU), is pressed. A white ON light illuminates. The aircraft is on the ground with no signal from the LGCIU’s. A ground signal is sent to CIDS directors. To establish communication from the flight deck to the service interphone jacks, the CABin key on any Audio Control Panel (ACP), must be pressed. NOTE: The service interphone does not have its own transmission key or reception knob on the ACP’s. It shares the CAB key and knob with the cabin interphone system.
Service Interphone The service interphone system enables voice communications, on the ground, between flight crew and the ground service personnel. Communication can also be made between the attendant stations and the dedicated service interphone jacks around or in the aircraft. The service interphone system is made up of eight interphone jacks and a service interphone OVRD switch, with an integral indicator light located on the overhead maintenance panel (50VU) in the flight deck. The audio lines from the flight deck, cabin and interphone jacks are routed to the amplifiers in both Cabin Intercommunication Data System (CIDS) directors. The service interphone system is integrated into CIDS directors. There are two modes in which the service interphone system is operational; the automatic mode and the manual mode.
FOR TRAINING PURPOSES ONLY
The automatic mode functions on the ground only, with the landing gear down and compressed for more than 10 seconds. The Landing Gear Interface Units (LGCIU’s) send a ground signal to the service interphone system which is integrated in CIDS directors. The manual mode functions when the service interphone override push-button 15RJ, on the overhead panel (50VU), is pressed. A white ON light illuminates. The aircraft is on the ground with no signal from the LGCIU’s. A ground signal is sent to CIDS directors. To establish communication from the flight deck to the service interphone jacks, the CABin key on any Audio Control Panel (ACP), must be pressed. NOTE: The service interphone does not have its own transmission key or reception knob on the ACP’s. It shares the CAB key and knob with the cabin interphone system.
Service Interphone
Service Interphone
23-20
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The audio signals are transmitted to the jacks through the Audio Management Unit (AMU), the service interphone system, (integrated in CIDS directors), and the audio lines. To establish communication from the cabin to the service interphone jacks, the SERVice key on the cabin attendant handset must be pressed. NOTE: The service and cabin interphone systems are both integrated into CIDS directors and can be linked to each other. The message SERV INT is displayed on all station’s Attendant Indication Panels (AIP’s).
COMMUNICATIONS DESCRIPTION & OPERATION
The audio signals are digitized through the Type B Decoder Encoder Units and transmitted through data bus lines to CIDS directors. After conversion to analog signals, the signals are transmitted to the service interphone jacks through audio lines. NOTE: When the CAB key is pressed (on an ACP in the flight deck) and the SVCE INTPH key is pressed (on a handset in the cabin), communications can be established between the flight deck, the cabin stations, and the service interphone jacks.
The audio signals are transmitted to the jacks through the Audio Management Unit (AMU), the service interphone system, (integrated in CIDS directors), and the audio lines. To establish communication from the cabin to the service interphone jacks, the SERVice key on the cabin attendant handset must be pressed. NOTE: The service and cabin interphone systems are both integrated into CIDS directors and can be linked to each other. The message SERV INT is displayed on all station’s Attendant Indication Panels (AIP’s).
FOR TRAINING PURPOSES ONLY
The audio signals are digitized through the Type B Decoder Encoder Units and transmitted through data bus lines to CIDS directors. After conversion to analog signals, the signals are transmitted to the service interphone jacks through audio lines. NOTE: When the CAB key is pressed (on an ACP in the flight deck) and the SVCE INTPH key is pressed (on a handset in the cabin), communications can be established between the flight deck, the cabin stations, and the service interphone jacks.
Service Interphone System - Schematic Diagram
Service Interphone System - Schematic Diagram JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
23-21 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Cabin Interphone The cabin interphone system enables telephone communications between the attendant stations and between the attendant stations and the flight deck. Communication is always initiated by a key pad procedure on an attendant handset or by push-buttons on the CALLS panel in the flight deck. The recipient of an intended call receives a visual and audible signal. A CIDS director accepts audio signals from the various interphone sources in the aircraft and assigns priorities to each source. The director performs telephone exchange switching and call functions from the flight deck call switch settings or the attendant handset keypad entries. All of this is done with reference to the parameters defined in the Cabin Assignment Module (CAM). Chimes are transmitted via the top line data bus and the Passenger Address loudspeakers. In the flight deck, integral lamps in the call switches annunciate interphone calls. In the cabin, Area Call Panels (on the ceiling near attendant stations) and Attendant Indication Panels (near the attendant handsets) are used for annunciation. All communication modes are handled with respect to the predefined priorities listed in order below: - emergency call, - call from flight deck including an all call from the flight deck, and a normal call from the flight deck, - ALL CALL from cabin station, - normal call from cabin station. Additionally, all interphone sources have interrelated priorities, as assigned in the CAM.
23-22 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION If more than one interphone source requests the same communication mode, the source with the higher priority will have preference. If they have the same priority, the interphone source which was dialed first will be given preference. For calls from the cabin, interphone communications are performed with the attendant station handsets which are connected to the type B DEU’s. To initiate a call, take the handset off the hook and then push the desired button on the handset keyboard. All attendant stations in the cabin are equipped with a reset key to reset the interphone function, and permit a new call procedure. Calls from the flight deck are initiated from the call panel which is connected to the directors. Connection of the flight deck to the cabin interphone system is performed using the CAB key and knob on one of the Audio Control Panels (ACP’s). The call push-buttons on the CALL panel enable the crew to select the attendant station. When an all attendant call communication is selected from the cabin, all the called stations are switched to a common link to the calling station except the flight deck. In the cabin, on the handset keyboard, the ALL ATTND key must be pressed. For an emergency call from the flight deck, the guarded emergency call pushbutton (EMER) on the CALL panel must be pressed. An EMER CALL from the flight deck initiates a communication between the flight deck and all cabin stations on a common link.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Cabin Interphone The cabin interphone system enables telephone communications between the attendant stations and between the attendant stations and the flight deck. Communication is always initiated by a key pad procedure on an attendant handset or by push-buttons on the CALLS panel in the flight deck. The recipient of an intended call receives a visual and audible signal. A CIDS director accepts audio signals from the various interphone sources in the aircraft and assigns priorities to each source. The director performs telephone exchange switching and call functions from the flight deck call switch settings or the attendant handset keypad entries. All of this is done with reference to the parameters defined in the Cabin Assignment Module (CAM). Chimes are transmitted via the top line data bus and the Passenger Address loudspeakers. In the flight deck, integral lamps in the call switches annunciate interphone calls. In the cabin, Area Call Panels (on the ceiling near attendant stations) and Attendant Indication Panels (near the attendant handsets) are used for annunciation. All communication modes are handled with respect to the predefined priorities listed in order below: - emergency call, - call from flight deck including an all call from the flight deck, and a normal call from the flight deck, - ALL CALL from cabin station, - normal call from cabin station. Additionally, all interphone sources have interrelated priorities, as assigned in the CAM.
23-22
If more than one interphone source requests the same communication mode, the source with the higher priority will have preference. If they have the same priority, the interphone source which was dialed first will be given preference. For calls from the cabin, interphone communications are performed with the attendant station handsets which are connected to the type B DEU’s. To initiate a call, take the handset off the hook and then push the desired button on the handset keyboard. All attendant stations in the cabin are equipped with a reset key to reset the interphone function, and permit a new call procedure. Calls from the flight deck are initiated from the call panel which is connected to the directors. Connection of the flight deck to the cabin interphone system is performed using the CAB key and knob on one of the Audio Control Panels (ACP’s). The call push-buttons on the CALL panel enable the crew to select the attendant station. When an all attendant call communication is selected from the cabin, all the called stations are switched to a common link to the calling station except the flight deck. In the cabin, on the handset keyboard, the ALL ATTND key must be pressed. For an emergency call from the flight deck, the guarded emergency call pushbutton (EMER) on the CALL panel must be pressed. An EMER CALL from the flight deck initiates a communication between the flight deck and all cabin stations on a common link.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION For an emergency call from the cabin, the EMER CALL key on one of the cabin attendant handsets must be pressed. An EMER CALL from any attendant station handset only calls the flight deck. In the cabin when a call is initiated, visual and aural indications are activated on the Attendant Indication Panels (AIP’s) and Area Call Panels, associated to the called station. Hi-lo chimes are also broadcast in the assigned zones through the cabin loudspeakers.
DESCRIPTION & OPERATION In the flight deck, a buzzer is broadcast for an incoming call and the amber attendant light on the Audio Control Panel is activated. In case of an emergency call activation, the emergency call light on the flight deck CALL panel and the amber attendant call light on the ACP’s are activated. The aural and visual flight deck indications are reset with the RESET key on the Audio Control Panel. If the reset key is not used, the indication goes out after 60 seconds. When an attendant station is called from another attendant station or from the flight deck, the hi-lo chime is broadcast.
For an emergency call from the cabin, the EMER CALL key on one of the cabin attendant handsets must be pressed. An EMER CALL from any attendant station handset only calls the flight deck. In the cabin when a call is initiated, visual and aural indications are activated on the Attendant Indication Panels (AIP’s) and Area Call Panels, associated to the called station. Hi-lo chimes are also broadcast in the assigned zones through the cabin loudspeakers.
FOR TRAINING PURPOSES ONLY
In the flight deck, a buzzer is broadcast for an incoming call and the amber attendant light on the Audio Control Panel is activated. In case of an emergency call activation, the emergency call light on the flight deck CALL panel and the amber attendant call light on the ACP’s are activated. The aural and visual flight deck indications are reset with the RESET key on the Audio Control Panel. If the reset key is not used, the indication goes out after 60 seconds. When an attendant station is called from another attendant station or from the flight deck, the hi-lo chime is broadcast.
Cabin Interphone System
Cabin Interphone System JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-23 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION CALL SYSTEM Ground Crew Call The ground crew call system enables the flight crew and ground mechanic to call each other. When the COCKPIT CALL push-button is pressed in on the external power panel 108VU, the MECH light flashes amber on all flight deck ACP’s and a buzzer is heard. Action on the RESET key of any ACP will make all the MECH lights go off. NOTE: The MECH lights go off automatically after 60 seconds if the call is not canceled by the RESET key.
DESCRIPTION & OPERATION When the MECH call push-button is pressed on the overhead panel on the flight deck, the horn (in the nose wheel well) sounds as long as the MECH push-button is pressed in on the flight deck CALLS panel, and the COCKPIT CALL blue light on the external power panel 108VU stays on. The RESET push-button on panel 108VU makes the COCKPIT CALL blue light go off.
CALL SYSTEM Ground Crew Call The ground crew call system enables the flight crew and ground mechanic to call each other. When the COCKPIT CALL push-button is pressed in on the external power panel 108VU, the MECH light flashes amber on all flight deck ACP’s and a buzzer is heard. Action on the RESET key of any ACP will make all the MECH lights go off. NOTE: The MECH lights go off automatically after 60 seconds if the call is not canceled by the RESET key.
FOR TRAINING PURPOSES ONLY
When the MECH call push-button is pressed on the overhead panel on the flight deck, the horn (in the nose wheel well) sounds as long as the MECH push-button is pressed in on the flight deck CALLS panel, and the COCKPIT CALL blue light on the external power panel 108VU stays on. The RESET push-button on panel 108VU makes the COCKPIT CALL blue light go off.
Ground Crew Call System - Schematic
Ground Crew Call System - Schematic
23-24
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-24
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Cabin Call System The cabin call system enables the flight crew and the cabin attendants to call each other. When the CPT (Captain) key is pushed on an attendant handset, the ATT light flashes amber on all flight deck ACP’s and a buzzer is heard. Action on the RESET key of any ACP will make all the ATT lights go off. NOTE: ATT lights go off automatically after 60 seconds if the call is not canceled by the RESET key. When the EMERG CALL key is pushed on an attendant handset, the EMER light on the flight deck overhead CALLS panel is activated. Both the ON and CALL lights in the switch flash and 3 long buzzes sound in the flight deck.
CALLS MECH
FWD
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS DESCRIPTION & OPERATION
The ON and CALL lights are reset when the Flight Attendant hangs up the handset. When the forward or aft call push-button is pressed on the overhead CALLS panel on the flight deck, visual indications are activated on the appropriate Attendant Indication Panel (CAPTAIN appears) and on the Area Call Panels. A high-lo chime is broadcast over the corresponding Public Address loud speaker system. When the guarded EMER push-button is pushed on the overhead CALLS panel on the flight deck, the ON and CALL lights within the switch flash. A pink light flashes at all Area Call Panels in the cabin. An EMERGENCY CALL messages appears on all Attendant Indication Panels. A high-low chime sounds through all Public Address (PA) loud speakers.
EMER
PA ALL
AFT
CAPT
EMER CALL
Cabin Call System The cabin call system enables the flight crew and the cabin attendants to call each other. When the CPT (Captain) key is pushed on an attendant handset, the ATT light flashes amber on all flight deck ACP’s and a buzzer is heard. Action on the RESET key of any ACP will make all the ATT lights go off. NOTE: ATT lights go off automatically after 60 seconds if the call is not canceled by the RESET key. When the EMERG CALL key is pushed on an attendant handset, the EMER light on the flight deck overhead CALLS panel is activated. Both the ON and CALL lights in the switch flash and 3 long buzzes sound in the flight deck.
CALLS MECH
FWD
EMER AFT
ON
ON
CALLS PANEL
FWD ATTND
AFT L ATTND
AISLE ATTND
ALL ATTND
SVCE INTPH
RESET
CALLS PANEL
CAPT
EMER CALL
FWD ATTND
AFT L ATTND
AISLE ATTND
ALL ATTND
SVCE INTPH
RESET
Push-to-talk Bar
Push-to-talk Bar
ATTENDANT HANDSET
ATTENDANT HANDSET
Cabin Call System
Cabin Call System
FOR TRAINING PURPOSES ONLY
PA ALL
CALL
CALL
JUN 97
The ON and CALL lights are reset when the Flight Attendant hangs up the handset. When the forward or aft call push-button is pressed on the overhead CALLS panel on the flight deck, visual indications are activated on the appropriate Attendant Indication Panel (CAPTAIN appears) and on the Area Call Panels. A high-lo chime is broadcast over the corresponding Public Address loud speaker system. When the guarded EMER push-button is pushed on the overhead CALLS panel on the flight deck, the ON and CALL lights within the switch flash. A pink light flashes at all Area Call Panels in the cabin. An EMERGENCY CALL messages appears on all Attendant Indication Panels. A high-low chime sounds through all Public Address (PA) loud speakers.
23-25 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION ACARS The Aircraft Communication Addressing and Reporting System enables exchange of data in digital form between the aircraft and a ground station. The Aircraft Communication Addressing and Reporting System Management Unit (ACARS MU located at 82VU in the avionics compartment) provides the management of the transmission to the ground of data delivered by the different interfaces, and the management of the reception, printing and display of ground messages on the Multipurpose Control and Display Unit (MCDU). ACARS can be used by peripheral systems either automatically or upon crew request. The ACARS management unit is linked to: - the Data Management Unit (DMU), - the Flight Management and Guidance Computers 1 and 2 (FMGC’s) , - the Centralized Fault Display Interface Unit (CFDIU), - the VHF 3 transceiver, - the Multipurpose Control and Display Units 1 and 2 (MCDU’s), - the printer. The ACARS management unit is also linked to: - the Flight Warning Computers 1 and 2 (FWC’s), - the System Data Acquisition Concentrator 1 and 2 (SDAC’s), - the Radio Management Panels (RMP’s). Some ACARS functions can be operated from the MCDU. ACARS manages both the emission and the reception of data. The radio transmission/reception of messages is done through the VHF 3 transceiver.
23-26 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION A ground network transmits data from the ground receiver to the airline main base. NOTE: The crew can at any time take the control of the VHF 3 to perform voice communication. ACARS applications are dedicated to maintenance and engineering operations and also to crew operations and information. ACARS application depends on operational programs defined by each airline. The ACARS MU is supplied with 115 VAC from the 115 VAC BUS 1 1XP (sub busbar 103XP) through the circuit breaker 2RB located in the flight deck on the panel 121VU. The Aircraft Communication Addressing and Reporting System Management Unit (ACARS MU) manages all tasks related to the ACARS. The VHF 3 transceiver is normally used for ACARS data transmission and reception, but it can also be used in conventional radio communication mode. The VHF 3 transceiver receives a voice/ data discrete signal which determines the mode of operation: DATA mode or RADIO mode. In DATA mode, the transceiver is keyed by the ACARS MU through the DATA keyline. The digital data exchanged between the MU and the VHF 3 transceiver are coded by 1200 and 2400 hertz tones. In RADIO-COMMUNICATION mode, the transceiver can be tuned either by the ACARS MU or by any RMP. This is determined by the port select discrete signal sent by the ACARS MU. Each RMP receives the same port select discrete signal as VHF 3 from the ACARS MU.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
ACARS The Aircraft Communication Addressing and Reporting System enables exchange of data in digital form between the aircraft and a ground station. The Aircraft Communication Addressing and Reporting System Management Unit (ACARS MU located at 82VU in the avionics compartment) provides the management of the transmission to the ground of data delivered by the different interfaces, and the management of the reception, printing and display of ground messages on the Multipurpose Control and Display Unit (MCDU). ACARS can be used by peripheral systems either automatically or upon crew request. The ACARS management unit is linked to: - the Data Management Unit (DMU), - the Flight Management and Guidance Computers 1 and 2 (FMGC’s) , - the Centralized Fault Display Interface Unit (CFDIU), - the VHF 3 transceiver, - the Multipurpose Control and Display Units 1 and 2 (MCDU’s), - the printer. The ACARS management unit is also linked to: - the Flight Warning Computers 1 and 2 (FWC’s), - the System Data Acquisition Concentrator 1 and 2 (SDAC’s), - the Radio Management Panels (RMP’s). Some ACARS functions can be operated from the MCDU. ACARS manages both the emission and the reception of data. The radio transmission/reception of messages is done through the VHF 3 transceiver.
23-26
A ground network transmits data from the ground receiver to the airline main base. NOTE: The crew can at any time take the control of the VHF 3 to perform voice communication. ACARS applications are dedicated to maintenance and engineering operations and also to crew operations and information. ACARS application depends on operational programs defined by each airline. The ACARS MU is supplied with 115 VAC from the 115 VAC BUS 1 1XP (sub busbar 103XP) through the circuit breaker 2RB located in the flight deck on the panel 121VU. The Aircraft Communication Addressing and Reporting System Management Unit (ACARS MU) manages all tasks related to the ACARS. The VHF 3 transceiver is normally used for ACARS data transmission and reception, but it can also be used in conventional radio communication mode. The VHF 3 transceiver receives a voice/ data discrete signal which determines the mode of operation: DATA mode or RADIO mode. In DATA mode, the transceiver is keyed by the ACARS MU through the DATA keyline. The digital data exchanged between the MU and the VHF 3 transceiver are coded by 1200 and 2400 hertz tones. In RADIO-COMMUNICATION mode, the transceiver can be tuned either by the ACARS MU or by any RMP. This is determined by the port select discrete signal sent by the ACARS MU. Each RMP receives the same port select discrete signal as VHF 3 from the ACARS MU.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
In normal condition, any RMP is able to tune the VHF 3 transceiver. When a RMP controls the VHF 3 frequency, it sends a remote voice data select discrete signal to the ACARS MU to force it to remove control of the VHF 3 frequency.
In normal condition, any RMP is able to tune the VHF 3 transceiver. When a RMP controls the VHF 3 frequency, it sends a remote voice data select discrete signal to the ACARS MU to force it to remove control of the VHF 3 frequency.
ACARS System JUN 97 FOR TRAINING PURPOSES ONLY
ACARS System 23-27 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The ACARS MU receives the SDAC 1 main bus and can use any information present on this bus. The MU can also trigger ECAM messages. The ECAM can display messages related to ACARS operation for the flight crew on the ENGINE/WARNING display. Dialogue between one MCDU and the ACARS MU is initiated when ACARS is selected on the MCDU menu. The MCDU’s enable: - the display of data generated by the ACARS MU from data transmitted by the ground or by peripheral computers, - the selection of the various functions of the ACARS MU, - the entry of data or text by the crew. All the fault messages and all the warnings recorded by the CFDIU can be transmitted automatically to the ACARS MU as soon as the CFDIU receives them from a system or a flight warning computer. The CFDIU can transmit the post flight report automatically to the ACARS MU at the end of the flight. This report can also be transmitted to the ACARS MU manually. Any page displayed by the CFDIU on one MCDU which is a resultant of the dialogue in menu mode between the CFDIU and a system, can be transmitted manually to the ACARS MU The ACARS MU is linked to FMGC 1 and 2. The FMGC’s transmit the following messages to the ACARS MU either automatically or manually : - request for flight plan initialization, - request for wind messages, - pre-flight report, - in-flight report, - post-flight report.
23-28 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Each function is rendered operational or not depending on the message transmitted by the ACARS MU to the FMGC’s. The ACARS MU transmit the following messages to the FMGC’s either automatically or manually : - flight plan initialization, - wind message, - advisory message related to a request not transmitted to the ground, - request for a pre-flight report, - request for a post-flight report. Each report generated by the Data Management Unit (DMU) can be programmed individually for transmission to the ACARS MU either automatically or manually. The ACARS MU can also require generation and transmission of any report by the DMU. The ACARS MU can send information to the DMU when each report has been duly transmitted to the ground. The ACARS MU provides the Flight Warning Computers (FWC’s) 1 and 2 with data indicating 4 ACARS configurations. The FWC 1 and 2 enables display of the corresponding indications on the memo zone of the upper ECAM display unit. The display unit only shows one indication even if several configurations are present at the same time. These indications are : - ACARS MSG: indicates reception of a ground message, - ACARS STBY: indicates loss of communication with the ground, - VHF 3 VOICE: indicates that the VHF 3 transceiver is not controlled by the ACARS, - ACARS CALL: indicates reception of a voice communication demand with the ground.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The ACARS MU receives the SDAC 1 main bus and can use any information present on this bus. The MU can also trigger ECAM messages. The ECAM can display messages related to ACARS operation for the flight crew on the ENGINE/WARNING display. Dialogue between one MCDU and the ACARS MU is initiated when ACARS is selected on the MCDU menu. The MCDU’s enable: - the display of data generated by the ACARS MU from data transmitted by the ground or by peripheral computers, - the selection of the various functions of the ACARS MU, - the entry of data or text by the crew. All the fault messages and all the warnings recorded by the CFDIU can be transmitted automatically to the ACARS MU as soon as the CFDIU receives them from a system or a flight warning computer. The CFDIU can transmit the post flight report automatically to the ACARS MU at the end of the flight. This report can also be transmitted to the ACARS MU manually. Any page displayed by the CFDIU on one MCDU which is a resultant of the dialogue in menu mode between the CFDIU and a system, can be transmitted manually to the ACARS MU The ACARS MU is linked to FMGC 1 and 2. The FMGC’s transmit the following messages to the ACARS MU either automatically or manually : - request for flight plan initialization, - request for wind messages, - pre-flight report, - in-flight report, - post-flight report.
23-28
Each function is rendered operational or not depending on the message transmitted by the ACARS MU to the FMGC’s. The ACARS MU transmit the following messages to the FMGC’s either automatically or manually : - flight plan initialization, - wind message, - advisory message related to a request not transmitted to the ground, - request for a pre-flight report, - request for a post-flight report. Each report generated by the Data Management Unit (DMU) can be programmed individually for transmission to the ACARS MU either automatically or manually. The ACARS MU can also require generation and transmission of any report by the DMU. The ACARS MU can send information to the DMU when each report has been duly transmitted to the ground. The ACARS MU provides the Flight Warning Computers (FWC’s) 1 and 2 with data indicating 4 ACARS configurations. The FWC 1 and 2 enables display of the corresponding indications on the memo zone of the upper ECAM display unit. The display unit only shows one indication even if several configurations are present at the same time. These indications are : - ACARS MSG: indicates reception of a ground message, - ACARS STBY: indicates loss of communication with the ground, - VHF 3 VOICE: indicates that the VHF 3 transceiver is not controlled by the ACARS, - ACARS CALL: indicates reception of a voice communication demand with the ground.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION When the FWC’s are no longer provided with this data by the ACARS MU, or do not receive it in normal conditions, the ACARS MU appears on the faulty system list (ECAM STATUS page) and the amber ACARS FAULT warning appears on the upper ECAM display unit. The ACARS MU receives the FWC 1 main bus and can use any information present on this bus. The ACARS MU is linked to the printer. This enables printing of the data generated by the ACARS MU from data transmitted by the ground and by peripheral computers, and printing of the data entered by the crew through the MCDU’s.
DESCRIPTION & OPERATION The data is transmitted to the printer by the ACARS MU according to a specific protocol which is also used by the other computers operating in conjunction with the printer. When VHF 3 is selected, one window of the RMP displays ACARS; the frequency is then controlled by the ACARS MU. The other window displays a frequency value. When this value is in the ACTIVE window, VHF 3 is in voice mode and its frequency is controlled by the RMP. With the ACARS MU failed or selected OFF, VHF 3 can only be used with the AMU in normal audio communication. In this case, dashed lines (instead of ACARS) appear in the active window of the RMP when the VHF 3 radio selection switch is selected.
NOTE: The VHF 3 key has been selected. If ACARS (shown in the ACTIVE window) is replaced by 5 dashes, ACARS has failed or has been selected off.
When the FWC’s are no longer provided with this data by the ACARS MU, or do not receive it in normal conditions, the ACARS MU appears on the faulty system list (ECAM STATUS page) and the amber ACARS FAULT warning appears on the upper ECAM display unit. The ACARS MU receives the FWC 1 main bus and can use any information present on this bus. The ACARS MU is linked to the printer. This enables printing of the data generated by the ACARS MU from data transmitted by the ground and by peripheral computers, and printing of the data entered by the crew through the MCDU’s.
FOR TRAINING PURPOSES ONLY
The data is transmitted to the printer by the ACARS MU according to a specific protocol which is also used by the other computers operating in conjunction with the printer. When VHF 3 is selected, one window of the RMP displays ACARS; the frequency is then controlled by the ACARS MU. The other window displays a frequency value. When this value is in the ACTIVE window, VHF 3 is in voice mode and its frequency is controlled by the RMP. With the ACARS MU failed or selected OFF, VHF 3 can only be used with the AMU in normal audio communication. In this case, dashed lines (instead of ACARS) appear in the active window of the RMP when the VHF 3 radio selection switch is selected.
NOTE: The VHF 3 key has been selected. If ACARS (shown in the ACTIVE window) is replaced by 5 dashes, ACARS has failed or has been selected off.
ACARS Normal Operation
ACARS Normal Operation JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-29 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION COCKPIT VOICE RECORDER The Cockpit Voice Recorder (CVR) records the last 30 minutes of crew conversations and communications on a magnetic tape It records automatically in flight and on the ground when at least one engine is running and for 5 minutes after the last engine is shut down. The CVR can also operate in manual mode on the ground. For manual control on the ground, the CVR has to be energized by pressing the ground control (GND CTL) push-button on the recorder (RCDR) panel. The system consists of: - the Cockpit Voice Recorder, located in the aft section of the aircraft, - the CVR microphone, used for recording the direct conversation between crew members in the flight deck and all aural warnings, the CVR microphone is located at the bottom of the overhead panel. - the recorder (RCDR) panel, providing CVR controls for manual operation, test and tape erasure, it is located on panel 21VU on the overhead panel, - the CVR HEADSET jack mounted on the flight deck maintenance panel 50VU. In normal the mode of CVR operation, the Cockpit Voice Recorder records, on 4 independent channels, the audio signals from the Captain, First Officer and 3rd occupant via the Audio Management Unit (AMU). Channel 4 records the ambient noise picked up by the area microphone and fed via a pre-amplifier to the CVR.
23-30 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The recorder ERASE push-button must be pressed in for a minimum of two seconds to prevent inadvertent erasure. The erase head erases the previously recorded information on all 4 channels simultaneously, before a new recording is made. The ERASE push-button enables complete erasure of the tape by activation of a magnetic field. ERASE is only possible with the aircraft on the ground, with the right and left main landing gear shock absorbers compressed and the parking brake applied. NOTE: If the engines are shut down, the CVR must first be energized by pressing the GND CTL push-button on the RCDR panel. The CVR TEST is initiated by pressing the CVR TEST push-button on the RCDR panel. A 600 Hz test tone is applied sequentially during 0.8 seconds to each of the 4 tracks. Provided the aircraft is on ground, the signal should be heard through the headsets. The signal should also be heard through the loudspeakers if the right and left main landing gear shock absorbers are compressed and the parking brake is applied. A CVR HEADSET jack is also provided on the flight deck maintenance panel (50VU) for monitoring of the test. NOTE: Prior to this test, the CVR must be energized by pressing the GND CTL push-button with the engines not running.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
COCKPIT VOICE RECORDER The Cockpit Voice Recorder (CVR) records the last 30 minutes of crew conversations and communications on a magnetic tape It records automatically in flight and on the ground when at least one engine is running and for 5 minutes after the last engine is shut down. The CVR can also operate in manual mode on the ground. For manual control on the ground, the CVR has to be energized by pressing the ground control (GND CTL) push-button on the recorder (RCDR) panel. The system consists of: - the Cockpit Voice Recorder, located in the aft section of the aircraft, - the CVR microphone, used for recording the direct conversation between crew members in the flight deck and all aural warnings, the CVR microphone is located at the bottom of the overhead panel. - the recorder (RCDR) panel, providing CVR controls for manual operation, test and tape erasure, it is located on panel 21VU on the overhead panel, - the CVR HEADSET jack mounted on the flight deck maintenance panel 50VU. In the normal mode of CVR operation, the Cockpit Voice Recorder records, on 4 independent channels, the audio signals from the Captain, First Officer and 3rd occupant via the Audio Management Unit (AMU). Channel 4 records the ambient noise picked up by the area microphone and fed via a pre-amplifier to the CVR.
23-30
The recorder ERASE push-button must be pressed in for a minimum of two seconds to prevent inadvertent erasure. The erase head erases the previously recorded information on all 4 channels simultaneously, before a new recording is made. The ERASE push-button enables complete erasure of the tape by activation of a magnetic field. ERASE is only possible with the aircraft on the ground, with the right and left main landing gear shock absorbers compressed and the parking brake applied. NOTE: If the engines are shut down, the CVR must first be energized by pressing the GND CTL push-button on the RCDR panel. The CVR TEST is initiated by pressing the CVR TEST push-button on the RCDR panel. A 600 Hz test tone is applied sequentially during 0.8 seconds to each of the 4 tracks. Provided the aircraft is on ground, the signal should be heard through the headsets. The signal should also be heard through the loudspeakers if the right and left main landing gear shock absorbers are compressed and the parking brake is applied. A CVR HEADSET jack is also provided on the flight deck maintenance panel (50VU) for monitoring of the test. NOTE: Prior to this test, the CVR must be energized by pressing the GND CTL push-button with the engines not running.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Cockpit Voice Recorder - Schematic
Cockpit Voice Recorder - Schematic JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-31 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION CIDS CIDS Philosophy Changing market demands require flexibility in customized cabin layouts and optional cabin systems. With the Cabin Intercommunication Data System (CIDS), the operator is able to change the cabin layout without hardware changes (i.e. cabin loudspeakers, wiring, etc.). This can be done simply by entering, on board, new cabin parameters in the software. CIDS is a microprocessor based system. It monitors, tests, operates and provides control and monitoring of the cabin functions. To manage various functions, CIDS has a central unit, the CIDS director. It is linked to the Forward Attendant Panel (FAP) for control and monitoring of the cabin functions. The director then communicates, through a bus system, with Decoder Encoder Units (DEU’s). The DEU’s send (and receive) information to (and from) the cabin, passenger, and crew systems. The director has interfaces to other aircraft systems. Through a Programming and Test Panel (PTP), CIDS can be programmed to customer demand. The PTP is also used to test the entire CIDS.
23-32 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION CIDS passenger functions are: - Passenger Address, - passenger call, - passenger lighted signs, - passenger reading light switching. CIDS crew functions are: - cabin and flight crew interphone, - service interphone, - emergency evacuation signaling. CIDS cabin system functions are: - general cabin illumination control, - boarding music, - pre-recorded announcement, - lavatory smoke warning, - temperature regulated drain mast system, - emergency lighting. CIDS monitoring and test functions are: - system programming and test, - work light test, - escape slide bottle pressure monitoring, - reading lights test, - extended emergency lighting test. CIDS aircraft system functions are: - interface with aircraft systems, i.e. FWC, LGCIU, PRAM, SFCC, etc. CIDS flight deck control and indication functions are: - call panel, - EVAC panel, - NS/FSB panel, - handset, - service interphone override.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
CIDS CIDS Philosophy Changing market demands require flexibility in customized cabin layouts and optional cabin systems. With the Cabin Intercommunication Data System (CIDS), the operator is able to change the cabin layout without hardware changes (i.e. cabin loudspeakers, wiring, etc.). This can be done simply by entering, on board, new cabin parameters in the software. CIDS is a microprocessor based system. It monitors, tests, operates and provides control and monitoring of the cabin functions. To manage various functions, CIDS has a central unit, the CIDS director. It is linked to the Forward Attendant Panel (FAP) for control and monitoring of the cabin functions. The director then communicates, through a bus system, with Decoder Encoder Units (DEU’s). The DEU’s send (and receive) information to (and from) the cabin, passenger, and crew systems. The director has interfaces to other aircraft systems. Through a Programming and Test Panel (PTP), CIDS can be programmed to customer demand. The PTP is also used to test the entire CIDS.
23-32
CIDS passenger functions are: - Passenger Address, - passenger call, - passenger lighted signs, - passenger reading light switching. CIDS crew functions are: - cabin and flight crew interphone, - service interphone, - emergency evacuation signaling. CIDS cabin system functions are: - general cabin illumination control, - boarding music, - pre-recorded announcement, - lavatory smoke warning, - temperature regulated drain mast system, - emergency lighting. CIDS monitoring and test functions are: - system programming and test, - work light test, - escape slide bottle pressure monitoring, - reading lights test, - extended emergency lighting test. CIDS aircraft system functions are: - interface with aircraft systems, i.e. FWC, LGCIU, PRAM, SFCC, etc. CIDS flight deck control and indication functions are: - call panel, - EVAC panel, - NS/FSB panel, - handset, - service interphone override.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
PROGRAMMING AND TEST PANEL
AIRCRAFT SYSTEMS FUNCTIONS
DIRECTORS FLIGHT DECK CONTROLS AND INDICATING
AIRCRAFT SYSTEMS FUNCTIONS
PROGRAMMING AND TEST PANEL
DIRECTORS FLIGHT DECK CONTROLS AND INDICATING
CABIN SYSTEMS FUNCTIONS FORWARD ATTENDANT PANEL
DEU B
DEU A
FORWARD ATTENDANT PANEL
DEU B
CABIN SYSTEMS FUNCTIONS
CREW FUNCTIONS DEU A
PASSENGER FUNCTIONS
CREW FUNCTIONS
DESCRIPTION & OPERATION
PASSENGER FUNCTIONS
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
UCI2A020
UCI2A020
Cabin Intercommunication Data System
Cabin Intercommunication Data System JUN 97 FOR TRAINING PURPOSES ONLY
23-33 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION CIDS Directors Two identical directors are installed in the avionics compartment. A memory module, called the On Board Replaceable Module (OBRM) is plugged into the front of the director. This solid state memory contains part of the operational software of the director. A simple exchange of the OBRM can provide system expansion or software updates. The director is a central control and interface component of the cabin intercommunication data system. The current cabin layout and properties of layout related equipment are stored in the directors. The director provides the following functions: - the handling of 6 data bus lines, - the transmission of digitized audio signals, - the transmission of control data and commands, - the adaptation of received DEU data, - the control of other CIDS functional units, - the forward attendant panel, - the programming and test panel, - the data transfer to the passenger entertainment system, - the service interphone system, - the Aft Attendant Panel via DEU B, - the interface to flight deck and avionics compartment, - the handling of cabin systems related inputs and outputs, - the control and interface of other system, - the realization of programming functions, - the realization of test functions, - the activation of emergency mode with minimum power consumption.
23-34 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The directors are continuously energized when the essential and service busbars are energized. In normal operation, the essential busbar supplies: - the active director, - all the circuitry in DEU A which is necessary for PA operation, - all the circuitry in DEU B which is necessary for PA and interphone. In normal operation, the service busbar supplies: - the active and the second directors, - the remaining non essential circuitry of the DEU’s, - the Programming and Test Panel, - the Forward Attendant Panel. The service busbar also supplies the Area call Panels (ACP’s), the Attendant Indication Panels (AIP’s) and the Aft Attendant Panel (AAP), via DEU B. If service bus power is unavailable, the following items of equipment are inoperative: - the second director, - the non essential DEU circuits, - the PTP and the FAP. The Attendant Indication Panels and the Area Call Panels are also inoperative because they are supplied with service bus power by the type B DEU’s. If a PA operation is done, the top line cutoff relay 106RH is no longer energized, and then the essential busbar supplies the circuitry in the type A DEU which is necessary for PA operation. When the essential bus power is unavailable, circuitry in the directors and DEU’s switches the essential circuits to the service busbar. This ensures full CIDS capabilities except for emergency mode operation.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
CIDS Directors Two identical directors are installed in the avionics compartment. A memory module, called the On Board Replaceable Module (OBRM) is plugged into the front of the director. This solid state memory contains part of the operational software of the director. A simple exchange of the OBRM can provide system expansion or software updates. The director is a central control and interface component of the cabin intercommunication data system. The current cabin layout and properties of layout related equipment are stored in the directors. The director provides the following functions: - the handling of 6 data bus lines, - the transmission of digitized audio signals, - the transmission of control data and commands, - the adaptation of received DEU data, - the control of other CIDS functional units, - the forward attendant panel, - the programming and test panel, - the data transfer to the passenger entertainment system, - the service interphone system, - the Aft Attendant Panel via DEU B, - the interface to flight deck and avionics compartment, - the handling of cabin systems related inputs and outputs, - the control and interface of other system, - the realization of programming functions, - the realization of test functions, - the activation of emergency mode with minimum power consumption.
23-34
The directors are continuously energized when the essential and service busbars are energized. In normal operation, the essential busbar supplies: - the active director, - all the circuitry in DEU A which is necessary for PA operation, - all the circuitry in DEU B which is necessary for PA and interphone. In normal operation, the service busbar supplies: - the active and the second directors, - the remaining non essential circuitry of the DEU’s, - the Programming and Test Panel, - the Forward Attendant Panel. The service busbar also supplies the Area call Panels (ACP’s), the Attendant Indication Panels (AIP’s) and the Aft Attendant Panel (AAP), via DEU B. If service bus power is unavailable, the following items of equipment are inoperative: - the second director, - the non essential DEU circuits, - the PTP and the FAP. The Attendant Indication Panels and the Area Call Panels are also inoperative because they are supplied with service bus power by the type B DEU’s. If a PA operation is done, the top line cutoff relay 106RH is no longer energized, and then the essential busbar supplies the circuitry in the type A DEU which is necessary for PA operation. When the essential bus power is unavailable, circuitry in the directors and DEU’s switches the essential circuits to the service busbar. This ensures full CIDS capabilities except for emergency mode operation.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION If the aircraft loses main power (the service bus and the essential bus), and the emergency exit lights switch is set to ARM or ON, all CIDS units, which are supplied by the essential bus, are switched automatically to the hot battery bus. Upon CIDS energization or reset, all director interfaces are disabled and the directors are initialized (self-test). The self-test is repeated periodically. It also includes a test of the data bus lines. The power connections are arranged such a way that director 1 is normally fully active and in control of CIDS. Director 2 is normally partially active, in a hotstandby mode. A failure in the initialization (self test) process in director 1 causes a deactivation of the director 1 hardware and a switchover of control to director 2 At the same time, the power transfer relay is de-energized. This prepares director 2 to be supplied from the essential bus in abnormal or emergency mode. The second contact of the relay prepares the control from director 2 to the top line cut-off relay for the emergency mode. The directors internal normal power sensing circuits are always checking if power is available on the service bus. If the power fails, as long as director 1 is OK, the power transfer relay remains energized. Via the closed contact, director 1 sends a signal to energize the top line cutoff relay.
JUN 97 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION With the top line cut-off relay energized the emergency mode is activated. In emergency mode, the power from the essential busbar is disconnected from all type A DEU’s as long as no PA announcements are made. Type B DEU’s are directly supplied from the essential bus but only for PA and interphone operations. Activation of the PA system sets the director 1 internal NAND gate to 0, which deenergizes the top-line cut-off relay. Power from the essential busbar supplies the two essential circuits of type A DEU’s. All BITE results are stored in the director bite dedicated memory. Failure indications may be given by the following: - CIDS caution light, - the ECAM warning page, - the ECAM status page, - the PTP display, - the respective MCDU pages. The following items of equipment have their own BITE functions and send their BITE status to the director: - each DEU, - the Programming and Test Panel, - the Forward Attendant Panel, - the connected equipment such as PES. The DEU’s are able to test the connected equipment.
23-35 A320 LIMITATION 1 AND 9 COURSE
If the aircraft loses main power (the service bus and the essential bus), and the emergency exit lights switch is set to ARM or ON, all CIDS units, which are supplied by the essential bus, are switched automatically to the hot battery bus. Upon CIDS energization or reset, all director interfaces are disabled and the directors are initialized (self-test). The self-test is repeated periodically. It also includes a test of the data bus lines. The power connections are arranged such a way that director 1 is normally fully active and in control of CIDS. Director 2 is normally partially active, in a hotstandby mode. A failure in the initialization (self test) process in director 1 causes a deactivation of the director 1 hardware and a switchover of control to director 2 At the same time, the power transfer relay is de-energized. This prepares director 2 to be supplied from the essential bus in abnormal or emergency mode. The second contact of the relay prepares the control from director 2 to the top line cut-off relay for the emergency mode. The directors internal normal power sensing circuits are always checking if power is available on the service bus. If the power fails, as long as director 1 is OK, the power transfer relay remains energized. Via the closed contact, director 1 sends a signal to energize the top line cutoff relay.
JUN 97
With the top line cut-off relay energized the emergency mode is activated. In emergency mode, the power from the essential busbar is disconnected from all type A DEU’s as long as no PA announcements are made. Type B DEU’s are directly supplied from the essential bus but only for PA and interphone operations. Activation of the PA system sets the director 1 internal NAND gate to 0, which deenergizes the top-line cut-off relay. Power from the essential busbar supplies the two essential circuits of type A DEU’s. All BITE results are stored in the director bite dedicated memory. Failure indications may be given by the following: - CIDS caution light, - the ECAM warning page, - the ECAM status page, - the PTP display, - the respective MCDU pages. The following items of equipment have their own BITE functions and send their BITE status to the director: - each DEU, - the Programming and Test Panel, - the Forward Attendant Panel, - the connected equipment such as PES. The DEU’s are able to test the connected equipment.
23-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
CIDS Director Power Supply
CIDS Director Power Supply
23-36 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION CIDS Director Interfaces CFDIU Low speed Arinc 429 data buses are used for BITE data transmission to the Centralized Fault Display Interface Unit. SDAC Four discrete signals are sent to the SDAC’s for CIDS operation status information. - NO SMOKING signs, - FASTEN SEAT BELT signs, - CIDS operation status, - CIDS caution. Audio Management Unit Audio and discrete lines are used for transmission or reception of the Passenger Address announcements or interphone communications. Discrete lines are used for activation or deactivation of the Passenger Address, interphone, attendant call and attendant call reset functions. Flight Deck Handset A flight deck handset is connected to the directors for Passenger Address announcements to the cabin. Service Interphone Boomsets Boomsets are connected to the directors for service interphone communications. CALLS Panel Discrete lines are used for activation of CALLS to the cabin attendants or to the ground mechanic with dedicated visual and aural indications. Signs Panel Discrete lines are used for manually or automatically activating or deactivating the info signs in the cabin. Low Oil Pressure Relay (12KS1) A discrete signal is used to automatically increase or decrease the Passenger Address level in the cabin when the engines are started or stopped.
JUN 97 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Landing Gear Control and Interface Unit Two discrete lines are used for incrementation of the fault memory or activation or deactivation of the service interphone and NO SMOKING/FASTEN SEAT BELT signs when the info switches are in the auto position. Slat Flap Control Computer Discrete signals are used for automatically activating or deactivating the NO SMOKING/FASTEN SEAT BELT info signs in the cabin. Flight Warning Computer A discrete line is used for activation of aural warnings in the flight deck, through the Flight Warning Computer. Service Interphone Override Push-Button A discrete line is used to activate or deactivate the service interphone system when the aircraft is in flight or on the ground with the landing gear not compressed and the external power plug not connected. Forward Attendant Panel Low speed Arinc 429 data buses are used for transmission and reception of the controls, status and BITE system information. Programming and Test Panel Low speed Arinc 429 data buses are used for transmission and reception of data regarding the cabin programming, system test activation and system status. CIDS Directors Low speed Arinc 429 data buses are used for data exchange and synchronization between the active and standby directors. Flight Deck Door Switch The flight deck door switch discrete signal is used to automatically dim the lights and decrease the PA level, at the entrance door, when the engines are running and the door is open.
23-37 A320 LIMITATION 1 AND 9 COURSE
CIDS Director Interfaces CFDIU Low speed Arinc 429 data buses are used for BITE data transmission to the Centralized Fault Display Interface Unit. SDAC Four discrete signals are sent to the SDAC’s for CIDS operation status information. - NO SMOKING signs, - FASTEN SEAT BELT signs, - CIDS operation status, - CIDS caution. Audio Management Unit Audio and discrete lines are used for transmission or reception of the Passenger Address announcements or interphone communications. Discrete lines are used for activation or deactivation of the Passenger Address, interphone, attendant call and attendant call reset functions. Flight Deck Handset A flight deck handset is connected to the directors for Passenger Address announcements to the cabin. Service Interphone Boomsets Boomsets are connected to the directors for service interphone communications. CALLS Panel Discrete lines are used for activation of CALLS to the cabin attendants or to the ground mechanic with dedicated visual and aural indications. Signs Panel Discrete lines are used for manually or automatically activating or deactivating the info signs in the cabin. Low Oil Pressure Relay (12KS1) A discrete signal is used to automatically increase or decrease the Passenger Address level in the cabin when the engines are started or stopped.
JUN 97
Landing Gear Control and Interface Unit Two discrete lines are used for incrementation of the fault memory or activation or deactivation of the service interphone and NO SMOKING/FASTEN SEAT BELT signs when the info switches are in the auto position. Slat Flap Control Computer Discrete signals are used for automatically activating or deactivating the NO SMOKING/FASTEN SEAT BELT info signs in the cabin. Flight Warning Computer A discrete line is used for activation of aural warnings in the flight deck, through the Flight Warning Computer. Service Interphone Override Push-Button A discrete line is used to activate or deactivate the service interphone system when the aircraft is in flight or on the ground with the landing gear not compressed and the external power plug not connected. Forward Attendant Panel Low speed Arinc 429 data buses are used for transmission and reception of the controls, status and BITE system information. Programming and Test Panel Low speed Arinc 429 data buses are used for transmission and reception of data regarding the cabin programming, system test activation and system status. CIDS Directors Low speed Arinc 429 data buses are used for data exchange and synchronization between the active and standby directors. Flight Deck Door Switch The flight deck door switch discrete signal is used to automatically dim the lights and decrease the PA level, at the entrance door, when the engines are running and the door is open.
23-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION EVAC Panel Discrete lines are used to activate or deactivate aural and visual indications in the flight deck and cabin after activation of the EVAC system. EVAC Horn An analog signal activates the EVAC aural signal. Cabin Pressure Relay (19WR) The cabin pressure relay discrete signal is used to automatically increase the PA level in the cabin in case of cabin decompression when the cabin altitude is above 14,000 feet. Excessive Altitude Pressure Switches Discrete lines are used to automatically activate or deactivate the NO SMOKING, FASTEN SEAT BELT, RETURN TO SEAT and EXIT signs in the cabin, when the cabin altitude is above 11,300 feet. Smoke Detection Control Unit Low speed Arinc 429 data buses are used for transmission of the smoke detection warnings information to the FAP and of the smoke detectors status to the PTP and CFDIU through the directors. Audio Reproducer Audio lines are used for broadcasting the boarding music in the cabin. Discrete signals from the directors are used to interrupt the program and to initiate the Audio Reproducer test, to select the Boarding Music channel and to control the volume of the music. Video System Control Unit Audio and discrete lines are used for transmission of the video sound to the dedicated zone, according to the keyline control. Low speed Arinc 429 data buses are used for status and bite system transmission.
23-38 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Passenger Entertainment and Passenger Service System Audio and discrete lines are used for Passenger Address announcement distribution according to the PA zone keyline. Low speed Arinc 429 data buses are used for control, monitoring and BITE system transmission. The directors transmit a discrete signal to the multiplexer of the Passenger Entertainment System in order to initiate the test of the system. DEU B Two bi-directional middle data bus lines are used for the transmission of the controls, audio data, BITE and status system information of the attendant cabin systems. DEU A Four bi-directional top data bus lines are used for the transmission of the controls, audio data, BITE and status information of the various Passenger cabin systems. Top Line Cut Off relay (106RH) The top line cut-off relay discrete signal is used to activate or deactivate the top line cut-off relays when the emergency mode is activated, in order to cut the supply of the type A DEU’s and decrease the power consumption. NOTE: On A319 aircraft, the top lines are only supplied when an audio signal is present.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
EVAC Panel Discrete lines are used to activate or deactivate aural and visual indications in the flight deck and cabin after activation of the EVAC system. EVAC Horn An analog signal activates the EVAC aural signal. Cabin Pressure Relay (19WR) The cabin pressure relay discrete signal is used to automatically increase the PA level in the cabin in case of cabin decompression when the cabin altitude is above 14,000 feet. Excessive Altitude Pressure Switches Discrete lines are used to automatically activate or deactivate the NO SMOKING, FASTEN SEAT BELT, RETURN TO SEAT and EXIT signs in the cabin, when the cabin altitude is above 11,300 feet. Smoke Detection Control Unit Low speed Arinc 429 data buses are used for transmission of the smoke detection warnings information to the FAP and of the smoke detectors status to the PTP and CFDIU through the directors. Audio Reproducer Audio lines are used for broadcasting the boarding music in the cabin. Discrete signals from the directors are used to interrupt the program and to initiate the Audio Reproducer test, to select the Boarding Music channel and to control the volume of the music. Video System Control Unit Audio and discrete lines are used for transmission of the video sound to the dedicated zone, according to the keyline control. Low speed Arinc 429 data buses are used for status and bite system transmission.
23-38
Passenger Entertainment and Passenger Service System Audio and discrete lines are used for Passenger Address announcement distribution according to the PA zone keyline. Low speed Arinc 429 data buses are used for control, monitoring and BITE system transmission. The directors transmit a discrete signal to the multiplexer of the Passenger Entertainment System in order to initiate the test of the system. DEU B Two bi-directional middle data bus lines are used for the transmission of the controls, audio data, BITE and status system information of the attendant cabin systems. DEU A Four bi-directional top data bus lines are used for the transmission of the controls, audio data, BITE and status information of the various Passenger cabin systems. Top Line Cut Off relay (106RH) The top line cut-off relay discrete signal is used to activate or deactivate the top line cut-off relays when the emergency mode is activated, in order to cut the supply of the type A DEU’s and decrease the power consumption. NOTE: On A319 aircraft, the top lines are only supplied when an audio signal is present.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Pin Programming A discrete signal is used to determine the active or standby director. PES On/Off Relay (800MK) A discrete signal is used to power the Passenger Entertainment System (main multiplexer and the Audio Reproducer).
DESCRIPTION & OPERATION Interface Discrete lines are used for activation or deactivation of the indicator lights when a function or system is activated or deactivated. Exit Signs Relay (8WL) Discrete line is used for activation or deactivation of the EXIT signs when the NO SMOKING signal, from the signs panel, or the SIGNS ON signals, from the excessive altitude pressure switches, are activated or deactivated.
Pin Programming A discrete signal is used to determine the active or standby director. PES On/Off Relay (800MK) A discrete signal is used to power the Passenger Entertainment System (main multiplexer and the Audio Reproducer).
CIDS Director Interfaces JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
Interface Discrete lines are used for activation or deactivation of the indicator lights when a function or system is activated or deactivated. Exit Signs Relay (8WL) Discrete line is used for activation or deactivation of the EXIT signs when the NO SMOKING signal, from the signs panel, or the SIGNS ON signals, from the excessive altitude pressure switches, are activated or deactivated.
CIDS Director Interfaces 23-39
A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Type A Decoder Encoder Units (DEU’s) A319 aircraft have 24 (26 on A320) type A Decoder Encoder Units (DEU’s) installed above the windows in the cabin ceiling and close to the center ceiling for the DEU’s in the entrance area. The type A DEU’s are connected to the directors via a top-line data bus (i.e. two wire twisted and shielded cable). A broken wire in one top-line bus will only affect the type A DEU’s behind the break on this bus. The type A DEU’s of the other top-line bus will work without disturbance. The type A DEU’s control the passenger signs including NO SMOKING, FASTEN SEAT BELT lights, RETURN TO SEAT lights in the lavatories, and the amber passenger call lights in the PSU’s. Cabin lights are controlled by the type A DEU’s and include: - entrance area lights, - lavatory lights, - attendant lights, - reading lights, - ceiling and window lights. Type A DEU’s control the loudspeakers that are installed in the Passenger Service Units (PSU’s), in each lavatory and close to the attendant station. They are all identical and are used for Passenger Address announcements and call chimes. Type A DEU’s control PASSENGER CALL push-buttons that are fitted in the PSU above each seat row and in the lavatories. Type A DEU’s control reading light power units which are installed in the PSU’s. One reading light power unit for three reading lights is installed in each Passenger Service Unit (PSU).
23-40 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Each type A DEU interfaces with: - three Passenger Service Units (PSU’s) - two loudspeakers - four fluorescent strip lights which are part of the cabin light system. A bus termination resistor is located on the last DEU A mount of each line for impedance matching. A coding switch on each DEU mount gives each DEU a unique address. This method enables replacement of DEU’s without selecting their address. NOTE: In the event of mount change it is necessary to select the same code as used before on the coding switch. When CIDS is powered-up or reset the director follows a power up routine. This includes the initialization and testing of each DEU and connected equipment. The test results are transmitted to the director which compares them with its programmed data to decide on their status. At least 95% of possible DEU failures are automatically detected. In the event of a data bus failure the DEU maintains the current status of the discrete cabin systems output for a certain time. After this delay the outputs are switched to a pre-defined fail safe state, that means the 4 fluorescent strip lights come on at full brightness and all other items go off. All audio input/outputs are immediately switched off. All DEU’s operate in emergency mode when the DC service bus is no longer powered. The DEU’s are then supplied from the DC essential bus. The type A DEU passenger address circuits and type B DEU interphone circuits remain operational.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Type A Decoder Encoder Units (DEU’s) A319 aircraft have 24 (26 on A320) type A Decoder Encoder Units (DEU’s) installed above the windows in the cabin ceiling and close to the center ceiling for the DEU’s in the entrance area. The type A DEU’s are connected to the directors via a top-line data bus (i.e. two wire twisted and shielded cable). A broken wire in one top-line bus will only affect the type A DEU’s behind the break on this bus. The type A DEU’s of the other top-line bus will work without disturbance. The type A DEU’s control the passenger signs including NO SMOKING, FASTEN SEAT BELT lights, RETURN TO SEAT lights in the lavatories, and the amber passenger call lights in the PSU’s. Cabin lights are controlled by the type A DEU’s and include: - entrance area lights, - lavatory lights, - attendant lights, - reading lights, - ceiling and window lights. Type A DEU’s control the loudspeakers that are installed in the Passenger Service Units (PSU’s), in each lavatory and close to the attendant station. They are all identical and are used for Passenger Address announcements and call chimes. Type A DEU’s control PASSENGER CALL push-buttons that are fitted in the PSU above each seat row and in the lavatories. Type A DEU’s control reading light power units which are installed in the PSU’s. One reading light power unit for three reading lights is installed in each Passenger Service Unit (PSU).
23-40
Each type A DEU interfaces with: - three Passenger Service Units (PSU’s) - two loudspeakers - four fluorescent strip lights which are part of the cabin light system. A bus termination resistor is located on the last DEU A mount of each line for impedance matching. A coding switch on each DEU mount gives each DEU a unique address. This method enables replacement of DEU’s without selecting their address. NOTE: In the event of mount change it is necessary to select the same code as used before on the coding switch. When CIDS is powered-up or reset the director follows a power up routine. This includes the initialization and testing of each DEU and connected equipment. The test results are transmitted to the director which compares them with its programmed data to decide on their status. At least 95% of possible DEU failures are automatically detected. In the event of a data bus failure the DEU maintains the current status of the discrete cabin systems output for a certain time. After this delay the outputs are switched to a pre-defined fail safe state, that means the 4 fluorescent strip lights come on at full brightness and all other items go off. All audio input/outputs are immediately switched off. All DEU’s operate in emergency mode when the DC service bus is no longer powered. The DEU’s are then supplied from the DC essential bus. The type A DEU passenger address circuits and type B DEU interphone circuits remain operational.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
NOTE: Type A DEU’s are associated with passenger functions.
NOTE: Type A DEU’s are associated with passenger functions.
Type A Decoder Encoder Unit
Type A Decoder Encoder Unit JUN 97 FOR TRAINING PURPOSES ONLY
23-41 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-41
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Type B Decoder Encoder Units (DEU’s) Four type B DEU’s (a maximum of 6 is optional) are installed near the exit doors in the center ceiling. One middle line data bus on each side of the passenger cabin connects the type B DEU’s to the directors. There are two supplementary DEU B mounts installed as a provision. Each type B DEU interfaces with the following components and systems: - Aft Attendant Panel, - Emergency Power Supply Unit, - slide pressure monitoring, - Passenger Address/Interphone handset, - Attendant Indication Panel, - Area Call Panels, - drain mast heating monitoring. The directors receive signals from the bottle pressure sensors via type B DEU’s. If the pressure is low, the CIDS CAUTION light on the FAP comes on. The directors receive signals from the 4 entry door bottle pressure sensors via type B DEU’s. If the pressure is low, the CIDS CAUTION light on the FAP comes ON. The crew interphone system enables communication between the flight deck crew and cabin attendants and between each attendant station. NOTE: From each attendant station it is possible to communicate with personnel at the service interphone connections. Both the service interphone and cabin interphone systems reside in CIDS. The Emergency Power Supply Units (EPSU’s) are connected to type B DEU’s for the emergency lighting system test. The directors receive signals from the drain mast control unit via type B DEU’s.
23-42 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION If the drain mast heater or the control unit fails the CIDS CAUTION light on the FAP comes on. One Attendant Indication Panel is installed near each attendant seat for message purposes and is connected to a type B DEU. One basic and one optional ACP can be connected to each DEU B. A bus termination resistor is located on the last DEU B mount of each line for impedance matching. A coding switch in the DEU mount gives each DEU a unique address. This method enables replacement of DEU’s without selecting their address. NOTE: In the event of mount change it is necessary to select the same code as used before on the coding switch. When CIDS is powered up or reset, the director follows a power up routine. This includes the initialization and testing of each DEU and connected equipment. The test results are transmitted to the director which compares them with its programmed data to decide on their status. At least 95% of possible DEU failures are automatically detected. All DEU’s operate in emergency mode when the DC service bus is no longer powered. The DEU’s are then supplied from the DC essential bus. The type A DEU Passenger Address circuits and type B DEU interphone circuits remain operational.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Type B Decoder Encoder Units (DEU’s) Four type B DEU’s (a maximum of 6 is optional) are installed near the exit doors in the center ceiling. One middle line data bus on each side of the passenger cabin connects the type B DEU’s to the directors. There are two supplementary DEU B mounts installed as a provision. Each type B DEU interfaces with the following components and systems: - Aft Attendant Panel, - Emergency Power Supply Unit, - slide pressure monitoring, - Passenger Address/Interphone handset, - Attendant Indication Panel, - Area Call Panels, - drain mast heating monitoring. The directors receive signals from the bottle pressure sensors via type B DEU’s. If the pressure is low, the CIDS CAUTION light on the FAP comes on. The directors receive signals from the 4 entry door bottle pressure sensors via type B DEU’s. If the pressure is low, the CIDS CAUTION light on the FAP comes ON. The crew interphone system enables communication between the flight deck crew and cabin attendants and between each attendant station. NOTE: From each attendant station it is possible to communicate with personnel at the service interphone connections. Both the service interphone and cabin interphone systems reside in CIDS. The Emergency Power Supply Units (EPSU’s) are connected to type B DEU’s for the emergency lighting system test. The directors receive signals from the drain mast control unit via type B DEU’s.
23-42
If the drain mast heater or the control unit fails the CIDS CAUTION light on the FAP comes on. One Attendant Indication Panel is installed near each attendant seat for message purposes and is connected to a type B DEU. One basic and one optional ACP can be connected to each DEU B. A bus termination resistor is located on the last DEU B mount of each line for impedance matching. A coding switch in the DEU mount gives each DEU a unique address. This method enables replacement of DEU’s without selecting their address. NOTE: In the event of mount change it is necessary to select the same code as used before on the coding switch. When CIDS is powered up or reset, the director follows a power up routine. This includes the initialization and testing of each DEU and connected equipment. The test results are transmitted to the director which compares them with its programmed data to decide on their status. At least 95% of possible DEU failures are automatically detected. All DEU’s operate in emergency mode when the DC service bus is no longer powered. The DEU’s are then supplied from the DC essential bus. The type A DEU Passenger Address circuits and type B DEU interphone circuits remain operational.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
NOTE: Type B DEU’s are associated with aircraft and cabin attendant systems.
NOTE: Type B DEU’s are associated with aircraft and cabin attendant systems.
Type B Decoder Encoder Unit
Type B Decoder Encoder Unit JUN 97 FOR TRAINING PURPOSES ONLY
23-43 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
DEU Mounts The mounts for type A and type B DEU’s are similar but due to index pins it is not possible to install a type A DEU on a type B DEU mount or vice versa. The mounts for the type A DEU’s have the index pins on the outer side of the slot and the type B DEU’s on the inner side of the slot.
On each DEU mount there are address coding switches. In case of a mount change the old code must be selected. A Bus termination resistor is installed on the last DEU mount of each line, for impedance matching. NOTE: A table giving the address code is placed close to the mount.
DEU Mounts The mounts for type A and type B DEU’s are similar but due to index pins it is not possible to install a type A DEU on a type B DEU mount or vice versa. The mounts for the type A DEU’s have the index pins on the outer side of the slot and the type B DEU’s on the inner side of the slot.
FOR TRAINING PURPOSES ONLY
On each DEU mount there are address coding switches. In case of a mount change the old code must be selected. A Bus termination resistor is installed on the last DEU mount of each line, for impedance matching. NOTE: A table giving the address code is placed close to the mount.
DEU Mounts
DEU Mounts
23-44
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-44
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Attendant Panels (FAP and AAP) The Forward Attendant Panel (FAP) is located at door 1L. With the FAP the various cabin systems can be controlled and monitored. It is connected to the CIDS directors and to a type B DEU (300RH1). The FAP is composed of 3 parts: - the light panel, - the audio panel, - the water and miscellaneous panel. The cabin light panel comprises control push-buttons for the various cabin lights. There are controls for the entrance areas and the different cabin sections. The BRT, DIM1 and DIM2 push-buttons respectively switch on the lights at 100%, 50% and 10% intensity. In addition, a power switch provides the power for the lavatory lights, attendant work lights and the passenger reading lights. There are also controls for the window lights and the ceiling lights. All push-buttons, except for MAIN ON and MAIN OFF, have integral lights for visual indication of the activated functions. The audio panel allows centralized control of the passenger entertainment and boarding music. The panel has an ON/OFF switch for the Passenger Entertainment Systems. MUSIC ON/OFF turns the boarding music on and off. SEL is the channel select button which is preset to channel 1 (boarding music). The -/+ switches decrease and increase the boarding music volume. Located on the water and miscellaneous
23-46 FOR TRAINING PURPOSES ONLY
COMMUNICATIONS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION panel is the lavatory smoke light. The LAV SMOKE light is used to warn of lavatory smoke. A command from the Smoke Detection Control Unit (SDCU) resets the indication only when the smoke has gone. When the RESET membrane (adjacent to the LAV SMOKE light) switch is pressed, in case of lavatory smoke warning, it resets only the aural and visual indication in the passenger compartment, without affecting the LAV SMOKE indication on the FAP. Located on the Forward Attendant Panel is the EVAC indicator light which is controlled by a discrete input from any EVAC command switch (3). It flashes red when an evacuation command has been given. It will continue to flash red until the evacuation command is canceled at the initiating panel. The adjacent RESET switch silences the evacuation alarm at this location only. Located on the Forward Attendant Panel is the guarded evacuation command (CMD) switch. Lifting the guard and pressing the CMD switch activates the evacuation alarm which sounds every half second throughout the cabin. When activated, the switch flashes red, an EVACUATION ALERT message appears at the Attendant Indication Panels, and pink lights flash at the Area Call Panels in the ceiling. Located on the water and miscellaneous panel, the PNL LIGHT TEST membrane switch is used to switch on all the FAP lights (bulb check).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Attendant Panels (FAP and AAP) The Forward Attendant Panel (FAP) is located at door 1L. With the FAP the various cabin systems can be controlled and monitored. It is connected to the CIDS directors and to a type B DEU (300RH1). The FAP is composed of 3 parts: - the light panel, - the audio panel, - the water and miscellaneous panel. The cabin light panel comprises control push-buttons for the various cabin lights. There are controls for the entrance areas and the different cabin sections. The BRT, DIM1 and DIM2 push-buttons respectively switch on the lights at 100%, 50% and 10% intensity. In addition, a power switch provides the power for the lavatory lights, attendant work lights and the passenger reading lights. There are also controls for the window lights and the ceiling lights. All push-buttons, except for MAIN ON and MAIN OFF, have integral lights for visual indication of the activated functions. The audio panel allows centralized control of the passenger entertainment and boarding music. The panel has an ON/OFF switch for the Passenger Entertainment Systems. MUSIC ON/OFF turns the boarding music on and off. SEL is the channel select button which is preset to channel 1 (boarding music). The -/+ switches decrease and increase the boarding music volume.
23-46
Located on the water and miscellaneous panel is the lavatory smoke light. The LAV SMOKE light is used to warn of lavatory smoke. A command from the Smoke Detection Control Unit (SDCU) resets the indication only when the smoke has gone. When the RESET membrane (adjacent to the LAV SMOKE light) switch is pressed, in case of lavatory smoke warning, it resets only the aural and visual indication in the passenger compartment, without affecting the LAV SMOKE indication on the FAP. Located on the Forward Attendant Panel is the EVAC indicator light which is controlled by a discrete input from any EVAC command switch (3). It flashes red when an evacuation command has been given. It will continue to flash red until the evacuation command is canceled at the initiating panel. The adjacent RESET switch silences the evacuation alarm at this location only. Located on the Forward Attendant Panel is the guarded evacuation command (CMD) switch. Lifting the guard and pressing the CMD switch activates the evacuation alarm which sounds every half second throughout the cabin. When activated, the switch flashes red, an EVACUATION ALERT message appears at the Attendant Indication Panels, and pink lights flash at the Area Call Panels in the ceiling. Located on the water and miscellaneous panel, the PNL LIGHT TEST membrane switch is used to switch on all the FAP lights (bulb check).
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS DESCRIPTION & OPERATION
Located on the water and miscellaneous panel, the integral light indicates CIDS cautions. The CIDS CAUT light is resettable in flight, but comes on again on the ground when the landing gear is down and locked.
The light cannot be reset on the ground. When a CIDS CAUT occurs, the respective failure message can be displayed on the Programming and Test Panel (PTP).
Located on the water and miscellaneous panel, the integral light indicates CIDS cautions. The CIDS CAUT light is resettable in flight, but comes on again on the ground when the landing gear is down and locked.
CABIN LIGHTING
CABIN LIGHTING
MAIN OFF
FC
YC
BRT
BRT
BRT
WDO
LAV
DIM 1
DIM 1
DIM 1
CLG
ATTN
DIM 2
DIM 2
DIM 2
POWER
ENTRY
POWER
ENTRY MAIN ON
The light cannot be reset on the ground. When a CIDS CAUT occurs, the respective failure message can be displayed on the Programming and Test Panel (PTP).
MAIN ON
MAIN OFF
READ
FC
YC
BRT
BRT
BRT
WDO
LAV
DIM 1
DIM 1
DIM 1
CLG
ATTN
DIM 2
DIM 2
DIM 2
READ
MUSIC
PES
MUSIC
PES
1
ON OFF
1
ON OFF
ON OFF
ON OFF
SEL
VOLUME
VOLUME
+
+ WATER & WASTE
WATER & WASTE IND ON
WATER QTY 0
25
50
75
0 SYSTEM LAV A LAV D LAV F INOP INOP INOP INOP
SMOKE LAV
EVAC RESET
EVAC
FOR TRAINING PURPOSES ONLY
50
75
100 SYSTEM LAV A LAV D LAV F INOP INOP INOP INOP
SMOKE
CIDS PNL LIGHT CAUT TEST
CMD
25
WASTE QTY
LAV
EVAC RESET
EVAC
CMD
CIDS PNL LIGHT CAUT TEST
Forward Attendant Panel
Forward Attendant Panel JUN 97
IND ON
WATER QTY
100
WASTE QTY
SEL
23-47 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION An Aft Attendant Panel is located next to door 2L It contains the emergency light push-button (EMER LIGHT), a red guarded push-button, with an integral light, used to switch the emergency lighting system on and off. Located on the Aft Attendant Panel is the EVAC indicator light which is controlled by a discrete input from any EVAV command switch (3). It flashes red when an evacuation command has been given. It will continue to flash red until the evacuation command is canceled at the initiating panel. The adjacent RESET switch silences the evacuation alarm at this location only.
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS DESCRIPTION & OPERATION
Located on the Aft Attendant Panel is the guarded evacuation command (CMD) switch. Lifting the guard and pressing the CMD switch activates the evacuation alarm which sounds every half second throughout the cabin. When activated, the switch flashes red, an EVACUATION ALERT message appears at the Attendant Indication Panels, and pink lights flash at the Area Call Panels in the ceiling.
An Aft Attendant Panel is located next to door 2L It contains the emergency light push-button (EMER LIGHT), a red guarded push-button, with an integral light, used to switch the emergency lighting system on and off. Located on the Aft Attendant Panel is the EVAC indicator light which is controlled by a discrete input from any EVAV command switch (3). It flashes red when an evacuation command has been given. It will continue to flash red until the evacuation command is canceled at the initiating panel. The adjacent RESET switch silences the evacuation alarm at this location only.
Located on the Aft Attendant Panel is the guarded evacuation command (CMD) switch. Lifting the guard and pressing the CMD switch activates the evacuation alarm which sounds every half second throughout the cabin. When activated, the switch flashes red, an EVACUATION ALERT message appears at the Attendant Indication Panels, and pink lights flash at the Area Call Panels in the ceiling.
RESET
RESET
LIGHT
LIGHT
EVAC
EVAC
EMER
EMER
CMD
CMD
Aft Attendant Panel
Aft Attendant Panel
23-48 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Programming and Test Panel (PTP) The Programming and Test Panel (PTP) is located at the forward attendant station behind a hinged access door. For correct CIDS operation, the Cabin Assignment Module (CAM) must be plugged in. The functions of the Programming and Test Panel are as follow: - to monitor the failure status of CIDS and certain connected systems, - to activate CIDS component tests and readout of the results, - to examine in detail the fault data held in the director BITE memory, - to program CIDS properties and cabin layout information into CIDS directors, which are downloaded automatically from the CAM, - to onboard reprogram, the CAM data, the activation of the provisioned CIDS extra functions, the cabin layout, the cabin zoning.
DESCRIPTION & OPERATION The PTP has an alphanumeric display with 4 rows of 20 characters. The display is used to present messages, test results and selection menus. There are keys at each end of the display rows. There are labeled on the display with < and > symbols. There is no power supply switch. The Programming and Test Panel is automatically supplied if the DC service bus is supplied. The DISPL ON membrane switch is used to switch on the display. The display is automatically switched off if the panel is not used for 10 minutes. A keypad is provided for entry of numerical data. The Programming and Test Panel contains two membrane switches and two annunciator lights for testing the emergency light system.
Programming and Test Panel (PTP) The Programming and Test Panel (PTP) is located at the forward attendant station behind a hinged access door. For correct CIDS operation, the Cabin Assignment Module (CAM) must be plugged in. The functions of the Programming and Test Panel are as follow: - to monitor the failure status of CIDS and certain connected systems, - to activate CIDS component tests and readout of the results, - to examine in detail the fault data held in the director BITE memory, - to program CIDS properties and cabin layout information into CIDS directors, which are downloaded automatically from the CAM, - to onboard reprogram, the CAM data, the activation of the provisioned CIDS extra functions, the cabin layout, the cabin zoning.
FOR TRAINING PURPOSES ONLY
The PTP has an alphanumeric display with 4 rows of 20 characters. The display is used to present messages, test results and selection menus. There are keys at each end of the display rows. There are labeled on the display with < and > symbols. There is no power supply switch. The Programming and Test Panel is automatically supplied if the DC service bus is supplied. The DISPL ON membrane switch is used to switch on the display. The display is automatically switched off if the panel is not used for 10 minutes. A keypad is provided for entry of numerical data. The Programming and Test Panel contains two membrane switches and two annunciator lights for testing the emergency light system.
Programing and Test Panel
Programing and Test Panel JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-49 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION After pressing the DSPL ON push-button, the first page gives access to 3 main parts : - SYSTEM STATUS (to get information on CIDS and on all connected cabin systems), - SYSTEM TEST (to test CIDS as well as all connected cabin systems), - PROGRAMMING (to change the zoning). Most displays show (continue) at the lower right line key. These two keys can be used to page through the PTP screens. The emergency light system can be tested using the PTP. In the lower left corner are the BAT and SYS test push-buttons. Results will be TEST OK of fault information displayed on the PTP screen.
DESCRIPTION & OPERATION NOTE: The TEST EMERG LIGHT/ SYS switch initiates a basic test of the emergency lighting system. This test is commonly done by line maintenance personnel. The BAT switch initiates a much more thorough and longer test of the system and is done at scheduled intervals (aircraft checks) only. Class 3 Faults (in CIDS) can be checked by selecting (twice), then , then FUEL > ICE&RAIN >
< AIRCOND < AFS < COM
< AIDS
INST > L/G > NAV >
< ELEC < FIRE PROT < RETURN
< CFDS RETURN > SELECT DESIRED SYSTEM
< PNEU < APU
< AVIONICS STATUS < SYSTEM REPORT/TEST POST FLIGHT REP PRINT >
< AVIONICS STATUS < SYSTEM REPORT/TEST POST FLIGHT REP PRINT >
JUN 97 FOR TRAINING PURPOSES ONLY
ENG > TOILET >
< RETURN
SYSTEM REPORT/TEST
SYSTEM REPORT/TEST COM
< PNEU < APU
< LAST LEG REPORT < LAST LEG ECAM REPORT < PREVIOUS LEGS REPORT
ENG > TOILET >
< RETURN
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
SYSTEM REPORT / TEST
CFDS MENU
SYSTEM REPORT / TEST
CFDS MENU
INST > L/G > NAV >
NEXT PAGE
NEXT PAGE
< LAST LEG REPORT < LAST LEG ECAM REPORT < PREVIOUS LEGS REPORT
F / CLT > FUEL > ICE&RAIN >
< AIRCOND < AFS < COM
< FMGC
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
23-87 A320 LIMITATION 1 AND 9 COURSE
JUN 97
COM
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
23-87
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - AMU Last Leg Report
CFDS - AMU Last Leg Report
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
AIS LAST LEG REPORT FEB 25
< RETURN
PRINT *
LAST LEG
SYSTEM REPORT/TEST
AIS
< REPORT
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
PREVIOUS LEGS
< REPORT
< LRU IDENTIFICATION < TEST < RETURN
COM
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
AIS LAST LEG REPORT FEB 25
AIS 1/2 LAST LEG REPORT FEB 25 UTC ATA CLASS
FOR TRAINING PURPOSES ONLY
< REPORT
< LRU IDENTIFICATION < TEST < RETURN
AIS 1/2 LAST LEG REPORT FEB 25 UTC ATA CLASS
1
0703 235112 ACP2 (2RN2)
1
0657 235112 ACP1 (2RN1)
1
0657 235112 ACP1 (2RN1)
1
< RETURN
< RETURN
PRINT *
PRINT *
0531 235112 ACP3 (2RN3 )
< RETURN
< RETURN
PRINT *
2/2 AIS LAST LEG REPORT FEB 25
1
Note: Check effectivity aircraft 01-13 may not have integrated AMU.
PRINT *
0531 235112 ACP3 (2RN3 )
< RETURN
1
PRINT *
23MCDU10
23MCDU10
23-88
AIS
PREVIOUS LEGS
0703 235112 ACP2 (2RN2)
2/2 AIS LAST LEG REPORT FEB 25
Note: Check effectivity aircraft 01-13 may not have integrated AMU.
LAST LEG
< REPORT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-88
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - AMU Previous Legs Report
CFDS - AMU Previous Legs Report
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
AIS PREVIOUS LEGS REPORT
LAST LEG
SYSTEM REPORT/TEST
AIS
< REPORT < REPORT
< LRU IDENTIFICATION < TEST < RETURN
PRINT *
< RETURN
FOR TRAINING PURPOSES ONLY
LAST LEG
AIS
< REPORT
PREVIOUS LEGS
< REPORT
< LRU IDENTIFICATION < TEST < RETURN
AIS 1/2 PREVIOUS LEGS REPORT XY-ABCD LEG DATE UTC ATA CLASS 05 FEB16 1753 235112 1 ACP1 (2RN1) 31 NOV13 1543 235112 ACP2 (2RN2 )
< RETURN
PRINT *
PRINT *
< RETURN
1
PRINT *
2/2 AIS PREVIOUS LEGS REPORT XY-ABCD LEG DATE UTC ATA CLASS 43 OCT28 1927 235134 1 AMU (1RN)
< RETURN
PRINT *
PRINT *
23MCDU11
23MCDU11
JUN 97
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
1
2/2 AIS PREVIOUS LEGS REPORT XY-ABCD LEG DATE UTC ATA CLASS 43 OCT28 1927 235134 1 AMU (1RN)
< RETURN
COM
AIS PREVIOUS LEGS REPORT
AIS 1/2 PREVIOUS LEGS REPORT XY-ABCD LEG DATE UTC ATA CLASS 05 FEB16 1753 235112 1 ACP1 (2RN1) 31 NOV13 1543 235112 ACP2 (2RN2 )
< RETURN
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
PREVIOUS LEGS
23-89 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - AMU LRU Identification
CFDS - AMU LRU Identification
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
LAST LEG
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
AIS LRU IDENTIFICATION
1/3
SYSTEM REPORT/TEST
AIS
< REPORT
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
PREVIOUS LEGS
< REPORT
< LRU IDENTIFICATION < TEST < RETURN
AIS LRU IDENTIFICATION
AMU P/N: ∗∗∗∗∗
ACP2 P/N: ∗∗∗∗∗
ACP1 P/N: ∗∗∗∗∗
ACP3 P/N: ∗∗∗∗∗
ACP1 P/N: ∗∗∗∗∗
PRINT *
< RETURN
AIS LRU IDENTIFICATION
∗ = DATA ACCORDING TO THE SUPPLIER
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
PRINT *
AIS
< REPORT
PREVIOUS LEGS
< REPORT
< LRU IDENTIFICATION < TEST < RETURN
AIS LRU IDENTIFICATION ACP2 P/N: ∗∗∗∗∗ ACP3 P/N: ∗∗∗∗∗
< RETURN
∗ = DATA ACCORDING TO THE SUPPLIER
ACP5 P/N: ∗∗∗∗∗
3/3
ACP4 P/N: ∗∗∗∗∗ ACP5 P/N: ∗∗∗∗∗
< RETURN
PRINT *
2/3
PRINT *
AIS LRU IDENTIFICATION
PRINT *
23MCDU12
23MCDU12
23-90
1/3
3/3
ACP4 P/N: ∗∗∗∗∗
< RETURN
LAST LEG
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
AIS LRU IDENTIFICATION
2/3
AMU P/N: ∗∗∗∗∗
< RETURN
COM
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-90
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - AMU Test
CFDS - AMU Test
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
SYSTEM REPORT/TEST
AIS
LAST LEG
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< REPORT
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
PREVIOUS LEGS
< REPORT
< LRU IDENTIFICATION < TEST < RETURN
COM
AIS TEST
AIS TEST ATA
PRINT *
FOR TRAINING PURPOSES ONLY
< TEST < RETURN
AIS TEST ATA
CLASS
235134 AMU (1RN)
1
235112 ACP2 (2RN2)
1
< RETURN
AIS TEST
3/3
TEST OK
< RETURN
PRINT *
PRINT *
3/3
CLASS
235134 AMU (1RN)
1
235112 ACP2 (2RN2)
1
< RETURN
PRINT *
23MCDU13
23MCDU13
JUN 97
< LRU IDENTIFICATION
TEST IN PROGRESS 20 S
TEST IN PROGRESS 20 S
< RETURN
PREVIOUS LEGS
< REPORT
AIS TEST
AIS TEST
TEST OK
AIS
LAST LEG
< REPORT
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
23-91 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-91
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - RMP Last Leg Report
CFDS - RMP Last Leg Report
SYSTEM REPORT/TEST COM
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
RMP - X LAST LEG REPORT
SYSTEM REPORT/TEST
RMP - X
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < TEST < RETURN
GMT ATA RMP-X:NO DATA FROM RMP-X 23-13-13 1637 RMP-X:NO DATA FROM FMGC-X 1636 22-83-34
NO FAULT
NEXT PAGE
RMP - X LAST LEG REPORT
RMP - X LAST LEG REPORT
GMT ATA RMP-X:NO DATA FROM CFDIU 1700 31-32-34
< RETURN
PRINT *
< RETURN
RMP - X LAST LEG REPORT
NO FAULT
PRINT *
23MCDU01
23MCDU01
FOR TRAINING PURPOSES ONLY
< TROUBLE SHOOTING DATA < TEST
DATE: FEB 09 GMT ATA RMP-X:NO DATA FROM CFDIU 1700 31-32-34
DATE: FEB 09
23-92
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION
PRINT *
< RETURN
NEXT PAGE
< RETURN
RMP - X
< LAST LEG REPORT
DATE: FEB 09
PRINT *
< RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
RMP - X LAST LEG REPORT
RMP - X LAST LEG REPORT
DATE: FEB 09 GMT ATA RMP-X:NO DATA FROM RMP-X 23-13-13 1637 RMP-X:NO DATA FROM FMGC-X 1636 22-83-34
COM
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< LAST LEG REPORT
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-92
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - RMP Previous Legs Report
CFDS - RMP Previous Legs Report
SYSTEM REPORT/TEST COM
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
SYSTEM REPORT/TEST
RMP - X
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < TEST < RETURN
1636
< TROUBLE SHOOTING DATA < TEST < RETURN
22-83-34
NEXT PAGE
RMP - X PREVIOUS LEGS REPORT
RMP - X PREVIOUS LEGS REPORT
XY-ABCD LEG DATE GMT ATA RMP-X:NO DATA FROM CFDIU 1700 31-32-34 -01 MAR 02
XY-ABCD LEG DATE GMT ATA RMP-X:NO DATA FROM CFDIU 1700 31-32-34 -01 MAR 02
< RETURN
PRINT *
PRINT *
23MCDU02
23MCDU02
FOR TRAINING PURPOSES ONLY
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION
PRINT *
< RETURN
NEXT PAGE
JUN 97
1636
-01 MAR 02
22-83-34
PRINT *
< RETURN
RMP - X
< LAST LEG REPORT
XY-ABCD LEG DATE GMT ATA RMP-X:NO DATA FROM RMP-X -01 MAR 02 1637 23-13-13 RMP-X:NO DATA FROM FMGC-X
XY-ABCD LEG DATE GMT ATA RMP-X:NO DATA FROM RMP-X -01 MAR 02 1637 23-13-13 RMP-X:NO DATA FROM FMGC-X -01 MAR 02
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
RMP - X PREVIOUS LEGS REPORT
RMP - X PREVIOUS LEGS REPORT
< RETURN
COM
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< LAST LEG REPORT
23-93 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-93
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - RMP LRU Identification
CFDS - RMP LRU Identification
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
SYSTEM REPORT/TEST
RMP - X
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< LAST LEG REPORT
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < TEST < RETURN
FOR TRAINING PURPOSES ONLY
RMP - X < LAST LEG REPORT
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < TEST < RETURN
RMP - X LRU IDENTIFICATION
RMP - X LRU IDENTIFICATION
RADIO MANAGEMENT PANEL P/N:XXXXXXXXXXXX
RADIO MANAGEMENT PANEL P/N:XXXXXXXXXXXX
< RETURN
< RETURN
PRINT *
PRINT *
23MCDU03
23MCDU03
23-94
COM
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-94
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - RMP Troubleshooting Data
CFDS - RMP Troubleshooting Data
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
SYSTEM REPORT/TEST
RMP - X
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< LAST LEG REPORT < PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < TEST < RETURN
COM
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
XXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXX
XXXXXAAAAAXXXXXXXAA
XXXXXAAAAAXXXXXXXAA
< RETURN
PRINT *
< RETURN
PRINT *
RMP - X TROUBLE SHOOTING DATA
NO FAULT
NO FAULT
< RETURN
PRINT *
PRINT *
23MCDU04
23MCDU04
FOR TRAINING PURPOSES ONLY
< TROUBLE SHOOTING DATA < TEST
RMP - X TROUBLE SHOOTING DATA
< RETURN
JUN 97
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION
RMP - X TROUBLE SHOOTING DATA
RMP - X TROUBLE SHOOTING DATA
< RETURN
RMP - X
< LAST LEG REPORT
23-95 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-95
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - RMP Test
CFDS - RMP Test
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
SYSTEM REPORT/TEST
RMP - X
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< LAST LEG REPORT
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < TEST < RETURN
COM
RMP - X
< LAST LEG REPORT
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < TEST < RETURN
RMP - X
RMP - X TEST
TEST
TEST IN PROGRESS
TEST IN PROGRESS
< RETURN
< RETURN
RMP-X:NO DATA FMGC 1(2) 1636
< RETURN
TEST DATE:FEB 06 GMT ATA RMP-X:NO DATA FROM RMPX 1637 23-13-13
TEST
TEST OK
RMP-X:NO DATA FMGC 1(2) 1636
22-83-34
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
TEST
TEST OK
22-83-34
PRINT *
23MCDU05
23MCDU05
23-96
RMP - X
RMP - X
RMP - X
RMP - X TEST DATE:FEB 06 GMT ATA RMP-X:NO DATA FROM RMPX 1637 23-13-13
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-96
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - CIDS: Last Leg Report - Troubleshooting Data
CFDS - CIDS: Last Leg Report - Troubleshooting Data
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
CIDS X (ACT.) LAST LEG REPORT
NO FAILURE
< RETURN
PRINT *
CIDS X (ACT.) PREVIOUS LEGS REPORT XY-ABCD LEG DATE UTC ATA DEU-A 200 RH 20 -02 SEP 27 0620 23 73 46
< RETURN
PRINT *
SYSTEM REPORT/TEST
CIDS X (ACT.)
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< LAST LEG REPORT TEST > < PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < CLASS 3 FAULTS
GND SCAN >
< RETURN
LEG DATE UTC N CODE -00 OCT18 1800 1 2100 15
NO FAILURE
< RETURN
PRINT *
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
PRINT *
CIDS X (ACT.) < LAST LEG REPORT TEST > < PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < CLASS 3 FAULTS
GND SCAN >
< RETURN
CIDS X (ACT.) TROUBLE SHOOTING DATA LEG DATE UTC N CODE -00 OCT18 1800 1 2100 15
< RETURN
PRINT *
CIDS X (ACT.) LRU INDENT IFICATION DIRECTOR 1: Z 010 H 0002110 2: Z 010 H 0002110 CAM Z 050 H 0000157 LAYOUT 1 IN USE CAM LAYOUT M-COUNT 000 P&T PANEL Z 020 H 0001112
< RETURN
PRINT *
23MCDU15
23MCDU15
JUN 97
PRINT *
CIDS X (ACT.) PREVIOUS LEGS REPORT XY-ABCD LEG DATE UTC ATA DEU-A 200 RH 20 -02 SEP 27 0620 23 73 46
CIDS X (ACT.) LRU INDENT IFICATION DIRECTOR 1: Z 010 H 0002110 2: Z 010 H 0002110 CAM Z 050 H 0000157 LAYOUT 1 IN USE CAM LAYOUT M-COUNT 000 P&T PANEL Z 020 H 0001112
< RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
CIDS X (ACT.) LAST LEG REPORT
CIDS X (ACT.) TROUBLE SHOOTING DATA
< RETURN
COM
23-97 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS -CIDS Class 3 Results
CFDS -CIDS Class 3 Results
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
CIDS X (ACT.) CLASS 3 FAULTS ATA 23-73-20 SIGN LAMP FWD 03L,12R
< RETURN
SYSTEM REPORT/TEST
CIDS X (ACT.)
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< LAST LEG REPORT TEST > < PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < CLASS 3 FAULTS
GND SCAN >
< RETURN
ATA 23-73-20 SIGN LAMP FWD 03L,12R
UTC ATA 1803 23-73-46 DEU-A 200RH15
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
CIDS X (ACT.) < LAST LEG REPORT TEST > < PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < CLASS 3 FAULTS
GND SCAN >
< RETURN
CIDS X (ACT.) GROUND SCAN UTC ATA 1803 23-73-46 DEU-A 200RH15
< RETURN
PRINT *
23MCDU14
23MCDU14
23-98
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
CIDS X (ACT.) CLASS 3 FAULTS
CIDS X (ACT.) GROUND SCAN
< RETURN
COM
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-98
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - CIDS Test
CFDS - CIDS Test
SYSTEM REPORT/TEST COM
SYSTEM REPORT/TEST
CIDS X (ACT.)
COM
CIDS X (ACT.)
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
< RETURN
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< DIRECTOR
CIDS X (ACT.) TEST < SIGN LAMPS
< DIRECTOR
CIDS X (ACT.) TEST < SIGN LAMPS
< CIDS BUS
< PAX CALL LAMPS
< CIDS BUS
< PAX CALL LAMPS
< DEU A
< AREA CALL PANELS
< DEU A
< AREA CALL PANELS
< DEU B
< VIDEO
< DEU B
< VIDEO
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
< LAST LEG REPORT TEST > < PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TROUBLE SHOOTING DATA < CLASS 3 FAULTS
CIDS X (ACT.) TEST
GND SCAN >
< LRU IDENTIFICATION < TROUBLE SHOOTING DATA < CLASS 3 FAULTS
GND SCAN >
< RETURN
CIDS X (ACT.) TEST
< P & T PANEL
< P & T PANEL
< RETURN
< RETURN
< RETURN
NEXT PAGE
< LAST LEG REPORT TEST > < PREVIOUS LEGS REPORT
NEXT PAGE
< RETURN
NEXT PAGE
NEXT PAGE
NEXT PAGE
NEXT PAGE
< CAM
CIDS X (ACT.) TEST < READING / WORK LIGHTS
< CAM
CIDS X (ACT.) TEST < READING / WORK LIGHTS
< FWD ATTND PANEL
< PES MUSIC
< FWD ATTND PANEL
< PES MUSIC
CIDS X (ACT.) TEST
CIDS X (ACT.) TEST
< AFT ATTND PANEL
< AFT ATTND PANEL
< ATTND INDICATION
< ATTND INDICATION
< RETURN
< RETURN
< RETURN
23MCDU16
23MCDU16
JUN 97 FOR TRAINING PURPOSES ONLY
< RETURN
23-99 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-99
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - VHF Last Leg Report
CFDS - VHF Last Leg Report
SYSTEM REPORT/TEST COM
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
VHF - X LAST LEG REPORT DATE: FEB 23
SYSTEM REPORT/TEST
VHF - X
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TEST < RETURN
DATE: FEB 23 GMT ATA CHEK VHF-X ANTENNA CIRCUIT 23-12-11 1637
NO FAULT
PRINT *
< RETURN
PRINT *
< RETURN
PRINT *
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TEST < RETURN
VHF - X LAST LEG REPORT DATE: FEB 23
NO FAULT
< RETURN
PRINT *
NEXT PAGE
NEXT PAGE
VHF - X LAST LEG REPORT
VHF - X LAST LEG REPORT
DATE: FEB 23 GMT ATA VHF-X:NO DATA FROM CONTROL SOURCE 1715 23-XX-XX VHF-X:NO DATA FROM CFDIU (INTM) 1700 31-32-34
DATE: FEB 23
GMT ATA VHF-X:NO DATA FROM CONTROL SOURCE 1715 23-XX-XX VHF-X:NO DATA FROM CFDIU (INTM) 1700 31-32-34
< RETURN
VHF - X
< LAST LEG REPORT
VHF - X TRANSCEIVER (INTM) 23-12-33 1636
VHF - X TRANSCEIVER (INTM) 23-12-33 1636
< RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
VHF - X LAST LEG REPORT
VHF - X LAST LEG REPORT DATE: FEB 23
GMT ATA CHEK VHF-X ANTENNA CIRCUIT 23-12-11 1637
COM
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< LAST LEG REPORT
< RETURN
PRINT *
23MCDU06
23MCDU06
23-100 FOR TRAINING PURPOSES ONLY
PRINT *
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-100
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - VHF Previous Legs Report
CFDS - VHF Previous Legs Report
SYSTEM REPORT/TEST COM
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
SYSTEM REPORT/TEST
VHF - X
< LAST LEG REPORT
COM
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TEST < RETURN
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
XY - ABCD GMT ATA LEG DATE CHEK VHF-X ANTENNA CIRCUIT -01 FEB 23 1637 23-12-11
XY - ABCD GMT ATA LEG DATE CHEK VHF-X ANTENNA CIRCUIT -01 FEB 23 1637 23-12-11
VHF - X TRANSCEIVER (INTM) -01 FEB 23 1636 23-12-33
VHF - X TRANSCEIVER (INTM) -01 FEB 23 1636 23-12-33
VHF - X PREVIOUS LEGS REPORT
VHF - X PREVIOUS LEGS REPORT
XY - ABCD LEG DATE GMT ATA VHF-X:NO DATA FROM CONTROL SOURCE -01 FEB 21 1500 23-XX-XX VHF-X:NO DATA FROM CFDIU (INTM) -05 FEB19 1400 31-32-34
XY - ABCD LEG DATE GMT ATA VHF-X:NO DATA FROM CONTROL SOURCE -01 FEB 21 1500 23-XX-XX VHF-X:NO DATA FROM CFDIU (INTM) -05 FEB19 1400 31-32-34
< RETURN
PRINT *
PRINT *
23MCDU07
23MCDU07
FOR TRAINING PURPOSES ONLY
< RETURN
NEXT PAGE
NEXT PAGE
JUN 97
< TEST
PRINT *
< RETURN
PRINT *
< RETURN
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION
VHF - X PREVIOUS LEGS REPORT
VHF - X PREVIOUS LEGS REPORT
< RETURN
VHF - X
< LAST LEG REPORT
23-101 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-101
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - VHF LRU Identifications
CFDS - VHF LRU Identifications
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
SYSTEM REPORT/TEST
VHF - X
< LAST LEG REPORT
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TEST < RETURN
< RETURN
PRINT *
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TEST < RETURN
PRINT *
23MCDU08
23MCDU08
FOR TRAINING PURPOSES ONLY
VHF - X
< LAST LEG REPORT
TRANSCEIVER P/N XXX-XXXX-XXX
TRANSCEIVER P/N XXX-XXXX-XXX
23-102
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
VHF - X LRU IDENTIFICATION
VHF - X LRU IDENTIFICATION
< RETURN
COM
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-102
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - VHF Test
CFDS - VHF Test
SYSTEM REPORT/TEST
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
COM
SYSTEM REPORT/TEST
VHF - X
< LAST LEG REPORT
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
< AMU < RMP 1 < RMP 2 < RMP 3 < CIDS 1 < RETURN
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TEST < RETURN
COM
VHF - X
< LAST LEG REPORT
CIDS 2 > HF 1 > HF 2 > VHF 1 > VHF 2 > VHF 3 >
< PREVIOUS LEGS REPORT < LRU IDENTIFICATION < TEST < RETURN
VHF - X TEST
VHF - X TEST TEST IN PROGRESS
TEST IN PROGRESS
< RETURN
< RETURN
< RETURN
PRINT *
VHF-X: NO DATA FROM CONTROL SOURCE CHECK VHF - X ANTENNA CIRCUIT VHF-X: TRANSCEIVER VHF-X: NO DATA FROM CFDIU
TEST OK
< RETURN
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
PRINT *
TEST OK
< RETURN
PRINT *
23MCDU09
23MCDU09
JUN 97
VHF - X TEST
VHF - X TEST
VHF - X TEST
VHF - X TEST VHF-X: NO DATA FROM CONTROL SOURCE CHECK VHF - X ANTENNA CIRCUIT VHF-X: TRANSCEIVER VHF-X: NO DATA FROM CFDIU
23-103 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-103
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Radio Management Panel
Radio Management Panel
23-104 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-104
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Audio Management Components JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
Audio Management Components 23-105
A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-105
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Audio Management Components
Audio Management Components
23-106 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-106
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
VHF System
VHF System JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-107 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-107
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
HF System
HF System
23-108 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-108
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Service Interphone System
Service Interphone System JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-109 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-109
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Service Interphone System
Service Interphone System
23-110 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-110
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Ground Crew Call System
Ground Crew Call System JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-111 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-111
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMMUNICATIONS COMPONENT LOCATIONS
ACARS Components
23-112 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ACARS Components
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-112
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
ACARS Management Unit JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
ACARS Management Unit 23-113
A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-113
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Cockpit Voice Recorder
Cockpit Voice Recorder
23-114 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-114
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMMUNICATIONS COMPONENT LOCATIONS
DEU A, DEU Mount, and CIDS Directors
DEU A, DEU Mount, and CIDS Directors JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
23-115 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-115
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMMUNICATIONS COMPONENT LOCATIONS
DEU B, DEU Mount, and CIDS Directors
DEU B, DEU Mount, and CIDS Directors
23-116 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-116
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMMUNICATIONS COMPONENT LOCATIONS
Forward Attendent Station and Flight Deck Handset.
Forward Attendent Station and Flight Deck Handset. JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
23-117 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-117
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMMUNICATIONS COMPONENT LOCATIONS
Attendant Handsets, Call Panels, and Attendant Indication Panels
Attendant Handsets, Call Panels, and Attendant Indication Panels
23-118 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-118
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
EVAC
COMMAND
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
EVAC
COMMAND
HORN SHUT OFF
HORN SHUT OFF
CAPT & PURS
EVAC
EVAC
ON
ON
WATER & WASTE
WATER & WASTE IND ON
WATER QTY 0
25
50
75
0 SYSTEM LAV A LAV D INOP INOP INOP
SMOKE LAV
RESET
IND ON
WATER QTY
100
WASTE QTY
EVAC EVAC
CMD
75
100 SYSTEM LAV A LAV D INOP INOP INOP
CIDS
SMOKE LAV
RESET
EVAC EVAC
CMD
LAV F INOP
CIDS PNL LIGHT CAUT TEST
RESET
LIGHT
EVAC
EVAC
EMER
CMD
CMD
Evacuation Panel - Flight Deck, FAP and AAP Panels
Evacuation Panel - Flight Deck, FAP and AAP Panels
FOR TRAINING PURPOSES ONLY
50
PNL LIGHT CAUT TEST
EMER
JUN 97
25
WASTE QTY
LAV F INOP
RESET
LIGHT
CAPT & PURS
23-119 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-119
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Passenger Lighted Signs
Passenger Lighted Signs
23-120 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-120
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Passenger Entertainment Music System JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
Passenger Entertainment Music System 23-121
A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-121
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
COMMUNICATIONS
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Passenger Entertainment Music System
Passenger Entertainment Music System
23-122 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
23-122
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
COMMUNICATIONS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Passenger Entertainment Video System
Passenger Entertainment Video System JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
COMMUNICATIONS
23-123 A320 LIMITATION 1 AND 9 COURSE
JUN 97
23-123
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
DESCRIPTION & OPERATION GENERAL ...................................................................................................1 Normal Configuration Schematic (GEN 1 & 2 Operating) ..................3 Normal Configuration Ground Schematic (External Power) ................4 AC and DC GND/FLT Bus Schematic (MAINT BUS Switch to ON) 5 EMER GEN Operation Schematic ........................................................6 EMER GEN Operation Schematic (Not Running in Flight) ................7 EMER GEN Operation Schematic (Running in Flight) .......................8 EMER GEN Oper. (Not Running on Ground, Speed < 50 kts) ............9 Avionics Smoke Configuration Schematic ...........................................10 Circuit Breakers ....................................................................................12 Electrical System and Circuit Identification .........................................12 AC GENERATION ....................................................................................18 Integrated Drive Generator System ......................................................18 AC Main Generation .............................................................................23 Normal Configuration Schematic (GEN 1 & 2 Operating) ..................26 AC Auxiliary Generation ......................................................................28 AC Emergency Generation ...................................................................30 Avionics Smoke Configuration .............................................................35 AC Essential Generation Switching ......................................................37 Static Inverter ........................................................................................39 Static Inverter - Schematic Diagram .....................................................39 DC GENERATION ....................................................................................40 DC Main Generation (TR) ....................................................................40 DC Essential Bus Switching .................................................................42 TR Reset ................................................................................................44 Batteries ................................................................................................44 EXTERNAL POWER ................................................................................46 AC External Power Control (GPCU) ....................................................48 Ground Service .....................................................................................50 GALLEY SUPPLY .....................................................................................52 Galley Auto Shedding ...........................................................................52 REFUELING ON BATTERY ...................................................................53
DESCRIPTION & OPERATION GENERAL .................................................................................................. 1 Normal Configuration Schematic (GEN 1 & 2 Operating) .................. 3 Normal Configuration Ground Schematic (External Power) ............... 4 AC and DC GND/FLT Bus Schematic (MAINT BUS Switch to ON) 5 EMER GEN Operation Schematic ....................................................... 6 EMER GEN Operation Schematic (Not Running in Flight) ................ 7 EMER GEN Operation Schematic (Running in Flight) ....................... 8 EMER GEN Oper. (Not Running on Ground, Speed < 50 kts) ........... 9 Avionics Smoke Configuration Schematic .......................................... 10 Circuit Breakers .................................................................................... 12 Electrical System and Circuit Identification ......................................... 12 AC GENERATION .................................................................................... 18 Integrated Drive Generator System ...................................................... 18 AC Main Generation ............................................................................ 23 Normal Configuration Schematic (GEN 1 & 2 Operating) .................. 26 AC Auxiliary Generation ..................................................................... 28 AC Emergency Generation ................................................................... 30 Avionics Smoke Configuration ............................................................ 35 AC Essential Generation Switching ..................................................... 37 Static Inverter ....................................................................................... 39 Static Inverter - Schematic Diagram .................................................... 39 DC GENERATION .................................................................................... 40 DC Main Generation (TR) .................................................................... 40 DC Essential Bus Switching ................................................................. 42 TR Reset ............................................................................................... 44 Batteries ................................................................................................ 44 EXTERNAL POWER ................................................................................ 46 AC External Power Control (GPCU) ................................................... 48 Ground Service ..................................................................................... 50 GALLEY SUPPLY .................................................................................... 52 Galley Auto Shedding .......................................................................... 52 REFUELING ON BATTERY ................................................................... 53
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
24-i A320 LIMITATION 1 AND 9 COURSE
24-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
CONTROLS & INDICATIONS Electrical Control Panel ............................................................................. 54 External Power Panel ................................................................................. 58 Emergency Electrical Power Control Panel ............................................. 59 Hydraulic Panel (RAT Manual On) ......................................................... 60 ECAM Electrical Page ............................................................................... 61 CFDS - Electrical Power System Report Test ........................................ 66 CFDS - AC GEN ......................................................................................... 67 CFDS - GCU EMER .................................................................................. 68 CFDS - BCL ................................................................................................ 69 CFDS - TR ................................................................................................... 70 COMPONENT LOCATIONS Main Electrical Components ......................................................................... 71 Integrated Drive Generator ........................................................................... 72 AC Main Generation Sheet .......................................................................... 73 Fuel Cooled IDG Oil Cooler ........................................................................ 76 APU Generator .............................................................................................. 77 APU Generator Control Unit ........................................................................ 78 AC Auxiliary Generation .............................................................................. 79 Constant Speed Motor/Generator ................................................................. 80 AC Emergency Generation ........................................................................... 81 Static Inverter ............................................................................................... 83 DC Generation Components ......................................................................... 84 Main Transformer Rectifier .......................................................................... 85 Essential Transformer Rectifier .................................................................... 86 TR Push-Button Reset .................................................................................. 87 DC Essential and Normal Generation Switching ......................................... 88 Ground Power Control Unit (GPCU) ........................................................... 89 AC External Power ....................................................................................... 90 AC Ground Service Bus ............................................................................... 91 Galley Locations ........................................................................................... 92 Circuit Braker Panel 49VU .......................................................................... 93 Circuit Breaker Panel 105VU ....................................................................... 95 Circuit Breaker Panel 106VU ....................................................................... 96 Circuit Breaker Panel 121VU ....................................................................... 97 Circuit Breaker Panel 122VU ....................................................................... 103 Circuit Breaker Panel 123VU ....................................................................... 108 Circuit Breaker Panel 124-125VU ............................................................... 112 Circuit Breaker Panel 2000VU ..................................................................... 114 Circuit Breaker Panel 2001VU ..................................................................... 115
CONTROLS & INDICATIONS Electrical Control Panel ............................................................................. 54 External Power Panel ................................................................................. 58 Emergency Electrical Power Control Panel ............................................ 59 Hydraulic Panel (RAT Manual On) ......................................................... 60 ECAM Electrical Page ............................................................................... 61 CFDS - Electrical Power System Report Test ........................................ 66 CFDS - AC GEN ......................................................................................... 67 CFDS - GCU EMER .................................................................................. 68 CFDS - BCL ................................................................................................ 69 CFDS - TR ................................................................................................... 70 COMPONENT LOCATIONS Main Electrical Components ......................................................................... 71 Integrated Drive Generator ........................................................................... 72 AC Main Generation Sheet .......................................................................... 73 Fuel Cooled IDG Oil Cooler ........................................................................ 76 APU Generator .............................................................................................. 77 APU Generator Control Unit ........................................................................ 78 AC Auxiliary Generation .............................................................................. 79 Constant Speed Motor/Generator ................................................................. 80 AC Emergency Generation .......................................................................... 81 Static Inverter ............................................................................................... 83 DC Generation Components ........................................................................ 84 Main Transformer Rectifier .......................................................................... 85 Essential Transformer Rectifier .................................................................... 86 TR Push-Button Reset .................................................................................. 87 DC Essential and Normal Generation Switching ......................................... 88 Ground Power Control Unit (GPCU) ........................................................... 89 AC External Power ....................................................................................... 90 AC Ground Service Bus ............................................................................... 91 Galley Locations ........................................................................................... 92 Circuit Braker Panel 49VU .......................................................................... 93 Circuit Breaker Panel 105VU ....................................................................... 95 Circuit Breaker Panel 106VU ....................................................................... 96 Circuit Breaker Panel 121VU ....................................................................... 97 Circuit Breaker Panel 122VU ....................................................................... 103 Circuit Breaker Panel 123VU ....................................................................... 108 Circuit Breaker Panel 124-125VU ............................................................... 112 Circuit Breaker Panel 2000VU ..................................................................... 114 Circuit Breaker Panel 2001VU ..................................................................... 115
24-ii
24-ii
FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION GENERAL The aircraft electrical system is supplied by two engine driven generators regulated in speed by integrated drives. Generator 1 is driven by engine 1 and Generator 2 is driven by engine 2. Engine generator characteristics are: - 115 Volts AC, - 400 Hertz, - 90 KVA. A third AC generator driven by the APU can replace one or both main engine generators throughout the flight envelope. APU generator characteristics are: - 115 Volts AC, - 400 Hertz, - 90 KVA.
JUN 97 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION A ground external power connector can supply all bus bars. External power characteristics are: - 115 Volts AC, - 400 Hertz, - 90 KVA (minimum). An AC emergency generator is driven by the Ram Air Turbine hydraulic circuit. It automatically provides emergency power in case of failure of all main aircraft generators. Emergency generator characteristics are: - 115 Volts AC, - 400 Hertz, - 5 KVA.
24-1 A320 LIMITATION 1 AND 9 COURSE
GENERAL The aircraft electrical system is supplied by two engine driven generators regulated in speed by integrated drives. Generator 1 is driven by engine 1 and Generator 2 is driven by engine 2. Engine generator characteristics are: - 115 Volts AC, - 400 Hertz, - 90 KVA. A third AC generator driven by the APU can replace one or both main engine generators throughout the flight envelope. APU generator characteristics are: - 115 Volts AC, - 400 Hertz, - 90 KVA.
JUN 97
A ground external power connector can supply all bus bars. External power characteristics are: - 115 Volts AC, - 400 Hertz, - 90 KVA (minimum). An AC emergency generator is driven by the Ram Air Turbine hydraulic circuit. It automatically provides emergency power in case of failure of all main aircraft generators. Emergency generator characteristics are: - 115 Volts AC, - 400 Hertz, - 5 KVA.
24-1
UNITED AIRLINES
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A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The AC transfer circuit enables AC buses to be supplied by any generator or external power source, via the Bus Tie Contactors (BTC’s). The priorities for the different electrical power sources and are as follow: 1.GEN 1 (2) on AC BUS 1 (2), 2.EXT PWR even with one engine generator still running, 3.APU generator, 4.The remaining engine generator. Each engine generator supplies its related AC BUS (1 or 2). The AC ESS BUS is normally supplied by AC BUS 1, or by AC BUS 2 if AC BUS 1 fails. The AC ESS SHED BUS is supplied by the AC ESS BUS. A 115 Volt AC to 26 Volt AC single phase autotransformer supplying a normal 26 Volts 400 Hertz sub-busbar is connected to each main busbar and to the essential busbar. DC generation is done by Transformer Rectifiers 1 and 2 (TR 1 and TR 2). Transformer Rectifiers characteristic are: - 28 VDC, - maximum output of 200 A. The ESS Transformer Rectifier unit replaces a faulty main TR to power the DC ESS BUS or powers the DC ESS BUS during emergency generator operations. DC BUS 1 and DC BUS 2 are supplied by their related Transformer Rectifier.
24-2 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The DC BAT BUS is supplied by DC BUS 1 or by DC BUS 2 if DC BUS 1 fails. Batteries can also supply the DC BAT BUS. The DC ESS BUS is supplied by the DC BAT BUS. In an emergency, it is supplied either by BAT 2 or by the ESS Transformer Rectifier. The DC ESS SHED BUS is supplied by the DC ESS BUS. Two batteries can be connected to the DC BAT BUS. Each battery has its own bus, HOT BUS 1 and HOT BUS 2. They are permanently supplied. Battery capacity is 23 Ah, nominal voltage is 24 VDC. On batteries only, the static inverter connected to battery 1 supplies the AC STAT INV BUS. Static inverter characteristics are: - 115 Volts, - 400 Hertz. AC and DC ground flight buses are normally supplied by the aircraft network, or directly by the external power unit, upstream of the External Power Contactor, without energizing the whole aircraft network. The main and secondary electrical circuits of the galleys are supplied by AC BUS 1 and 2. The main electrical circuits are shed in single generator operation. This schematic shows normal flight configuration or normal ground configuration with both engines and IDG’s operating.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
The AC transfer circuit enables AC buses to be supplied by any generator or external power source, via the Bus Tie Contactors (BTC’s). The priorities for the different electrical power sources and are as follow: 1.GEN 1 (2) on AC BUS 1 (2), 2.EXT PWR even with one engine generator still running, 3.APU generator, 4.The remaining engine generator. Each engine generator supplies its related AC BUS (1 or 2). The AC ESS BUS is normally supplied by AC BUS 1, or by AC BUS 2 if AC BUS 1 fails. The AC ESS SHED BUS is supplied by the AC ESS BUS. A 115 Volt AC to 26 Volt AC single phase autotransformer supplying a normal 26 Volts 400 Hertz sub-busbar is connected to each main busbar and to the essential busbar. DC generation is done by Transformer Rectifiers 1 and 2 (TR 1 and TR 2). Transformer Rectifiers characteristic are: - 28 VDC, - maximum output of 200 A. The ESS Transformer Rectifier unit replaces a faulty main TR to power the DC ESS BUS or powers the DC ESS BUS during emergency generator operations. DC BUS 1 and DC BUS 2 are supplied by their related Transformer Rectifier.
24-2
The DC BAT BUS is supplied by DC BUS 1 or by DC BUS 2 if DC BUS 1 fails. Batteries can also supply the DC BAT BUS. The DC ESS BUS is supplied by the DC BAT BUS. In an emergency, it is supplied either by BAT 2 or by the ESS Transformer Rectifier. The DC ESS SHED BUS is supplied by the DC ESS BUS. Two batteries can be connected to the DC BAT BUS. Each battery has its own bus, HOT BUS 1 and HOT BUS 2. They are permanently supplied. Battery capacity is 23 Ah, nominal voltage is 24 VDC. On batteries only, the static inverter connected to battery 1 supplies the AC STAT INV BUS. Static inverter characteristics are: - 115 Volts, - 400 Hertz. AC and DC ground flight buses are normally supplied by the aircraft network, or directly by the external power unit, upstream of the External Power Contactor, without energizing the whole aircraft network. The main and secondary electrical circuits of the galleys are supplied by AC BUS 1 and 2. The main electrical circuits are shed in single generator operation. This schematic shows normal flight configuration or normal ground configuration with both engines and IDG’s operating.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
NORMAL INFLIGHT CONDITION
NORMAL INFLIGHT CONDITION
interactive switching for DC distribution. * Automatic Refer to ECAM page diagrams.
interactive switching for DC distribution. * Automatic Refer to ECAM page diagrams.
DC BAT BUS
DC BAT BUS BAT 1 DC TIE CONT
BATTERY CONT
FAULT
*
DC TIE CONT
FAULT
OFF
DC ESS TIE
OFF
BAT 1
*
STAT INV CONT
*
DC ESS BUS
*
AC STAT INV
26V
DC GND/FLT BUS
DC BUS 2
HOT BUS 2
*
DC ESS BUS STAT INV
RAT MAN ON & EMER GEN
DC ESS SHED
*
AC STAT INV
26 VAC
TR1
TR2
26V
FAULT
TR2
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
AC GND/FLT BUS
EMER GEN
OFF MAINT BUS SWITCH AC ESS FEED FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A U T O
ON
OFF MAINT BUS SWITCH
L&R #1 FUEL PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
ON
26V
OFF
ALTN
26V
A U T O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS TIE CONT
BUS TIE CONT
SMOKE
OFF
GEN 1
OFF
FAULT OFF
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR EXT PWR CONT
AVAIL
FAULT
ON
OFF
ELECNORM
FAULT
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN 2
APU GEN EXT PWR
Normal Configuration Schematic (GEN 1 & 2 Operating)
Normal Configuration Schematic (GEN 1 & 2 Operating)
FOR TRAINING PURPOSES ONLY
GEN 1
OFF
GEN 2
APU GEN
AC TIE BUS GEN LINE CONT
GEN 2
EXT PWR
JUN 97
BUS TIE CONT
BUS TIE CONT
SMOKE
AC TIE BUS GEN LINE CONT
ELECNORM
STAT INV CONT
* FAULT
*
EMER GEN
AC ESS SHED
26 VAC
*
BAT 2
HOT BUS 1
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
DC ESS TIE
OFF
RAT MAN ON & EMER GEN
DC ESS SHED
L&R #1 FUEL PUMPS
OFF
DC BUS 1
DC BUS 2
DC TIE CONT
FAULT
BAT 1
STAT INV
26 VAC
BAT 2 BATTERY CONT
FAULT
*
DC GND/FLT BUS
HOT BUS 2
*
TR1
DC TIE CONT
*
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
24-3 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
This schematic shows operation on the ground with external power connected and selected on. The APU generator can also supply power on the ground. When the APU generator supplies power, the EXT PWR CONT is open and the APU GEN CONT is closed.
NOTE: EXT PWR is connected. The APU generator can also supply power but external power has priority.
This schematic shows operation on the ground with external power connected and selected on. The APU generator can also supply power on the ground. When the APU generator supplies power, the EXT PWR CONT is open and the APU GEN CONT is closed.
GROUND CONDITION
GROUND CONDITION
interactive switching for DC distribution. * Automatic Refer to ECAM page diagrams.
interactive switching for DC distribution. * Automatic Refer to ECAM page diagrams.
DC BAT BUS
DC BAT BUS BAT 1 DC TIE CONT
*
BATTERY CONT
DC TIE CONT
FAULT
OFF
DC ESS TIE
OFF
BAT 1
*
STAT INV CONT
*
*
26V
STAT INV CONT
HOT BUS 1
26V AC ESS BUS CONTACT
AC ESS BUS
FAULT
TR2
ESS TR EMER GEN
AC GND/FLT BUS
AC ESS SHED
ON
ON
OFF MAINT BUS SWITCH AC ESS FEED
BUS TIE
26V FAULT
AC BUS 1
OFF
ALTN
A U T O
26 VAC
26V
26V
AC ESS FEED
AC BUS 1
AC BUS 2
OFF
ALTN
GEN 1
ELECGRND
FAULT OFF
SMOKE
BUS TIE CONT
OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
AC TIE BUS
ON
OFF
GEN LINE CONT
GEN 1
ELECGRND
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN 2
APU GEN EXT PWR
Normal Configuration Ground Schematic (External Power)
Normal Configuration Ground Schematic (External Power)
FOR TRAINING PURPOSES ONLY
GEN 1 FAULT OFF
GEN 2
APU GEN EXT PWR
24-4
AC BUS 2
BUS TIE CONT
AC TIE BUS APU GEN APU GEN CONT
26V
A U T O
GEN 1 LINE BUS TIE CONT
GEN 1
26 VAC
BUS TIE
FAULT
BUS TIE CONT
OFF
OFF MAINT BUS SWITCH
L&R #1 FUEL PUMPS
26 VAC
GEN 1 LINE
OFF
RAT MAN ON & EMER GEN
*
AC STAT INV
26 VAC
TR1
TR2
AC GND/FLT BUS
26 VAC
FAULT
*
DC ESS BUS
EMER GEN
AC ESS SHED
GEN LINE CONT
DC BUS 2
HOT BUS 2
DC ESS SHED
FAULT
* DC GND/FLT BUS
STAT INV
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
DC TIE CONT
*
BAT 2
RAT MAN ON & EMER GEN
AC STAT INV
DC ESS TIE
OFF
*
DC ESS SHED
SMOKE
OFF
DC BUS 1
DC BUS 2
DC ESS BUS
L&R #1 FUEL PUMPS
*
FAULT
BAT 1
STAT INV
26 VAC
*
BAT 2 BATTERY CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
*
TR1
DC TIE CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
FAULT
NOTE: EXT PWR is connected. The APU generator can also supply power but external power has priority.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-4
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
For ground service only, the AC and DC ground/flight buses can be supplied directly from external power. It is not necessary to power other systems.
For ground service only, the MAINT BUS switch (ceiling of forward galley on panel 2000VU) is selected to ON. External Power needs to be connected and available (EXT PWR green AVAIL light is illuminated on overhead panel 35VU).
For ground service only, the AC and DC ground/flight buses can be supplied directly from external power. It is not necessary to power other systems.
For ground service only, the MAINT BUS switch (ceiling of forward galley on panel 2000VU) is selected to ON. External Power needs to be connected and available (EXT PWR green AVAIL light is illuminated on overhead panel 35VU).
DC GND/FLT BUS
DC GND/FLT BUS
DC BUS 2
DC BUS 2
TR2
TR2
AC GND/FLT BUS
MAINT BUS ON NO TR2 OVHT
NO TR2 OVHT OFF MAINT BUS SWITCH
A/C NETWORK NOT SUPPLIED
AC GND/FLT BUS
MAINT BUS ON
ON
AND
ON
AND OFF MAINT BUS SWITCH
A/C NETWORK NOT SUPPLIED BUS TIE
BUS TIE
AC BUS 1
OFF
A U T O
AC BUS 1
AC BUS 2
GEN 1 FAULT OFF
GEN 1
GNDFLT
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN LINE CONT
BUS TIE CONT
GEN 1
GNDFLT
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN 2
APU GEN EXT PWR
AC and DC GND/FLT Bus Schematic (MAINT BUS Switch to ON)
AC and DC GND/FLT Bus Schematic (MAINT BUS Switch to ON)
FOR TRAINING PURPOSES ONLY
GEN 1 FAULT OFF
GEN 2
APU GEN EXT PWR
JUN 97
AC BUS 2
AC TIE BUS
AC TIE BUS GEN LINE CONT
A U T O
BUS TIE CONT
BUS TIE CONT
BUS TIE CONT
OFF
24-5 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION A Ram Air Turbine (RAT) and Constant Speed Motor/Generator (CSM/G) are provided for emergency electrical power. The emergency generator (CSM/G) can be operated on the ground through the EMER GEN TEST switch (overhead EMER ELEC PWR panel). The RAT can be deployed by the RAT & EMER GEN MAN ON switch (overhead EMER ELEC PWR panel) or the RAT MAN ON switch (overhead HYD panel).
ELECTRICAL POWER DESCRIPTION & OPERATION
In flight, in case of total loss of all the main generators, and before the CSM/G connects, batteries 1 and 2 supply the AC (through static inverter) and DC essential buses. This is a transient configuration, during RAT extension or if the CSM/G is not available.
A Ram Air Turbine (RAT) and Constant Speed Motor/Generator (CSM/G) are provided for emergency electrical power. The emergency generator (CSM/G) can be operated on the ground through the EMER GEN TEST switch (overhead EMER ELEC PWR panel). The RAT can be deployed by the RAT & EMER GEN MAN ON switch (overhead EMER ELEC PWR panel) or the RAT MAN ON switch (overhead HYD panel).
FOR TRAINING PURPOSES ONLY
In flight, in case of total loss of all the main generators, and before the CSM/G connects, batteries 1 and 2 supply the AC (through static inverter) and DC essential buses. This is a transient configuration, during RAT extension or if the CSM/G is not available.
EMER GEN Operation Schematic Sheet 1
EMER GEN Operation Schematic Sheet 1
24-6
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
EMERGENCY GEN NOT RUNNING IN FLIGHT
EMERGENCY GEN NOT RUNNING IN FLIGHT
* Automatic interactive switching for DC distribution.
* Automatic interactive switching for DC distribution.
DC BAT BUS
DC BAT BUS
BAT 1 DC TIE CONT
BAT 2 BATTERY CONT
FAULT
*
DC TIE CONT
FAULT
OFF
DC ESS TIE
OFF
BAT 1
*
STAT INV CONT
DC BUS 2
DC ESS BUS
*
*
AC STAT INV
26V AC ESS BUS CONTACT
FAULT
FAULT
AC BUS 1
OFF
ALTN
OFF
EMERGEN
GEN 1
FAULT OFF
26 VAC
AC ESS FEED
EXT PWR
GEN 2
AVAIL
FAULT
BUS TIE
OFF
ALTN
ON
OFF
26V
A U T O
AC BUS 2 BUS TIE CONT
BUS TIE CONT
SMOKE
AC TIE BUS GEN LINE CONT
GEN 1 FAULT OFF
GEN 2
APU GEN
26 VAC
GEN 1 LINE
EMERGEN
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN 2
APU GEN EXT PWR
EMER GEN Operation Schematic (Not Running in Flight) Sheet 2
FOR TRAINING PURPOSES ONLY
ON
OFF MAINT BUS SWITCH
L&R #1 FUEL PUMPS
EXT PWR
JUN 97
EMER GEN
OFF
EXT PWR CONT
FAULT
TR2
AC GND/FLT BUS
FAULT
APU GEN APU GEN CONT
AC ESS BUS CONTACT
AC BUS 1
BUS TIE CONT
GEN 1 FAULT
RAT MAN ON & EMER GEN
ESS TR
26V
AC TIE BUS GEN LINE CONT
*
AC ESS SHED
AC BUS 2
BUS TIE CONT
OFF
DC ESS BUS
*
AC ESS BUS
26V
GEN 1 LINE SMOKE
DC BUS 2
26V
26 VAC A U T O
HOT BUS 2
AC STAT INV
26 VAC
TR1
ON
26V
STAT INV CONT
DC ESS SHED
TR2
* DC GND/FLT BUS
STAT INV
AC GND/FLT BUS
BUS TIE
*
BAT 2
HOT BUS 1
EMER GEN
AC ESS FEED
DC ESS TIE
OFF
*
OFF MAINT BUS SWITCH
26 VAC
DC TIE CONT
FAULT
OFF
DC BUS 1
ESS TR
AC ESS SHED
L&R #1 FUEL PUMPS
*
RAT MAN ON & EMER GEN
DC ESS SHED
AC ESS BUS
BAT 2 BATTERY CONT
FAULT
BAT 1
STAT INV
26 VAC
DC TIE CONT
DC GND/FLT BUS
HOT BUS 2
*
TR1
*
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
EMER GEN Operation Schematic (Not Running in Flight) Sheet 2 24-7
A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
EMERGENCY GEN RUNNING IN FLIGHT
EMERGENCY GEN RUNNING IN FLIGHT
* Automatic interactive switching for DC distribution.
* Automatic interactive switching for DC distribution. DC BAT BUS
DC BAT BUS BAT 1 DC TIE CONT
BATTERY CONT
FAULT
*
DC TIE CONT
FAULT
OFF
DC ESS TIE
OFF
BAT 1
*
STAT INV CONT
DC BUS 2
DC ESS BUS
*
*
AC STAT INV
26V
DC ESS TIE
OFF
DC TIE CONT
*
STAT INV CONT
DC GND/FLT BUS
HOT BUS 2
DC BUS 2
DC ESS BUS
*
* STAT INV
RAT MAN ON & EMER GEN
DC ESS SHED
FAULT
*
AC STAT INV
26 VAC
TR1
TR2
26V AC ESS BUS CONTACT
AC ESS BUS
FAULT
TR2
ESS TR EMER GEN
EMER GEN
AC GND/FLT BUS
AC ESS SHED
ON
26 VAC
AC ESS FEED
26V FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A U T O
ON
OFF MAINT BUS SWITCH
L&R #1 FUEL PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
OFF MAINT BUS SWITCH
OFF
ALTN
26V
A U T O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS TIE CONT
BUS TIE CONT
SMOKE
OFF
GEN 1 FAULT
OFF
OFF
APU GEN APU GEN CONT
GEN 1
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
EMERGEN1
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN 2
APU GEN EXT PWR
EMER GEN Operation Schematic (Running in Flight) Sheet 3
EMER GEN Operation Schematic (Running in Flight) Sheet 3
FOR TRAINING PURPOSES ONLY
GEN 1 FAULT OFF
GEN 2
APU GEN
AC TIE BUS GEN LINE CONT
EXT PWR
24-8
BUS TIE CONT
BUS TIE CONT
SMOKE
AC TIE BUS GEN LINE CONT
*
BAT 2
HOT BUS 1
DC BUS 1
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
EMERGEN1
OFF
RAT MAN ON & EMER GEN
DC ESS SHED
L&R #1 FUEL PUMPS
*
FAULT
BAT 1
STAT INV
26 VAC
BAT 2 BATTERY CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
*
TR1
DC TIE CONT
*
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
EMERGENCY GEN NOT RUNNING ON THE GROUND < 50kts
EMERGENCY GEN NOT RUNNING ON THE GROUND < 50kts
* Automatic interactive switching for DC distribution.
* Automatic interactive switching for DC distribution. DC BAT BUS
DC BAT BUS BAT 1 DC TIE CONT
BATTERY CONT
FAULT
*
DC TIE CONT
FAULT
OFF
DC ESS TIE
OFF
BAT 1
*
STAT INV CONT
DC BUS 2
DC ESS BUS
*
*
AC STAT INV
26V
DC GND/FLT BUS
HOT BUS 2
DC BUS 2
DC ESS BUS
*
STAT INV
RAT MAN ON & EMER GEN
DC ESS SHED
*
AC STAT INV
26 VAC
TR1
TR2
26V
FAULT
TR2
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
AC GND/FLT BUS
EMER GEN
OFF MAINT BUS SWITCH AC ESS FEED FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A U T O
ON
OFF MAINT BUS SWITCH
L&R #1 FUEL PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
ON
26V
OFF
ALTN
26V
A U T O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS TIE CONT
BUS TIE CONT
SMOKE
OFF
GEN 1
OFF
FAULT OFF
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR EXT PWR CONT
AVAIL
FAULT
ON
OFF
EMERGEN2
FAULT
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN 2
APU GEN EXT PWR
EMER GEN Operation Schem. (Not Running on Ground, Speed < 50 kts Sheet 4)
FOR TRAINING PURPOSES ONLY
GEN 1
OFF
GEN 2
APU GEN
AC TIE BUS GEN LINE CONT
GEN 2
EXT PWR
JUN 97
BUS TIE CONT
BUS TIE CONT
SMOKE
AC TIE BUS GEN LINE CONT
EMERGEN2
STAT INV CONT
* FAULT
*
EMER GEN
AC ESS SHED
26 VAC
*
BAT 2
HOT BUS 1
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
DC ESS TIE
OFF
RAT MAN ON & EMER GEN
DC ESS SHED
L&R #1 FUEL PUMPS
OFF
DC BUS 1
DC TIE CONT
FAULT
BAT 1
STAT INV
26 VAC
BAT 2 BATTERY CONT
FAULT
*
DC GND/FLT BUS
HOT BUS 2
*
TR1
DC TIE CONT
*
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
24-9 A320 LIMITATION 1 AND 9 COURSE
EMER GEN Operation Schem. (Not Running on Ground, Speed < 50 kts Sheet 4) JUN 97
24-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
On UAL aircraft, the avionics compartment is inaccessible in flight and has no fire protection system.. If smoke is detected, the GEN 1 LINE amber SMOKE light illuminates on the overhead EMER ELEC PWR panel. If the smoke does not dissipate after isolating possible faulty equipment, UAL procedure is to select GEN 1 LINE to OFF. This isolates GEN 1 by opening the #1 GEN LINE CONT.
At the same time the GEN 1 LINE SMOKE contactor closes and GEN 1 is now connected to the number 1 left and right wing fuel pumps. This ensures that both engines will have an uninterrupted supply of fuel. The EMER GEN is selected on, and GEN 2 and the APU generator will be switched off.
At the same time the GEN 1 LINE SMOKE contactor closes and GEN 1 is now connected to the number 1 left and right wing fuel pumps. This ensures that both engines will have an uninterrupted supply of fuel. The EMER GEN is selected on, and GEN 2 and the APU generator will be switched off.
On UAL aircraft, the avionics compartment is inaccessible in flight and has no fire protection system.. If smoke is detected, the GEN 1 LINE amber SMOKE light illuminates on the overhead EMER ELEC PWR panel. If the smoke does not dissipate after isolating possible faulty equipment, UAL procedure is to select GEN 1 LINE to OFF. This isolates GEN 1 by opening the #1 GEN LINE CONT.
NOTE: GEN ONE 1 SMOKE has been manually selected to ON. RAT & EMER GEN power has been manually selected to MAN ON. The Ram Air Turbine and the emergency generator (CSM/G) are operating.
NOTE: GEN ONE 1 SMOKE has been manually selected to ON. RAT & EMER GEN power has been manually selected to MAN ON. The Ram Air Turbine and the emergency generator (CSM/G) are operating. EMERGENCY GEN RUNNING IN FLIGHT
EMERGENCY GEN RUNNING IN FLIGHT
* Automatic interactive switching for DC distribution.
* Automatic interactive switching for DC distribution. DC BAT BUS
DC BAT BUS BAT 1 DC TIE CONT
BATTERY CONT
FAULT
*
DC TIE CONT
FAULT
OFF
DC ESS TIE
OFF
BAT 1
*
STAT INV CONT
DC BUS 2
DC ESS BUS
*
*
AC STAT INV
26V
STAT INV CONT
DC GND/FLT BUS
HOT BUS 2
DC BUS 2
DC ESS BUS
*
* STAT INV
RAT MAN ON & EMER GEN
DC ESS SHED
FAULT
*
AC STAT INV
26 VAC
TR1
TR2
26V
FAULT
TR2
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
AC GND/FLT BUS
EMER GEN
26 VAC
AC ESS FEED
26V FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A U T O
ON
OFF MAINT BUS SWITCH
L&R #1 FUEL PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
ON
OFF MAINT BUS SWITCH
OFF
ALTN
26V
A U T O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS TIE CONT
BUS TIE CONT
SMOKE
OFF
GEN 1
OFF
FAULT OFF
APU GEN APU GEN CONT
FAULT OFF
EXT PWR EXT PWR CONT
FAULT
ON
OFF
EMERGEN3
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN 2
APU GEN EXT PWR
Avionics Smoke Configuration Schematic
Avionics Smoke Configuration Schematic
FOR TRAINING PURPOSES ONLY
GEN 1 FAULT OFF
GEN 2 EXT PWR
24-10
AC TIE BUS GEN LINE CONT
GEN 2
AVAIL
APU GEN
GEN 1
BUS TIE CONT
BUS TIE CONT
SMOKE
AC TIE BUS GEN LINE CONT
*
EMER GEN
AC ESS SHED
EMERGEN3
*
BAT 2
HOT BUS 1
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
DC ESS TIE
OFF
RAT MAN ON & EMER GEN
DC ESS SHED
L&R #1 FUEL PUMPS
OFF
DC BUS 1
DC TIE CONT
FAULT
BAT 1
STAT INV
26 VAC
BAT 2 BATTERY CONT
FAULT
*
DC GND/FLT BUS
HOT BUS 2
*
TR1
DC TIE CONT
*
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-10
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Circuit Breakers Two types of C/B’s are used by Airbus: - monitored C/B’s (green), - and non monitored C/B’s (black). When a monitored C/B is pulled or tripped for more than 1 minute, an ECAM message C/B TRIPPED is generated. Yellow rings on C/B’s indicate that these C/B’s should be pulled in flight when operating on batteries only. Red caps are installed on wing tip brake C/B’s to indicate that they should not be reset in flight. NOTE: For flight operations, ground operations, and on parked or overnight aircraft, all circuit breakers are normally in. Electrical System and Circuit Identification An alpha numeric Functional Identification Number (FIN) is used to identify systems, circuits and components. For systems, the first letter of the reference code is used for system identification. A system is a set of circuits which fulfills a main function. All components not specifically related to a circuit are identified by the letter V. The second letter defines the type of component. For circuits, the second letter of the reference code is used for circuit identification within the system. A circuit is a series of components with or without wiring, serving a specific function in a given system. All components not specifically related to a circuit are identified by the letter V. The second letter defines the type of component.
24-12 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Mechanical and electrical/electro-mechanical component have been differentiated by using the letter M in place of the second circuit letter for real mechanical equipment. NOTE: Chapter 00 of the A320 Wiring Diagram Manual contains a list of one and two letter codes for system and circuit identification. For component identification, the four numeric characters, in front of the circuit identification, identify the component within the circuit. For electrical components, the reference numbers are from 1 to 999. Purely mechanical components are referenced from 5000 to 7999. Four supplementary characters are used to identify symmetrical or multiple installations. Example: 1CC1 for FAC 1, 1CC2 for FAC 2. The main bus bars are identified using: - a sequence number, - letters XP for AC BUS BARS and PP for DC BUS BARS, - a phase letter (when applicable). The first number (1,2, or 3...) indicates the bus bar number. The letters (XP or PP) indicate the corresponding power form (alternating current or direct current). Following are examples: - 1 XP is the main alternating current bus bar 1, - 1 PP is the main direct current bus bar 1, - 1 XP-A is the main alternating current bus bar 1 phase A, - 6 PP is the direct current service bus bar.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Circuit Breakers Two types of C/B’s are used by Airbus: - monitored C/B’s (green), - and non monitored C/B’s (black). When a monitored C/B is pulled or tripped for more than 1 minute, an ECAM message C/B TRIPPED is generated. Yellow rings on C/B’s indicate that these C/B’s should be pulled in flight when operating on batteries only. Red caps are installed on wing tip brake C/B’s to indicate that they should not be reset in flight. NOTE: For flight operations, ground operations, and on parked or overnight aircraft, all circuit breakers are normally in. Electrical System and Circuit Identification An alpha numeric Functional Identification Number (FIN) is used to identify systems, circuits and components. For systems, the first letter of the reference code is used for system identification. A system is a set of circuits which fulfills a main function. All components not specifically related to a circuit are identified by the letter V. The second letter defines the type of component. For circuits, the second letter of the reference code is used for circuit identification within the system. A circuit is a series of components with or without wiring, serving a specific function in a given system. All components not specifically related to a circuit are identified by the letter V. The second letter defines the type of component.
24-12
Mechanical and electrical/electro-mechanical component have been differentiated by using the letter M in place of the second circuit letter for real mechanical equipment. NOTE: Chapter 00 of the A320 Wiring Diagram Manual contains a list of one and two letter codes for system and circuit identification. For component identification, the four numeric characters, in front of the circuit identification, identify the component within the circuit. For electrical components, the reference numbers are from 1 to 999. Purely mechanical components are referenced from 5000 to 7999. Four supplementary characters are used to identify symmetrical or multiple installations. Example: 1CC1 for FAC 1, 1CC2 for FAC 2. The main bus bars are identified using: - a sequence number, - letters XP for AC BUS BARS and PP for DC BUS BARS, - a phase letter (when applicable). The first number (1,2, or 3...) indicates the bus bar number. The letters (XP or PP) indicate the corresponding power form (alternating current or direct current). Following are examples: - 1 XP is the main alternating current bus bar 1, - 1 PP is the main direct current bus bar 1, - 1 XP-A is the main alternating current bus bar 1 phase A, - 6 PP is the direct current service bus bar.
JUN 97
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UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The sub-bus bars are identified in the same way as the main bus bar, but with three identification numbers: - the first is identical to the number of the corresponding main bus bar, - the two following numbers are the subbus bar numbers. Examples: - 401 XP is the first sub-bus bar of the AC ESS BUS, - 601 PP is the first sub-bus bar of the SERVICE BUS.
ELECTRICAL POWER DESCRIPTION & OPERATION
It should be noted that for the AC network, the thirties are used for the 26 VAC 400 Hz distribution. Examples: - 103 XP and 131 XP are sub-bus bars of the main bus bar 1XP, - 131 XP can be further identified (30 series) as the 26 VAC 400 Hz distribution sub-bus bar.
The sub-bus bars are identified in the same way as the main bus bar, but with three identification numbers: - the first is identical to the number of the corresponding main bus bar, - the two following numbers are the subbus bar numbers. Examples: - 401 XP is the first sub-bus bar of the AC ESS BUS, - 601 PP is the first sub-bus bar of the SERVICE BUS.
Electrical System and Circuit Identification
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
It should be noted that for the AC network, the thirties are used for the 26 VAC 400 Hz distribution. Examples: - 103 XP and 131 XP are sub-bus bars of the main bus bar 1XP, - 131 XP can be further identified (30 series) as the 26 VAC 400 Hz distribution sub-bus bar.
Electrical System and Circuit Identification 24-13
A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
ARINC 429 buses are numbered from 7000 to 7999 with the ATA 100 prefix of the corresponding system. An ARINC 429 BUS shielded cable consists of two wires; one colored in blue and one colored in red.
ARINC 429 buses are numbered from 7000 to 7999 with the ATA 100 prefix of the corresponding system. An ARINC 429 BUS shielded cable consists of two wires; one colored in blue and one colored in red.
ARINC Bus Identification
ARINC Bus Identification
24-14 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-14
JUN 97
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UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Some circuit breakers do not have their supply on the bus bars of the aircraft distribution network. They are directly connected to the power source. In schematic representations, this supply appears as a virtual bus bar. A virtual bus bar is identified as follows: - a channel number, - the letters IW for virtual bus bars followed by XP for AC bus bars or PP for DC bus bars.
DESCRIPTION & OPERATION Example: - 1IWXP channel 1 of AC virtual bus bar, - 1IWPP channel 1 of DC virtual bus bar. Channel 1 consists of: 1XP-101XP-103XP-110XP-131XP 1PP-101PP-103PP 3PP-301PP 701PP-703PP 702PP-704PP 901XP Channel 2 consists of: 2XP-202XP-204XP-210XP-212XP 214XP-216XP-231XP 2PP-202PP-204PP-206PP-208PP 501PP-502PP 601PP-602PP Channel 4 is the for essential channel and it consists of: 401XP-431XP 801XP 401PP 801PP
Some circuit breakers do not have their supply on the bus bars of the aircraft distribution network. They are directly connected to the power source. In schematic representations, this supply appears as a virtual bus bar. A virtual bus bar is identified as follows: - a channel number, - the letters IW for virtual bus bars followed by XP for AC bus bars or PP for DC bus bars.
Virtual Bus Bar Identification
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
Example: - 1IWXP channel 1 of AC virtual bus bar, - 1IWPP channel 1 of DC virtual bus bar. Channel 1 consists of: 1XP-101XP-103XP-110XP-131XP 1PP-101PP-103PP 3PP-301PP 701PP-703PP 702PP-704PP 901XP Channel 2 consists of: 2XP-202XP-204XP-210XP-212XP 214XP-216XP-231XP 2PP-202PP-204PP-206PP-208PP 501PP-502PP 601PP-602PP Channel 4 is the for essential channel and it consists of: 401XP-431XP 801XP 401PP 801PP
Virtual Bus Bar Identification 24-15
A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Connections to components are identified by a FIN with a suffix letter (or two for multiple connection parts) following the circuit identification.
Connections to components are identified by a FIN with a suffix letter (or two for multiple connection parts) following the circuit identification.
Connector Identification
Connector Identification
24-16 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-16
JUN 97
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A318/A319/A320
ELECTRICAL POWER
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AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AC GENERATION Two Integrated Drive Generators (IDG’s) normally supply the aircraft electrical power in flight. Each engine drives one generator. The APU drives a third, auxiliary, generator (APU GEN) which can replace either main generator (GEN 1 or GEN 2). In normal flight configuration, each IDG supplies its own distribution network via its Generator Line Contactor (GLC). The two IDG’s are never electrically paralleled. The distribution network 1 consists of: - Alternating Current Bus 1 (AC BUS 1), - Alternating Current Essential Bus (AC ESS BUS), - Alternating Current Sheddable Essential Bus (AC SHED ESS BUS). The distribution network 2 consists of Alternating Current Bus 2 (AC BUS 2). Integrated Drive Generator System Each engine (HP rotor) drives its associated IDG through the accessory gearbox. The IDG provides a 115/200 VAC, 3phase, 400 Hz, AC supply. The IDG has two parts; the drive and the generator. A hydromechanical constant speed drive drives the AC generator at a constant speed. The input shaft has a shear neck. Its primary duty is to protect the engine gearbox but it also serves as a safeguard to the IDG. The generator is comprised of three sections which are: - a pilot exciter which has a 12 pole permanent magnet generator, - a main exciter, - and a main alternator.
24-18 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The generator is self flashing and self sufficient. The generator is designed for use with an external voltage regulator forming part of the Generator Control Unit (GCU). The GCU rectifies the output of the pilot exciter and regulates the excitation current to the main exciter winding. The generator characteristics are: - 12,000 RPM, - four poles, - three stages, - oil spray cooling. The IDG system functions are: - to supply the electrical output from the IDG to the aircraft electrical network, - to let the oil flow between the IDG and the fuel-cooled IDG oil cooler, - to cool the hot scavenge oil from the IDG, - to monitor the temperature of the oil in the fuel-cooled IDG oil cooler.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
AC GENERATION Two Integrated Drive Generators (IDG’s) normally supply the aircraft electrical power in flight. Each engine drives one generator. The APU drives a third, auxiliary, generator (APU GEN) which can replace either main generator (GEN 1 or GEN 2). In normal flight configuration, each IDG supplies its own distribution network via its Generator Line Contactor (GLC). The two IDG’s are never electrically paralleled. The distribution network 1 consists of: - Alternating Current Bus 1 (AC BUS 1), - Alternating Current Essential Bus (AC ESS BUS), - Alternating Current Sheddable Essential Bus (AC SHED ESS BUS). The distribution network 2 consists of Alternating Current Bus 2 (AC BUS 2). Integrated Drive Generator System Each engine (HP rotor) drives its associated IDG through the accessory gearbox. The IDG provides a 115/200 VAC, 3phase, 400 Hz, AC supply. The IDG has two parts; the drive and the generator. A hydromechanical constant speed drive drives the AC generator at a constant speed. The input shaft has a shear neck. Its primary duty is to protect the engine gearbox but it also serves as a safeguard to the IDG. The generator is comprised of three sections which are: - a pilot exciter which has a 12 pole permanent magnet generator, - a main exciter, - and a main alternator.
24-18
The generator is self flashing and self sufficient. The generator is designed for use with an external voltage regulator forming part of the Generator Control Unit (GCU). The GCU rectifies the output of the pilot exciter and regulates the excitation current to the main exciter winding. The generator characteristics are: - 12,000 RPM, - four poles, - three stages, - oil spray cooling. The IDG system functions are: - to supply the electrical output from the IDG to the aircraft electrical network, - to let the oil flow between the IDG and the fuel-cooled IDG oil cooler, - to cool the hot scavenge oil from the IDG, - to monitor the temperature of the oil in the fuel-cooled IDG oil cooler.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Integrated Drive Generator
Integrated Drive Generator JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-19 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The IDG oil cooling system consists of a self-contained oil circuit and an IDG fuel/ oil heat exchanger. A scavenge pump pumps the oil through the oil filter and the IDG fuel/oil heat exchanger. A charge pump provides regulated oil supply pressure to the users. The engine fuel flow regulates the IDG oil temperature through the fuel/oil heat exchanger.
DESCRIPTION & OPERATION In cold conditions, due to the high oil viscosity, the oil pressure increases, the cooler bypass valve opens; and oil runs in the IDG internal circuit. As the oil warms up, the cooler bypass valve closes and the oil flows through the fuel/oil heat exchanger. A clogged filter indication is provided by a local visual pop-out indicator. In case of clogging indication, maintenance actions must be performed. When the filter is clogged, the relief valve opens.
The IDG oil cooling system consists of a self-contained oil circuit and an IDG fuel/ oil heat exchanger. A scavenge pump pumps the oil through the oil filter and the IDG fuel/oil heat exchanger. A charge pump provides regulated oil supply pressure to the users. The engine fuel flow regulates the IDG oil temperature through the fuel/oil heat exchanger.
FOR TRAINING PURPOSES ONLY
In cold conditions, due to the high oil viscosity, the oil pressure increases, the cooler bypass valve opens; and oil runs in the IDG internal circuit. As the oil warms up, the cooler bypass valve closes and the oil flows through the fuel/oil heat exchanger. A clogged filter indication is provided by a local visual pop-out indicator. In case of clogging indication, maintenance actions must be performed. When the filter is clogged, the relief valve opens.
IDG Cooling System
IDG Cooling System
24-20
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION A quick fill coupling installed on the IDG transmission casing enables pressure filling or topping off the unit with oil. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit. This ensures the priming of the external circuit and the filtration of any oil introduced. An internal standpipe connected to an overflow drain ensures a correct quantity of oil. Motoring is not necessary for oil level check or oil replenishment.
DESCRIPTION & OPERATION The IDG oil level is visible in a vertical sight glass. Servicing is according to the oil level position in the different color zones (red, yellow, green) of the sight glass assembly. CAUTION: The IDG is very susceptible to damage from improper oil servicing. Overservicing or underservicing will very quickly lead to severe IDG damage once the IDG reaches operating speed. Be sure to follow current servicing procedures.
A quick fill coupling installed on the IDG transmission casing enables pressure filling or topping off the unit with oil. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit. This ensures the priming of the external circuit and the filtration of any oil introduced. An internal standpipe connected to an overflow drain ensures a correct quantity of oil. Motoring is not necessary for oil level check or oil replenishment.
IDG Oil Service JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
The IDG oil level is visible in a vertical sight glass. Servicing is according to the oil level position in the different color zones (red, yellow, green) of the sight glass assembly. CAUTION: The IDG is very susceptible to damage from improper oil servicing. Overservicing or underservicing will very quickly lead to severe IDG damage once the IDG reaches operating speed. Be sure to follow current servicing procedures.
IDG Oil Service 24-21 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-21
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A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Oil temperature sensors monitor IDG oilin and oil-out temperatures for overheat detection and ECAM display (oil-out temperature). A pressure switch operates in the event of a loss of charge oil pressure. In both cases (overheat or loss of pressure), a warning is provided to the flight deck. When an overheat or loss of pressure fault occurs, an amber FAULT appears in the IDG switch on the overhead panel. A single chime is generated and the amber MASTER CAUTION lights illuminate. An amber message, ELEC IDG 1 or 2 OIL LO PR (or ELEC IDG 1 or 2 OIL OVHT) appears at the bottom of the upper ECAM screen. This is a Class 1 Level 2 failure message. NOTE: When the oil temperature reaches a predetermined value, an advisory mode is shown by ECAM. The ELEC page is automatically displayed, and the drifting parameter flashes.
ELECTRICAL POWER DESCRIPTION & OPERATION
To disconnect the IDG from the accessory gearbox, the IDG push-button (overhead ELEC panel) must be pressed. NOTE: IDG disconnection is irreversible in flight. Connection of the system is then possible only on the ground with engines shut down. NOTE: Do not press the IDG push-button for more than 3 seconds or damage to the solenoid may occur. NOTE: The IDG fault light goes out when the failure signal is no longer present (such as after a disconnect). The GEN FAULT amber light illuminates when the IDG is disconnected. CAUTION: Do not attempt an IDG disconnect on a windmilling engine. If oil pressure is present, a partial disconnect may occur. Damage to the disconnection mechanism would occur at engine start. A mechanical reset handle is fitted to the IDG. The handle on the IDG is used to reconnect the drive while the engine is shut down and the aircraft is on the ground.
Oil temperature sensors monitor IDG oilin and oil-out temperatures for overheat detection and ECAM display (oil-out temperature). A pressure switch operates in the event of a loss of charge oil pressure. In both cases (overheat or loss of pressure), a warning is provided to the flight deck. When an overheat or loss of pressure fault occurs, an amber FAULT appears in the IDG switch on the overhead panel. A single chime is generated and the amber MASTER CAUTION lights illuminate. An amber message, ELEC IDG 1 or 2 OIL LO PR (or ELEC IDG 1 or 2 OIL OVHT) appears at the bottom of the upper ECAM screen. This is a Class 1 Level 2 failure message. NOTE: When the oil temperature reaches a predetermined value, an advisory mode is shown by ECAM. The ELEC page is automatically displayed, and the drifting parameter flashes.
FOR TRAINING PURPOSES ONLY
To disconnect the IDG from the accessory gearbox, the IDG push-button (overhead ELEC panel) must be pressed. NOTE: IDG disconnection is irreversible in flight. Connection of the system is then possible only on the ground with engines shut down. NOTE: Do not press the IDG push-button for more than 3 seconds or damage to the solenoid may occur. NOTE: The IDG fault light goes out when the failure signal is no longer present (such as after a disconnect). The GEN FAULT amber light illuminates when the IDG is disconnected. CAUTION: Do not attempt an IDG disconnect on a windmilling engine. If oil pressure is present, a partial disconnect may occur. Damage to the disconnection mechanism would occur at engine start. A mechanical reset handle is fitted to the IDG. The handle on the IDG is used to reconnect the drive while the engine is shut down and the aircraft is on the ground.
IDG Disconnection and Reconnection
IDG Disconnection and Reconnection
24-22
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-22
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AC Main Generation The two engine generators provide the AC main generation. The AC main generation supplies the whole aircraft in normal flight configuration. When the two engines run in normal conditions, generator 1 and generator 2 supply their own network. Generator 1 supplies network 1, including: - AC BUS 1, - AC ESSENTIAL BUS, - AC SHEDDABLE ESSENTIAL BUS. Generator 2 supplies network 2, corresponding to AC BUS 2. The transfer circuit is responsible for supplying either one or the two distribution networks from any generation source: - main (IDG’s), - auxiliary (APU GEN), - or ground (EXT POWER). Supply of the distribution networks is accomplished by 2 Bus Tie Contactors (BTC’s). BTC control is entirely automatic. It depends on the availability of these sources and the correct condition of each network. BTC 1 closes if no interlock condition exists on GCU 1 as in the following cases: - when generator 1 is not available, in order to supply network 1 from another power source (generator 2, APU generator or ground power unit), - to supply network 2 from generator 1 in case of non-availability of generator 2, the APU generator, or the electrical ground power unit. Networks 1 and 2 are supplied in priority order: - by the corresponding generator, - by the electrical ground power unit, - by the APU generator, - or by the other generator.
JUN 97 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION NOTE: BTC's 1 and 2 can be locked out by pressing the BUS TIE push-button switch located on ELEC overhead panel. This causes both channels to be isolated. The GEN 1 and GEN 2 push-button switches, on panel 35VU on the overhead panel, control generators 1 and 2 respectively via the Generator Control Unit (GCU). The Electrical Generation Interface Units (EGIU’s) transmit the main parameters from the GCU and generators to the ECAM system. The Electrical Generation Interface Unit processes parameters from a GCU and then transmits the information to ECAM via the System Data Acquisition Concentrators. There are two EGIU’s. One is associated with GCU 1 and the Generator Control Unit (GPCU). The other is associated with GCU 2 and the APU GCU. Generator 1, Generator 2, and the APU Generator are monitored by Generator Control Units (GCU’s). The 3 GCU’s are identical and interchangeable. The GCU functions (GCU 1, GCU 2, APU GCU) are selected by pin programming. The GCU has 4 different functions: - voltage regulation, - control and protection of the network and the generator, - control of the various indications, - system test and self monitoring. Voltage regulation is performed in the analog form, whereas the other functions are digital. The GCU’s are supplied: - directly from the Permenant Magnet Generator (PMG), for generator excitation and 28 VDC internal and external supply, - from the aircraft normal network (28 VDC) for the internal and external supply. 24-23 A320 LIMITATION 1 AND 9 COURSE
AC Main Generation The two engine generators provide the AC main generation. The AC main generation supplies the whole aircraft in normal flight configuration. When the two engines run in normal conditions, generator 1 and generator 2 supply their own network. Generator 1 supplies network 1, including: - AC BUS 1, - AC ESSENTIAL BUS, - AC SHEDDABLE ESSENTIAL BUS. Generator 2 supplies network 2, corresponding to AC BUS 2. The transfer circuit is responsible for supplying either one or the two distribution networks from any generation source: - main (IDG’s), - auxiliary (APU GEN), - or ground (EXT POWER). Supply of the distribution networks is accomplished by 2 Bus Tie Contactors (BTC’s). BTC control is entirely automatic. It depends on the availability of these sources and the correct condition of each network. BTC 1 closes if no interlock condition exists on GCU 1 as in the following cases: - when generator 1 is not available, in order to supply network 1 from another power source (generator 2, APU generator or ground power unit), - to supply network 2 from generator 1 in case of non-availability of generator 2, the APU generator, or the electrical ground power unit. Networks 1 and 2 are supplied in priority order: - by the corresponding generator, - by the electrical ground power unit, - by the APU generator, - or by the other generator.
JUN 97
NOTE: BTC's 1 and 2 can be locked out by pressing the BUS TIE push-button switch located on ELEC overhead panel. This causes both channels to be isolated. The GEN 1 and GEN 2 push-button switches, on panel 35VU on the overhead panel, control generators 1 and 2 respectively via the Generator Control Unit (GCU). The Electrical Generation Interface Units (EGIU’s) transmit the main parameters from the GCU and generators to the ECAM system. The Electrical Generation Interface Unit processes parameters from a GCU and then transmits the information to ECAM via the System Data Acquisition Concentrators. There are two EGIU’s. One is associated with GCU 1 and the Generator Control Unit (GPCU). The other is associated with GCU 2 and the APU GCU. Generator 1, Generator 2, and the APU Generator are monitored by Generator Control Units (GCU’s). The 3 GCU’s are identical and interchangeable. The GCU functions (GCU 1, GCU 2, APU GCU) are selected by pin programming. The GCU has 4 different functions: - voltage regulation, - control and protection of the network and the generator, - control of the various indications, - system test and self monitoring. Voltage regulation is performed in the analog form, whereas the other functions are digital. The GCU’s are supplied: - directly from the Permenant Magnet Generator (PMG), for generator excitation and 28 VDC internal and external supply, - from the aircraft normal network (28 VDC) for the internal and external supply. 24-23
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DESCRIPTION & OPERATION This dual supply constitutes a back up supply. The voltage regulation is performed by regulating the generator excitation current; the voltage is kept at the nominal Point Of Regulation (POR). The POR is located in the electrical power center at the end of the generator feeder, upstream of the line contactor. Generator control and protection functions are mainly the generator excitation and line contactor control. The excitation is controlled via the Generator Control Relay (GCR). The line contactor is controlled via the Power Ready Relay (PR) which is energized when: - the speed is more than 4730 rpm and, - the GCR is closed. Signals received or generated by the GCU control these two relays. The following control, or fault signals cause generator shutdown (de-energization): - IDG disconnection, - GLC failure (BTC is only locked out), - engine shutdown with the ENG FIRE push-button switches (IDG position), - PMG short circuit, - over/under voltage, - over/under frequency, - open cable (IDG position), - APU ready (APU position), - differential protection, - GEN push-button switch, - short circuit of the rotating diodes, - phase sequence (in this case, the GCU opens the PR relay only). Except in some particular cases, the system may be reset by setting the GEN push-button switch to OFF.
24-24 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The PR is also controlled by the IDG drive underspeed. This prevents the generator from being energized. NOTE: Each time the generator is deenergized because of a fault signal, do a GCU reset. To do this, push (OFF) then (ON) for the related GEN push-button switch. NOTE: After differential pressure fault or after of a GLC fault, the system can be reset only two times via the GEN switch. The GCU controls the warnings and annunciators related to the IDG channel. Generator FAULT comes on when: - the protections come into operation (PR opening), - the GLC is open, (for the main generators), - the APU GLC is open or the EPC opens with the APU ready. Additional GCU controlled warnings are: - Galley FAULT when an overload is detected, - IDG FAULT for a low pressure or high temperature of the cooling and lubrication oil system. The GCU is a self-monitoring unit. Test functions are accessible through the MCDU. The Electrical Generation Interface Unit (EGIU) provides main electrical parameters to the SDAC’s via ARINC 429 data links. Two identical EGIU's are used per aircraft. Each has 2 isolated channels: - Channel 1 is allocated to IDG 1 or IDG 2, - Channel 2 is allocated to the APU Generator or External Power (EXT PWR).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
This dual supply constitutes a back up supply. The voltage regulation is performed by regulating the generator excitation current; the voltage is kept at the nominal Point Of Regulation (POR). The POR is located in the electrical power center at the end of the generator feeder, upstream of the line contactor. Generator control and protection functions are mainly the generator excitation and line contactor control. The excitation is controlled via the Generator Control Relay (GCR). The line contactor is controlled via the Power Ready Relay (PR) which is energized when: - the speed is more than 4730 rpm and, - the GCR is closed. Signals received or generated by the GCU control these two relays. The following control, or fault signals cause generator shutdown (de-energization): - IDG disconnection, - GLC failure (BTC is only locked out), - engine shutdown with the ENG FIRE push-button switches (IDG position), - PMG short circuit, - over/under voltage, - over/under frequency, - open cable (IDG position), - APU ready (APU position), - differential protection, - GEN push-button switch, - short circuit of the rotating diodes, - phase sequence (in this case, the GCU opens the PR relay only). Except in some particular cases, the system may be reset by setting the GEN push-button switch to OFF.
24-24
The PR is also controlled by the IDG drive underspeed. This prevents the generator from being energized. NOTE: Each time the generator is deenergized because of a fault signal, do a GCU reset. To do this, push (OFF) then (ON) for the related GEN push-button switch. NOTE: After differential pressure fault or after of a GLC fault, the system can be reset only two times via the GEN switch. The GCU controls the warnings and annunciators related to the IDG channel. Generator FAULT comes on when: - the protections come into operation (PR opening), - the GLC is open, (for the main generators), - the APU GLC is open or the EPC opens with the APU ready. Additional GCU controlled warnings are: - Galley FAULT when an overload is detected, - IDG FAULT for a low pressure or high temperature of the cooling and lubrication oil system. The GCU is a self-monitoring unit. Test functions are accessible through the MCDU. The Electrical Generation Interface Unit (EGIU) provides main electrical parameters to the SDAC’s via ARINC 429 data links. Two identical EGIU's are used per aircraft. Each has 2 isolated channels: - Channel 1 is allocated to IDG 1 or IDG 2, - Channel 2 is allocated to the APU Generator or External Power (EXT PWR).
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
One EGIU is associated with IDG 1 and the External Power. The other is associated with IDG 2 and the APU generator. The EGIU’s provide the following information to the SDAC’s: - POR voltage (phase A), - load (phase A), - line frequency (phase A), - oil inlet/outlet temperature, - overload, - generator fault, - IDG disconnect status, - IDG low oil pressure, - external power available, - external power ON.
One EGIU is associated with IDG 1 and the External Power. The other is associated with IDG 2 and the APU generator. The EGIU’s provide the following information to the SDAC’s: - POR voltage (phase A), - load (phase A), - line frequency (phase A), - oil inlet/outlet temperature, - overload, - generator fault, - IDG disconnect status, - IDG low oil pressure, - external power available, - external power ON.
AC Generation - Normal Operation
AC Generation - Normal Operation
JUN 97 FOR TRAINING PURPOSES ONLY
24-25 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
NORMAL INFLIGHT CONDITION
NORMAL INFLIGHT CONDITION
interactive switching for DC distribution. * Automatic Refer to ECAM page diagrams.
interactive switching for DC distribution. * Automatic Refer to ECAM page diagrams.
DC BAT BUS
DC BAT BUS BAT 1 DC TIE CONT
BATTERY CONT
FAULT
*
DC TIE CONT
FAULT
OFF
DC ESS TIE
OFF
BAT 1
*
STAT INV CONT
*
DC ESS BUS
*
AC STAT INV
26V
AC ESS FEED
BUS TIE
FAULT
AC BUS 1
RAT MAN ON & EMER GEN
*
AC STAT INV
26 VAC
TR1
26V
FAULT
TR2
ESS TR
AC ESS BUS CONTACT
EMER GEN
OFF
ALTN
A U T O
ON
ON
OFF MAINT BUS SWITCH
OFF MAINT BUS SWITCH
L&R #1 FUEL PUMPS
26 VAC
26 VAC
26V
26V
AC ESS FEED
AC BUS 1
AC BUS 2
OFF
ALTN
APU GEN APU GEN CONT
GEN 1
FAULT OFF
BUS TIE CONT
OFF
EXT PWR EXT PWR CONT
AC TIE BUS
AVAIL ON
GEN LINE CONT
GEN 2
FAULT
OFF
OFF
GEN 2
APU GEN
GEN 1
FAULT
ELECNORM
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN 2
APU GEN EXT PWR
Normal Configuration Schematic (GEN 1 & 2 Operating)
Normal Configuration Schematic (GEN 1 & 2 Operating)
FOR TRAINING PURPOSES ONLY
AC BUS 2
BUS TIE CONT
SMOKE
EXT PWR
24-26
26V
A U T O
GEN 1 LINE
AC TIE BUS GEN 1
26 VAC
BUS TIE
FAULT
BUS TIE CONT
OFF
AC GND/FLT BUS
AC ESS SHED
BUS TIE CONT
OFF
*
DC ESS SHED
FAULT
GEN 1 LINE
FAULT
DC BUS 2
HOT BUS 2
DC ESS BUS
AC GND/FLT BUS
26 VAC
GEN LINE CONT
DC GND/FLT BUS
STAT INV
AC ESS BUS
26V
ELECNORM
STAT INV CONT
*
TR2
*
EMER GEN
AC ESS SHED
SMOKE
*
BAT 2
HOT BUS 1
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
DC ESS TIE
OFF
RAT MAN ON & EMER GEN
DC ESS SHED
L&R #1 FUEL PUMPS
OFF
DC BUS 1
DC BUS 2
DC TIE CONT
FAULT
BAT 1
STAT INV
26 VAC
BAT 2 BATTERY CONT
FAULT
*
DC GND/FLT BUS
HOT BUS 2
*
TR1
DC TIE CONT
*
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AC Auxiliary Generation (APU Generator) The AC auxiliary generation comes from the APU generator. This generator can, in flight, replace either or both engine generator(s) in case of failure. On the ground, the APU generator can supply the aircraft electrical network when the electrical ground power unit is not available. NOTE : On the ground, the generator line contactor closes only if the ground power unit does not already supply the transfer network. For the power supply of the aircraft, the ground power unit has a higher priority than the APU generator. The APU directly drives the APU generator at a nominal constant 24,000 RPM. The APU gearbox supplies, scavenges, and drains the oil for cooling and lubrication of the generator. The cooling circuit is common to the APU and the generator. The generator is a brushless oil-cooled generator with a nominal 115/200 VAC, 90 KVA, 3 phase 400 Hz output.
24-28 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The generator includes three stages which are: - the pilot exciter, - the main exciter, - the main alternator. The operation principle is the same as that of the IDG generator. For details, refer to the AC Main Generation section of this chapter. NOTE: The PMG frequency for the APU generator is 1600 Hz. A temperature bulb is included to sense the generator oil outlet temperature. The sensor is connected to the electronic Control Box (ECB) of the APU. Any high oil temperature causes a shutdown of the APU (by the ECB). The overall function of the APU GCU is selected by pin programming. The APU GCU is identical and interchangeable with the IDG GCU’s. For details concerning the description and functions of the APU GCU, refer to the previous AC Main Generation section of this chapter EGIU 2 channel 2 is for the APU generator. Its main function is to give the main electrical parameters of the APU generator channel to the SDAC’s. This is via the ARINC 429 data links.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
AC Auxiliary Generation (APU Generator) The AC auxiliary generation comes from the APU generator. This generator can, in flight, replace either or both engine generator(s) in case of failure. On the ground, the APU generator can supply the aircraft electrical network when the electrical ground power unit is not available. NOTE : On the ground, the generator line contactor closes only if the ground power unit does not already supply the transfer network. For the power supply of the aircraft, the ground power unit has a higher priority than the APU generator. The APU directly drives the APU generator at a nominal constant 24,000 RPM. The APU gearbox supplies, scavenges, and drains the oil for cooling and lubrication of the generator. The cooling circuit is common to the APU and the generator. The generator is a brushless oil-cooled generator with a nominal 115/200 VAC, 90 KVA, 3 phase 400 Hz output.
24-28
The generator includes three stages which are: - the pilot exciter, - the main exciter, - the main alternator. The operation principle is the same as that of the IDG generator. For details, refer to the AC Main Generation section of this chapter. NOTE: The PMG frequency for the APU generator is 1600 Hz. A temperature bulb is included to sense the generator oil outlet temperature. The sensor is connected to the electronic Control Box (ECB) of the APU. Any high oil temperature causes a shutdown of the APU (by the ECB). The overall function of the APU GCU is selected by pin programming. The APU GCU is identical and interchangeable with the IDG GCU’s. For details concerning the description and functions of the APU GCU, refer to the previous AC Main Generation section of this chapter EGIU 2 channel 2 is for the APU generator. Its main function is to give the main electrical parameters of the APU generator channel to the SDAC’s. This is via the ARINC 429 data links.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER DESCRIPTION & OPERATION
NORMAL INFLIGHT CONDITION
NORMAL INFLIGHT CONDITION
interactive switching for DC distribution. * Automatic Refer to ECAM page diagrams.
interactive switching for DC distribution. * Automatic Refer to ECAM page diagrams.
DC BAT BUS
DC BAT BUS BAT 1 DC TIE CONT
BATTERY CONT
FAULT
*
DC TIE CONT
FAULT
OFF
DC ESS TIE
OFF
BAT 1
*
STAT INV CONT
*
*
AC STAT INV
26V
STAT INV CONT
DC GND/FLT BUS
DC BUS 2
HOT BUS 2
*
*
DC ESS BUS STAT INV
RAT MAN ON & EMER GEN
DC ESS SHED
FAULT
*
AC STAT INV
26 VAC
TR1
TR2
26V
FAULT
TR2
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
AC GND/FLT BUS
EMER GEN
ON
AC ESS FEED
26V FAULT
AC BUS 1
OFF
ALTN
26 VAC
AC ESS FEED FAULT
AC BUS 1
AC BUS 2
26 VAC
BUS TIE
26V
26V
A U T O
ON
OFF MAINT BUS SWITCH
L&R #1 FUEL PUMPS
26 VAC
BUS TIE
AC GND/FLT BUS
AC ESS SHED
OFF MAINT BUS SWITCH
OFF
ALTN
26V
A U T O
AC BUS 2
GEN 1 LINE
GEN 1 LINE
BUS TIE CONT
BUS TIE CONT
SMOKE
OFF
GEN 1
OFF
APU GEN APU GEN CONT
FAULT OFF
FAULT OFF
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
EXT PWR CONT
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
EXT PWR CONT
GEN 2
APU GEN EXT PWR
Normal Configuration (APU GEN)
Normal Configuration (APU GEN)
FOR TRAINING PURPOSES ONLY
GEN 1 FAULT OFF
ELECAPU EXT PWR
JUN 97
AC TIE BUS GEN LINE CONT
GEN 2
APU GEN
GEN 1
BUS TIE CONT
BUS TIE CONT
SMOKE
AC TIE BUS GEN LINE CONT
*
EMER GEN
AC ESS SHED
ELECAPU
DC TIE CONT
*
BAT 2
HOT BUS 1
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
DC ESS TIE
OFF
RAT MAN ON & EMER GEN
DC ESS SHED
26 VAC
OFF
DC BUS 1
DC BUS 2
DC ESS BUS
L&R #1 FUEL PUMPS
*
FAULT
BAT 1
STAT INV
26 VAC
BAT 2 BATTERY CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
*
TR1
DC TIE CONT
*
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
24-29 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-29
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A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AC Emergency Generation The AC emergency generation system enables part of the distribution network to be recovered in case of: - loss of both main generation sources and, - unavailability of the auxiliary generation. The emergency generation system is composed of: - a Constant Speed Motor/Generator (CSM/G) including a hydraulic motor and an AC generator, - a Generator Control Unit (GCU). A hydraulic motor drives the emergency generator. A servo valve speed regulator controls the speed, it transforms the oil flow of the Blue hydraulic system into constant speed for the generator. When emergency conditions are met, this Blue system is supplied by a Ram Air Turbine (RAT). NOTE: The Blue hydraulic system is supplied by an electric pump in normal configuration. The hydraulic motor of the CSM/G: - can be powered by the Blue hydraulic circuit (RAT in emergency configuration, or the normal Blue electrical hydraulic pump in test mode), - receives speed regulation by a servovalve, - has an integrated solenoid control valve.
24-30 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The AC generator of the CSM/G: - is three phase 115/200 VAC, 400 Hz, - operates at a constant 12,000 RPM, - has an output power of 5 KVA continuously, - is oil cooled. The GCU main functions are: - to control the servovalve excitation for speed regulation, - to regulate the generator voltage by the field current, - to protect the network and the generator by controlling the associated line contactor and generator field current. NOTE: Until the RAT and CSM/G reach operating speed, the DC ESS BUS is supplied by BAT 2. BAT 1 connects to the AC STAT INV which supplies the AC ESS BUS. NOTE: Below 100 kts, BAT 1 connects to the AC STAT INV which supplies the AC ESS BUS. The DC ESS BUS is supplied by BAT 2. NOTE: Below 50 kts only the DC ESS BUS is powered (by BAT 2).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
AC Emergency Generation The AC emergency generation system enables part of the distribution network to be recovered in case of: - loss of both main generation sources and, - unavailability of the auxiliary generation. The emergency generation system is composed of: - a Constant Speed Motor/Generator (CSM/G) including a hydraulic motor and an AC generator, - a Generator Control Unit (GCU). A hydraulic motor drives the emergency generator. A servo valve speed regulator controls the speed, it transforms the oil flow of the Blue hydraulic system into constant speed for the generator. When emergency conditions are met, this Blue system is supplied by a Ram Air Turbine (RAT). NOTE: The Blue hydraulic system is supplied by an electric pump in normal configuration. The hydraulic motor of the CSM/G: - can be powered by the Blue hydraulic circuit (RAT in emergency configuration, or the normal Blue electrical hydraulic pump in test mode), - receives speed regulation by a servovalve, - has an integrated solenoid control valve.
24-30
The AC generator of the CSM/G: - is three phase 115/200 VAC, 400 Hz, - operates at a constant 12,000 RPM, - has an output power of 5 KVA continuously, - is oil cooled. The GCU main functions are: - to control the servovalve excitation for speed regulation, - to regulate the generator voltage by the field current, - to protect the network and the generator by controlling the associated line contactor and generator field current. NOTE: Until the RAT and CSM/G reach operating speed, the DC ESS BUS is supplied by BAT 2. BAT 1 connects to the AC STAT INV which supplies the AC ESS BUS. NOTE: Below 100 kts, BAT 1 connects to the AC STAT INV which supplies the AC ESS BUS. The DC ESS BUS is supplied by BAT 2. NOTE: Below 50 kts only the DC ESS BUS is powered (by BAT 2).
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
NOTE: Additional CSM/G schematics are shown in the preceding General section of this chapter.
NOTE: Additional CSM/G schematics are shown in the preceding General section of this chapter.
EMERGENCY GEN RUNNING IN FLIGHT
EMERGENCY GEN RUNNING IN FLIGHT
* Automatic interactive switching for DC distribution.
* Automatic interactive switching for DC distribution. DC BAT BUS
DC BAT BUS BAT 1 DC TIE CONT
BATTERY CONT
FAULT
*
DC TIE CONT
FAULT
OFF
DC ESS TIE
OFF
BAT 1
*
STAT INV CONT
DC BUS 2
DC ESS BUS
*
*
AC STAT INV
FAULT
AC BUS 1
OFF
ALTN
FAULT
TR2
ESS TR
AC ESS BUS CONTACT
EMER GEN
AC GND/FLT BUS ON
OFF MAINT BUS SWITCH
L&R #1 FUEL PUMPS
26 VAC
AC ESS FEED FAULT
AC BUS 1
AC BUS 2
OFF
ALTN
APU GEN APU GEN CONT
FAULT OFF
26V
A U T O
AC BUS 2
GEN 1 LINE
BUS TIE CONT
BUS TIE CONT
SMOKE
OFF
AC TIE BUS
AC TIE BUS GEN 1
26 VAC
BUS TIE
26V
26V
A U T O
BUS TIE CONT
OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN LINE CONT
GEN 1 FAULT OFF
GEN 2
APU GEN
EMERGEN1
GEN 1
APU GEN APU GEN CONT
FAULT OFF
EXT PWR CONT
EXT PWR
GEN 2
AVAIL
FAULT
ON
OFF
GEN 2
APU GEN EXT PWR
EXT PWR
EMER GEN Operation (Running in Flight)
EMER GEN Operation (Running in Flight)
FOR TRAINING PURPOSES ONLY
RAT MAN ON & EMER GEN
AC ESS SHED
BUS TIE CONT
JUN 97
*
*
AC ESS BUS
GEN 1 LINE
OFF
DC ESS BUS
26V
26 VAC
BUS TIE
FAULT
GEN 1
DC BUS 2
ON
AC ESS FEED
FAULT
HOT BUS 2
AC STAT INV
26 VAC
TR1
AC GND/FLT BUS
26V
EMERGEN1
STAT INV CONT
DC ESS SHED
OFF MAINT BUS SWITCH
GEN LINE CONT
DC GND/FLT BUS
STAT INV
TR2
*
EMER GEN
AC ESS SHED
SMOKE
DC TIE CONT
*
BAT 2
HOT BUS 1
DC BUS 1
ESS TR
AC ESS BUS CONTACT
AC ESS BUS
DC ESS TIE
OFF
RAT MAN ON & EMER GEN
26V
26 VAC
OFF
*
DC ESS SHED
L&R #1 FUEL PUMPS
*
FAULT
BAT 1
STAT INV
26 VAC
*
BAT 2 BATTERY CONT
FAULT
DC GND/FLT BUS
HOT BUS 2
*
TR1
DC TIE CONT
BAT 2
HOT BUS 1
DC BUS 1
BAT 1
BAT 2
24-31 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-31
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A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION When speed is higher than 100 knots and when the 2 AC main buses are lost, the Ram Air Turbine solenoid 1 is energized by HOT BATTERY BUS 1 and the Ram Air Turbine extends automatically. In addition, the Constant Speed Motor/ Generator Control Unit activates the Constant Speed Motor Generator solenoid control valve using battery 2. If the A319 main landing gear is not compressed, or if the A320 nose landing gear is the up position, the emergency generator starts running.
ELECTRICAL POWER DESCRIPTION & OPERATION
NOTE: Due to different logic, the A319 emergency generator cuts out when the aircraft lands (MLG compressed). The A320 emergency generator cuts out when the landing gear is extended (nose gear not locked up). After a time delay, the Ram Air Turbine solenoid 1 is de-energized and the Constant Speed Motor/Generator solenoid control valve is supplied by the Permanent Magnet Generator.
When speed is higher than 100 knots and when the 2 AC main buses are lost, the Ram Air Turbine solenoid 1 is energized by HOT BATTERY BUS 1 and the Ram Air Turbine extends automatically. In addition, the Constant Speed Motor/ Generator Control Unit activates the Constant Speed Motor Generator solenoid control valve using battery 2. If the A319 main landing gear is not compressed, or if the A320 nose landing gear is the up position, the emergency generator starts running.
Ram Air Turbine Automatic Activation
24-32 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
NOTE: Due to different logic, the A319 emergency generator cuts out when the aircraft lands (MLG compressed). The A320 emergency generator cuts out when the landing gear is extended (nose gear not locked up). After a time delay, the Ram Air Turbine solenoid 1 is de-energized and the Constant Speed Motor/Generator solenoid control valve is supplied by the Permanent Magnet Generator.
Ram Air Turbine Automatic Activation
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-32
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION When the EMER ELEC PWR MAN ON push-button is pressed in, the Ram Air Turbine solenoid 2 is energized by battery 2 and the Ram Air Turbine extends. In addition, the Constant Speed Motor/ Generator Control Unit activates the CSM/G solenoid control valve using battery 2. If the A319 main landing gear is
DESCRIPTION & OPERATION not compressed, or if the A320 nose landing gear is the up position, the emergency generator starts running. When the EMER ELEC PWR MAN ON push-button is released out, the Ram Air Turbine solenoid 2 is de-energized. The CSM/G solenoid control valve is supplied by the Permanent Magnet Generator.
When the EMER ELEC PWR MAN ON push-button is pressed in, the Ram Air Turbine solenoid 2 is energized by battery 2 and the Ram Air Turbine extends. In addition, the Constant Speed Motor/ Generator Control Unit activates the CSM/G solenoid control valve using battery 2. If the A319 main landing gear is
FOR TRAINING PURPOSES ONLY
not compressed, or if the A320 nose landing gear is the up position, the emergency generator starts running. When the EMER ELEC PWR MAN ON push-button is released out, the Ram Air Turbine solenoid 2 is de-energized. The CSM/G solenoid control valve is supplied by the Permanent Magnet Generator.
Ram Air Turbine Manual Activation
Ram Air Turbine Manual Activation JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-33 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
The RAT MAN ON push-button on the Blue Hydraulic Panel extends the Ram Air Turbine for hydraulic power supply only. When the RAT MAN ON switch is pressed in, RAT solenoid 1 is powered using battery 2. The RAT extends. The CSM/G solenoid control valve is not powered. The generator does not operate.
The RAT MAN ON push-button on the Blue Hydraulic Panel extends the Ram Air Turbine for hydraulic power supply only. When the RAT MAN ON switch is pressed in, RAT solenoid 1 is powered using battery 2. The RAT extends. The CSM/G solenoid control valve is not powered. The generator does not operate.
Ram Air Turbine Manual Activation (from HYD Panel)
Ram Air Turbine Manual Activation (from HYD Panel)
24-34 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Avionics Smoke Configuration In flight on UAL aircraft, there is no access to the avionics compartment. The avionics compartment has no fire protection system. Therefore smoke in the avionics compartment is a serious concern. The selection of GEN 1 LINE SMOKE to OFF ensures that both engines will have an uninterrupted supply of fuel while electrical equipment operation is reduced in an attempt to eliminate the source of smoke. Under normal conditions, left pump 1 and right pump 1 are supplied by AC BUS 1.
DESCRIPTION & OPERATION When the avionics smoke warning occurs and when smoke is confirmed, several actions have to be taken by the flight deck crew, mainly concerning the ventilation and communication systems. If smoke warning remains 5 minutes after actions on the ventilation and communication systems, the following procedure must be accomplished. The GEN 1 LINE SMOKE push-button is selected ON. The GEN 1 GLC opens and the Generator 1 Line contactor closes. GEN 1 remains energized and supplies one fuel pump in each wing tank via the Generator 1 Line contactor. AC BUS 1 is supplied by GEN 2 through Bus Tie Contactors.
Avionics Smoke Configuration In flight on UAL aircraft, there is no access to the avionics compartment. The avionics compartment has no fire protection system. Therefore smoke in the avionics compartment is a serious concern. The selection of GEN 1 LINE SMOKE to OFF ensures that both engines will have an uninterrupted supply of fuel while electrical equipment operation is reduced in an attempt to eliminate the source of smoke. Under normal conditions, left pump 1 and right pump 1 are supplied by AC BUS 1.
FOR TRAINING PURPOSES ONLY
When the avionics smoke warning occurs and when smoke is confirmed, several actions have to be taken by the flight deck crew, mainly concerning the ventilation and communication systems. If smoke warning remains 5 minutes after actions on the ventilation and communication systems, the following procedure must be accomplished. The GEN 1 LINE SMOKE push-button is selected ON. The GEN 1 GLC opens and the Generator 1 Line contactor closes. GEN 1 remains energized and supplies one fuel pump in each wing tank via the Generator 1 Line contactor. AC BUS 1 is supplied by GEN 2 through Bus Tie Contactors.
GEN 1 LINE OFF
GEN 1 LINE OFF JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-35 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-35
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Continuing with the Avionics Smoke Configuration, the RAT is extended and the emergency generator is connected to the aircraft network by its control unit when the parameters are correct. The emergency generator then supplies the AC ESS bus and the DC ESS bus through the ESS TR. When the emergency generator is available, the final portion of the procedure calls for the APU generator and engine generator 2 (IDG 2) to be selected off. NOTE: Before landing gear extension, GEN 2 and EMER ELEC GEN 1 LINE are reset to ON.
Continuing with the Avionics Smoke Configuration, the RAT is extended and the emergency generator is connected to the aircraft network by its control unit when the parameters are correct. The emergency generator then supplies the AC ESS bus and the DC ESS bus through the ESS TR. When the emergency generator is available, the final portion of the procedure calls for the APU generator and engine generator 2 (IDG 2) to be selected off. NOTE: Before landing gear extension, GEN 2 and EMER ELEC GEN 1 LINE are reset to ON.
EMER ELEC PWR MAN ON
24-36 FOR TRAINING PURPOSES ONLY
EMER ELEC PWR MAN ON
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-36
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AC Essential Generation Switching The AC Essential Generation Switching circuits control the supply of the AC essential distribution network. They enable: - normal supply in normal flight configuration, - transfer of the supply in case of AC BUS 1 loss. The AC Essential Busbar (AC ESS BUS) and the AC Sheddable Essential Busbar (AC SHED ESS BUS) are normally supplied in series from AC BUS 1 through respectively the AC ESS BUS TIE CONTACTOR (3XC1) and the AC SHED ESS BUS CONTACTOR (8XH). In the event of AC BUS 1 loss, the AC ESS BUS is no longer supplied, which causes the amber MASTER CAUT light to come on. The amber FAULT legend illuminates on the AC ESS FEED push-button switch located on the overhead ELEC panel 35VU.
ELECTRICAL POWER DESCRIPTION & OPERATION
On the lower ECAM DU, the ELEC page is displayed and AC ESS becomes amber. NOTE: The MASTER CAUT light comes on, a single chime sounds, and an amber message appears on the upper ECAM DU. This is a Class 1 Level 2 failure. To recover the AC ESS buses, push the AC ESS FEED push-button switch. AC ESS busses are then supplied by AC BUS 2. The white ALTN legend illuminates on the AC ESS FEED push-button switch (the amber FAULT legend would remain on if the AC ESS bus is still not supplied). On the lower ECAM DU, AC ESS becomes green again. In the normal configuration, the aircraft electrical network is normally supplied and the AC ESS BUS (4XP) is directly connected to AC BUS 1 (1XP).
AC Essential Generation Switching The AC Essential Generation Switching circuits control the supply of the AC essential distribution network. They enable: - normal supply in normal flight configuration, - transfer of the supply in case of AC BUS 1 loss. The AC Essential Busbar (AC ESS BUS) and the AC Sheddable Essential Busbar (AC SHED ESS BUS) are normally supplied in series from AC BUS 1 through respectively the AC ESS BUS TIE CONTACTOR (3XC1) and the AC SHED ESS BUS CONTACTOR (8XH). In the event of AC BUS 1 loss, the AC ESS BUS is no longer supplied, which causes the amber MASTER CAUT light to come on. The amber FAULT legend illuminates on the AC ESS FEED push-button switch located on the overhead ELEC panel 35VU.
FOR TRAINING PURPOSES ONLY
On the lower ECAM DU, the ELEC page is displayed and AC ESS becomes amber. NOTE: The MASTER CAUT light comes on, a single chime sounds, and an amber message appears on the upper ECAM DU. This is a Class 1 Level 2 failure. To recover the AC ESS buses, push the AC ESS FEED push-button switch. AC ESS busses are then supplied by AC BUS 2. The white ALTN legend illuminates on the AC ESS FEED push-button switch (the amber FAULT legend would remain on if the AC ESS bus is still not supplied). On the lower ECAM DU, AC ESS becomes green again. In the normal configuration, the aircraft electrical network is normally supplied and the AC ESS BUS (4XP) is directly connected to AC BUS 1 (1XP).
AC Essential Bus Switching Normal Configuration
AC Essential Bus Switching Normal Configuration
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
24-37 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
If AC BUS 1 is lost, the AC ESS BUS (4XP) is no longer supplied. When the AC ESS FEED push-button is released out, the AC ESS BUS supply is recovered from AC BUS 2 (2XP). The FAULT light goes off and the white ALTN light comes on.
If AC BUS 1 is lost, the AC ESS BUS (4XP) is no longer supplied. When the AC ESS FEED push-button is released out, the AC ESS BUS supply is recovered from AC BUS 2 (2XP). The FAULT light goes off and the white ALTN light comes on.
AC Essential Bus Switching AC Bus 1 Loss
AC Essential Bus Switching AC Bus 1 Loss
24-38 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-38
JUN 97
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ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Static Inverter The 1 KVA nominal-power static inverter transforms the direct current voltage from battery l into a 115 VAC 400 Hz alternating current. The static inverter is used in these cases: - APU start (supply of fuel pump), - engine start on batteries (ignition), - Ram Air Turbine (RAT) deployment (for approximately 10 seconds, for the supply of the ECAM display units), - on ground, on batteries only (push-button switch supply), - in emergency configuration with landing gear extended (supply of the 115 VAC ESS BUS 4XP instead of the CSM/G). Static inverter logic looks at aircraft speed. When the speed is greater than 50 kts, the static inverter is automatically activated if only batteries are supplying the aircraft (loss of AC bus 1 & 2) regardless of the position of the BAT 1 and BAT 2 switches.
DESCRIPTION & OPERATION When the aircraft speed is less than 50 kts, the static inverter is activated if only batteries are supplying the aircraft provided both BAT 1 and BAT 2 switches are switched on. When the static inverter is faulty, it generates a permanent ground signal to the BCL 1. The presence of the ground signal means: - overheat, - output overvoltage, - input undervoltage, - input overvoltage. The static inverter defect is sent to the battery charge limiter 1 which stores it in a memory as a Class 1 Level 1 failure. When the network is supplied, a STATIC INV FAULT message appears on the upper ECAM display unit. The fault indication will be available during BCL BITE reading from the Centralized Fault Display System (CFDS).
Static Inverter The 1 KVA nominal-power static inverter transforms the direct current voltage from battery l into a 115 VAC 400 Hz alternating current. The static inverter is used in these cases: - APU start (supply of fuel pump), - engine start on batteries (ignition), - Ram Air Turbine (RAT) deployment (for approximately 10 seconds, for the supply of the ECAM display units), - on ground, on batteries only (push-button switch supply), - in emergency configuration with landing gear extended (supply of the 115 VAC ESS BUS 4XP instead of the CSM/G). Static inverter logic looks at aircraft speed. When the speed is greater than 50 kts, the static inverter is automatically activated if only batteries are supplying the aircraft (loss of AC bus 1 & 2) regardless of the position of the BAT 1 and BAT 2 switches.
FOR TRAINING PURPOSES ONLY
When the aircraft speed is less than 50 kts, the static inverter is activated if only batteries are supplying the aircraft provided both BAT 1 and BAT 2 switches are switched on. When the static inverter is faulty, it generates a permanent ground signal to the BCL 1. The presence of the ground signal means: - overheat, - output overvoltage, - input undervoltage, - input overvoltage. The static inverter defect is sent to the battery charge limiter 1 which stores it in a memory as a Class 1 Level 1 failure. When the network is supplied, a STATIC INV FAULT message appears on the upper ECAM display unit. The fault indication will be available during BCL BITE reading from the Centralized Fault Display System (CFDS).
Static Inverter - Schematic Diagram
Static Inverter - Schematic Diagram JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-39 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-39
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DESCRIPTION & OPERATION DC GENERATION DC Main Generation (TR) DC main generation is provided by two Transformers Rectifiers (TR 1 and TR 2). They are supplied with three phases 115 VAC 400 Hz voltage from the normal Alternating Current (AC) distribution network. Each TR controls its contactor via an internal TR logic. This logic, which is intended to protect the Direct Current (DC) network and the TR, controls contactor opening in case of no current flow to the DC BUS (minimum current detection), or a TR overheat (171°C). To ensure these protections, each TR sends a fault signal to the Centralized Fault Display System (CFDS) for maintenance purposes. TR 1 and 2 are ventilated by air extracted from the aircraft ventilation network. TR’s require a supply of three phase 115 VAC 400 Hz. The TR DC output current is: - 200 A in continuous operation, - 300 A for 5 minutes, - 500 A for 30 seconds, - 1000 A for 1 second. The TR DC output voltage is: - 30.2 V with no load, - 27.5 V at 200A.
24-40 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION In normal configuration, direct current is provided by both normal transformer rectifiers (TR 1 and TR 2) and possibly by batteries. TR 1 supplies, through TR 1 contactor (5PU1) normal bus 1 (DC BUS 1), the battery bus (DC BAT BUS), the essential bus (DC ESS BUS), and the sheddable essential bus (DC ESS SHED BUS). Both batteries and their respective HOT BUS 1 or 2 may or may not be connected to the DC BAT BUS in parallel, through both Battery Line contactors (6PB1 & 6PB2). NOTE: With the battery push-buttons selected on (auto), the Battery Charge Limiters (BCL’s) control the battery line contactors. The BCL’s ensure battery charge and protection. Charged batteries will automatically disconnect from the DC BAT BUS even though the battery push-button is selected on (auto). If the battery charge becomes low, the battery will automatically reconnect to recharge. TR 2 supplies, through the TR 2 contactor (5PU2), normal bus 2 (DC BUS 2). In normal configuration TR 1 supplies the DC BUS 1, the DC BAT BUS, the DC ESS BUS and the DC ESS SHED BUS. TR 2 supplies DC BUS 2.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
DC GENERATION DC Main Generation (TR) DC main generation is provided by two Transformers Rectifiers (TR 1 and TR 2). They are supplied with three phases 115 VAC 400 Hz voltage from the normal Alternating Current (AC) distribution network. Each TR controls its contactor via an internal TR logic. This logic, which is intended to protect the Direct Current (DC) network and the TR, controls contactor opening in case of no current flow to the DC BUS (minimum current detection), or a TR overheat (171°C). To ensure these protections, each TR sends a fault signal to the Centralized Fault Display System (CFDS) for maintenance purposes. TR 1 and 2 are ventilated by air extracted from the aircraft ventilation network. TR’s require a supply of three phase 115 VAC 400 Hz. The TR DC output current is: - 200 A in continuous operation, - 300 A for 5 minutes, - 500 A for 30 seconds, - 1000 A for 1 second. The TR DC output voltage is: - 30.2 V with no load, - 27.5 V at 200A.
24-40
In normal configuration, direct current is provided by both normal transformer rectifiers (TR 1 and TR 2) and possibly by batteries. TR 1 supplies, through TR 1 contactor (5PU1) normal bus 1 (DC BUS 1), the battery bus (DC BAT BUS), the essential bus (DC ESS BUS), and the sheddable essential bus (DC ESS SHED BUS). Both batteries and their respective HOT BUS 1 or 2 may or may not be connected to the DC BAT BUS in parallel, through both Battery Line contactors (6PB1 & 6PB2). NOTE: With the battery push-buttons selected on (auto), the Battery Charge Limiters (BCL’s) control the battery line contactors. The BCL’s ensure battery charge and protection. Charged batteries will automatically disconnect from the DC BAT BUS even though the battery push-button is selected on (auto). If the battery charge becomes low, the battery will automatically reconnect to recharge. TR 2 supplies, through the TR 2 contactor (5PU2), normal bus 2 (DC BUS 2). In normal configuration TR 1 supplies the DC BUS 1, the DC BAT BUS, the DC ESS BUS and the DC ESS SHED BUS. TR 2 supplies DC BUS 2.
JUN 97
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A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
ELECTRICAL POWER DESCRIPTION & OPERATION
DC Essential Bus Switching Normal Configuration
DC Essential Bus Switching Normal Configuration JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-41 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-41
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ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
DC Essential Bus Switching If TR 1 fails, TR 2 automatically supplies the DC BAT BUS and the DC BUS 1 through DC BUS 2. The DC ESS BUS supply is automatically transferred from the DC BAT BUS to the AC ESS BUS through the Essential TR.
DC Essential Bus Switching If TR 1 fails, TR 2 automatically supplies the DC BAT BUS and the DC BUS 1 through DC BUS 2. The DC ESS BUS supply is automatically transferred from the DC BAT BUS to the AC ESS BUS through the Essential TR.
DC Essential Bus Switching (TR 1 Loss)
DC Essential Bus Switching (TR 1 Loss)
24-42 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-42
JUN 97
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ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
If TR 2 fails, TR 1 automatically supplies the DC BUS 2 through the DC BUS 1 and the DC BAT BUS. The DC ESS BUS supply is automatically transferred from the DC BAT BUS to the AC ESS BUS through the Essential TR.
If TR 2 fails, TR 1 automatically supplies the DC BUS 2 through the DC BUS 1 and the DC BAT BUS. The DC ESS BUS supply is automatically transferred from the DC BAT BUS to the AC ESS BUS through the Essential TR.
DC Essential Bus Switching (TR 2 Loss)
DC Essential Bus Switching (TR 2 Loss)
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-43 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-43
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DESCRIPTION & OPERATION TR Reset Before attempting a TR reset, make sure the TR is electrically supplied by its related network. The primary winding of the TR must have electrical power for a reset. Reset of the TR protection is possible from the CFDIU (CFDS interface). The reset procedure must be performed by selecting the SYSTEM REPORT/TEST item on the CFDS menu, then by selecting the involved TR on the ELEC menu. If the reset is effective, NO FAULT appears on the MCDU. If the CFDIU is not available, it is possible to reset the TR manually. To do this, push the TR RST (reset) push-button switch located on panel 103VU (for TR 1 and 2) in the avionics compartment. The reset for the Essential TR is on panel 106VU in the avionics compartment. If the reset is not possible, TR 1(2) is displayed on the MCDU and TR 1(2) FAULT stays on the upper ECAM display unit. NOTE: After the reset procedure is performed, on the panel 35VU, the AC ESS FEED push-button switch must be released, and then pushed. The ESS TR no longer supplies the DC ESS BUS (4PP). On the lower ECAM display unit, the normal configuration comes into view. Batteries The battery system is composed of two batteries which are mainly used to start the APU and supply AC and DC essential network in emergency configuration. Each battery is associated to one Battery Charge Limiter (BCL). The BCL ensures battery charge and battery protection by controlling the battery line contactor. The two batteries are identical and inter-
24-44 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION changeable. Each battery is ventilated by two ducts. The differential pressure between the cabin and the outside is used to provide battery ventilation. Each battery has 20 nickel cadmium cells in a stainless steel case. Each cell can be removed separately. Battery nominal voltage is 24 VDC and battery nominal capacity is 23 Ah. Each battery is associated to a Battery Charge Limiter which is controlled by the corresponding battery push-button. When the BAT push-button is pressed in (AUTO position), the BCL controls the battery coupling and uncoupling. When released out, the battery is uncoupled from the network and the white OFF light comes on. NOTE: In flight, in normal configuration, the batteries are uncoupled from the network (BAT switches are set to auto). Battery parameters such as voltage, current, and warnings are displayed by the ECAM display units. The voltmeters, located on the overhead main control panel, give battery voltage indication even in a cold aircraft configuration. The BCL’s monitor the charge of the batteries. In the event of battery thermal runaway or internal short circuit, the battery is isolated, the amber FAULT light comes on and the ECAM system is activated. System failures and BITE data are sent to the Centralized Fault Display System (CFDS).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
TR Reset Before attempting a TR reset, make sure the TR is electrically supplied by its related network. The primary winding of the TR must have electrical power for a reset. Reset of the TR protection is possible from the CFDIU (CFDS interface). The reset procedure must be performed by selecting the SYSTEM REPORT/TEST item on the CFDS menu, then by selecting the involved TR on the ELEC menu. If the reset is effective, NO FAULT appears on the MCDU. If the CFDIU is not available, it is possible to reset the TR manually. To do this, push the TR RST (reset) push-button switch located on panel 103VU (for TR 1 and 2) in the avionics compartment. The reset for the Essential TR is on panel 106VU in the avionics compartment. If the reset is not possible, TR 1(2) is displayed on the MCDU and TR 1(2) FAULT stays on the upper ECAM display unit. NOTE: After the reset procedure is performed, on the panel 35VU, the AC ESS FEED push-button switch must be released, and then pushed. The ESS TR no longer supplies the DC ESS BUS (4PP). On the lower ECAM display unit, the normal configuration comes into view. Batteries The battery system is composed of two batteries which are mainly used to start the APU and supply AC and DC essential network in emergency configuration. Each battery is associated to one Battery Charge Limiter (BCL). The BCL ensures battery charge and battery protection by controlling the battery line contactor. The two batteries are identical and inter-
24-44
changeable. Each battery is ventilated by two ducts. The differential pressure between the cabin and the outside is used to provide battery ventilation. Each battery has 20 nickel cadmium cells in a stainless steel case. Each cell can be removed separately. Battery nominal voltage is 24 VDC and battery nominal capacity is 23 Ah. Each battery is associated to a Battery Charge Limiter which is controlled by the corresponding battery push-button. When the BAT push-button is pressed in (AUTO position), the BCL controls the battery coupling and uncoupling. When released out, the battery is uncoupled from the network and the white OFF light comes on. NOTE: In flight, in normal configuration, the batteries are uncoupled from the network (BAT switches are set to auto). Battery parameters such as voltage, current, and warnings are displayed by the ECAM display units. The voltmeters, located on the overhead main control panel, give battery voltage indication even in a cold aircraft configuration. The BCL’s monitor the charge of the batteries. In the event of battery thermal runaway or internal short circuit, the battery is isolated, the amber FAULT light comes on and the ECAM system is activated. System failures and BITE data are sent to the Centralized Fault Display System (CFDS).
JUN 97
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ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Battery System
Battery System JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-45 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-45
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DESCRIPTION & OPERATION EXTERNAL POWER The aircraft network can be supplied by a Ground Power Unit (90 KVA minimum) connected to an external receptacle located forward of the nose landing gear well. If the external power parameters are correct, the EXT PWR AVAIL lights on the external power receptacle and the flight deck overhead panel come on. The ground power parameters are monitored by the Ground Power Control Unit (GPCU) which activates the indicator lights. With such indications the ground cart can supply the aircraft network.
ELECTRICAL POWER DESCRIPTION & OPERATION
As soon as the external power push-button is pressed in, the Ground Power Control Unit closes the External Power Contactor to supply the aircraft electrical network. The Bus Tie Contactors (BTC 1 and BTC 2) close only if no engine generators are on line. If any external power parameter is not correct, the indicator lights stay off. The external power cannot be connected to the aircraft electrical network. The detection of a GPCU fault causes the EPC to open.
EXTERNAL POWER The aircraft network can be supplied by a Ground Power Unit (90 KVA minimum) connected to an external receptacle located forward of the nose landing gear well. If the external power parameters are correct, the EXT PWR AVAIL lights on the external power receptacle and the flight deck overhead panel come on. The ground power parameters are monitored by the Ground Power Control Unit (GPCU) which activates the indicator lights. With such indications the ground cart can supply the aircraft network.
FOR TRAINING PURPOSES ONLY
As soon as the external power push-button is pressed in, the Ground Power Control Unit closes the External Power Contactor to supply the aircraft electrical network. The Bus Tie Contactors (BTC 1 and BTC 2) close only if no engine generators are on line. If any external power parameter is not correct, the indicator lights stay off. The external power cannot be connected to the aircraft electrical network. The detection of a GPCU fault causes the EPC to open.
External Power - General Description
External Power - General Description
24-46
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-46
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DESCRIPTION & OPERATION With the ground cart running and switched on, the Ground Power Control Unit allows the activation of the indicator lights through the Pin Monitoring Relay and the Power Ready relay. The External Power Contactor is energized through a Bus Tie Contactor/Gener-
ELECTRICAL POWER DESCRIPTION & OPERATION
ator Line Contactor logic, by pressing the external power push-button. In the flight deck, the EXT PWR AVAIL light goes off as well as the NOT IN USE light on the external power receptacle.
With the ground cart running and switched on, the Ground Power Control Unit allows the activation of the indicator lights through the Pin Monitoring Relay and the Power Ready relay. The External Power Contactor is energized through a Bus Tie Contactor/Gener-
FOR TRAINING PURPOSES ONLY
ator Line Contactor logic, by pressing the external power push-button. In the flight deck, the EXT PWR AVAIL light goes off as well as the NOT IN USE light on the external power receptacle.
External Power System External Power Connected
External Power System External Power Connected JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
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JUN 97
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DESCRIPTION & OPERATION AC External Power Control (GPCU) The Ground Power Control Unit is supplied by the ground cart through the external power receptacle and analyses of the voltage inputs. The Pin Monitoring Relay (PMR) is energized when the Ground Cart is plugged in and running (voltage at pin E between 5 and 42 volts) and when the ground cart is switched ON (voltage at pin F below 42 volts and AC voltage at pins A, B and C within the limits). If the delivered parameters are correct, the Ground Power Control Unit allows the External Power Contactor to be controlled. Two conditions must be fulfilled to energize the Power Ready relay (PR): - a valid external power interlock, - delivered parameters within the limits. The Ground Power Control Unit monitors the AC and DC parameters. AC protections are: - over/under voltage, - over/under frequency, - Incorrect Phase Sequence (IPS).
24-48 FOR TRAINING PURPOSES ONLY
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION DC protection is provided by external power receptacle pin voltage monitoring. This protection system also includes a GPCU internal fault detection device. The Ground Power Control Unit contains an internal BITE system to help in system trouble-shooting. The BITE system detects and isolates active and passive failures. The BITE system consists of two sections which are operational BITE and maintenance BITE. The operational BITE identifies the protection, analyses the conditions and determines the fault origin. The maintenance BITE completes the operational BITE and performs a self test to provide an indication of system integrity in ground mode only. A Class 2 failure signal is sent to the Electrical Generation Interface Unit in order to display a Ground Power Control Unit message on the ECAM status page. The CFDS Class 2 message is labeled as: IDG 1 (2) HIGH DELTA TEMP. To enable the 3 Generator Control Units to dialogue with the Centralized Fault Display Interface Unit (CFDIU) through the Ground Power Control Unit (GPCU), the GPCU receives a back-up supply from the DC BAT BUS (301PP).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
AC External Power Control (GPCU) The Ground Power Control Unit is supplied by the ground cart through the external power receptacle and analyses of the voltage inputs. The Pin Monitoring Relay (PMR) is energized when the Ground Cart is plugged in and running (voltage at pin E between 5 and 42 volts) and when the ground cart is switched ON (voltage at pin F below 42 volts and AC voltage at pins A, B and C within the limits). If the delivered parameters are correct, the Ground Power Control Unit allows the External Power Contactor to be controlled. Two conditions must be fulfilled to energize the Power Ready relay (PR): - a valid external power interlock, - delivered parameters within the limits. The Ground Power Control Unit monitors the AC and DC parameters. AC protections are: - over/under voltage, - over/under frequency, - Incorrect Phase Sequence (IPS).
24-48
DC protection is provided by external power receptacle pin voltage monitoring. This protection system also includes a GPCU internal fault detection device. The Ground Power Control Unit contains an internal BITE system to help in system trouble-shooting. The BITE system detects and isolates active and passive failures. The BITE system consists of two sections which are operational BITE and maintenance BITE. The operational BITE identifies the protection, analyses the conditions and determines the fault origin. The maintenance BITE completes the operational BITE and performs a self test to provide an indication of system integrity in ground mode only. A Class 2 failure signal is sent to the Electrical Generation Interface Unit in order to display a Ground Power Control Unit message on the ECAM status page. The CFDS Class 2 message is labeled as: IDG 1 (2) HIGH DELTA TEMP. To enable the 3 Generator Control Units to dialogue with the Centralized Fault Display Interface Unit (CFDIU) through the Ground Power Control Unit (GPCU), the GPCU receives a back-up supply from the DC BAT BUS (301PP).
JUN 97
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DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Ground Power Control Unit (GPCU)
Ground Power Control Unit (GPCU) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-49 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-49
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AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Ground Service With EXT PWR selected ON, the whole aircraft electrical network is supplied including the AC and DC GND/FLT BUSes.
Ground Service With EXT PWR selected ON, the whole aircraft electrical network is supplied including the AC and DC GND/FLT BUSes.
Ground Service -EXT PWR Push-Button ON
24-50 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Ground Service -EXT PWR Push-Button ON JUN 97
A320 LIMITATION 1 AND 9 COURSE
24-50
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DESCRIPTION & OPERATION With EXT PWR connected and AVAIL and the MAINT BUS switch (forward galley ceiling, on panel 2000VU) set to ON, only the AC and DC GND/FLT BUSes are supplied. NOTE: If external power is in use, selecting MAINT BUS to ON has no effect.
ELECTRICAL POWER DESCRIPTION & OPERATION
Use of the Maintenance Bus switch gives limited electrical power to the cabin. Access to the flight deck is not required. Cabin Services can perform their functions when the GND/FLT BUSes are powered.
With EXT PWR connected and AVAIL and the MAINT BUS switch (forward galley ceiling, on panel 2000VU) set to ON, only the AC and DC GND/FLT BUSes are supplied. NOTE: If external power is in use, selecting MAINT BUS to ON has no effect.
Ground Service - MAINT BUS Switch ON
Ground Service - MAINT BUS Switch ON
FOR TRAINING PURPOSES ONLY
Use of the Maintenance Bus switch gives limited electrical power to the cabin. Access to the flight deck is not required. Cabin Services can perform their functions when the GND/FLT BUSes are powered.
NOTE: External power is available but not in use.
NOTE: External power is available but not in use.
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
24-51 A320 LIMITATION 1 AND 9 COURSE
JUN 97
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DESCRIPTION & OPERATION GALLEY SUPPLY The power supply provides the galleys with 115 Volts AC. There are 50 KVA available for all the galleys. This power is divided into two parts: the AFT galley power with 30 KVA and the FWD galley power with 20 KVA. With the GALLEY push-button in the AUTO position and the electrical network supplied by either the ground power unit or the APU, all the galleys are supplied. The galleys are cut off by releasing out the GALLEY push-button which causes the OFF light to come on. With the aircraft electrical network supplied by both Integrated Drive Generators, the galleys are supplied. In flight, two generators are required to supply the whole galley network: - two IDG’s or - IDG 1(2) and APU GEN.
DESCRIPTION & OPERATION NOTE: On the ground, with no APU and no external power, two IDG’s are required to supply the whole galley network. If the Generator Control Unit detects a generator overload, the galley FAULT light comes on. In this case the galleys have to be manually cut off. Galley Auto Shedding On the ground, in case of an APU generator overload, the whole galley network is automatically shed. At the same time, the galley FAULT light comes on and the ECAM system is triggered. Galley auto shedding can also occur in flight. In flight, in single generator operation configuration, the power fed to the galleys is limited to 10 KVA; 5 KVA for FWD galleys and 5 KVA for AFT galleys. The GALLEY SHED indication is displayed on the ELEC ECAM page.
GALLEY SUPPLY The power supply provides the galleys with 115 Volts AC. There are 50 KVA available for all the galleys. This power is divided into two parts: the AFT galley power with 30 KVA and the FWD galley power with 20 KVA. With the GALLEY push-button in the AUTO position and the electrical network supplied by either the ground power unit or the APU, all the galleys are supplied. The galleys are cut off by releasing out the GALLEY push-button which causes the OFF light to come on. With the aircraft electrical network supplied by both Integrated Drive Generators, the galleys are supplied. In flight, two generators are required to supply the whole galley network: - two IDG’s or - IDG 1(2) and APU GEN.
FOR TRAINING PURPOSES ONLY
NOTE: On the ground, with no APU and no external power, two IDG’s are required to supply the whole galley network. If the Generator Control Unit detects a generator overload, the galley FAULT light comes on. In this case the galleys have to be manually cut off. Galley Auto Shedding On the ground, in case of an APU generator overload, the whole galley network is automatically shed. At the same time, the galley FAULT light comes on and the ECAM system is triggered. Galley auto shedding can also occur in flight. In flight, in single generator operation configuration, the power fed to the galleys is limited to 10 KVA; 5 KVA for FWD galleys and 5 KVA for AFT galleys. The GALLEY SHED indication is displayed on the ELEC ECAM page.
Galley Electrical Supply Schematic
Galley Electrical Supply Schematic
24-52
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-52
JUN 97
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ELECTRICAL POWER
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DESCRIPTION & OPERATION REFUELING ON BATTERY The refueling electrical network consists of busbars 501PP and 502PP. It is supplied as soon as the refuel door located on the right wing is opened. Two supplies are then possible: - 28VDC service bus 601PP (supplied from normal network or via MAINT BUS switch). - Hot bus 701PP if no other power is available. NOTE: When the MAINT BUS switch is set to ON, as soon as refuel door is opened, relay 8PR is energized by service bus 601PP via relay 5PR. Refueling busbars 501PP and 502PP are then supplied by service bus 601PP via relay 8PR.
DESCRIPTION & OPERATION NOTE: In normal supply configuration, contactor 3PX is opened and contactor 8PN is closed. When the spring loaded switch 10PR is set to ON and the refuel door is opened, relay 5PR is energized by HOT BUS 701PP. Relay 8PR is energized, allowing refueling busbars to be supplied by HOT BUS 701PP. Relay 11PR is energized by 501PP via mode selector 3QU so that relay 5PR remains energized. The time delay closing relay 12PR is energized by 701PP. When it closes after 10 minutes, refueling power is automatically cut off even if refuel door is still open.
REFUELING ON BATTERY The refueling electrical network consists of busbars 501PP and 502PP. It is supplied as soon as the refuel door located on the right wing is opened. Two supplies are then possible: - 28VDC service bus 601PP (supplied from normal network or via MAINT BUS switch). - Hot bus 701PP if no other power is available. NOTE: When the MAINT BUS switch is set to ON, as soon as refuel door is opened, relay 8PR is energized by service bus 601PP via relay 5PR. Refueling busbars 501PP and 502PP are then supplied by service bus 601PP via relay 8PR.
FOR TRAINING PURPOSES ONLY
NOTE: In normal supply configuration, contactor 3PX is opened and contactor 8PN is closed. When the spring loaded switch 10PR is set to ON and the refuel door is opened, relay 5PR is energized by HOT BUS 701PP. Relay 8PR is energized, allowing refueling busbars to be supplied by HOT BUS 701PP. Relay 11PR is energized by 501PP via mode selector 3QU so that relay 5PR remains energized. The time delay closing relay 12PR is energized by 701PP. When it closes after 10 minutes, refueling power is automatically cut off even if refuel door is still open.
Refueling on Battery Schematic
Refueling on Battery Schematic JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-53 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Electrical Control Panel Location: Overhead Panel
Electrical Control Panel Location: Overhead Panel
BAT FAULT Light Illuminates amber when the charging current for the corresponding battery increases at an abnormal rate. In addition, the battery contactor opens.
BAT Indication Displays the battery voltage.
DC BUS 1
BAT 1
1
BAT
FAULT
2
BAT 2 AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF GALLEY
E L E C
FAULT OFF
A U T O
AC BUS 1
GEN 1
APU GEN
FAULT OFF
A U T O
1
BAT
FAULT
AVAIL
FAULT
OFF
ON
OFF
OFF
AC BUS 1
OFF
FAULT ALTN
FAULT
FAULT
A320 LIMITATION 1 AND 9 COURSE
IDG 2
APU GEN
EXT PWR
GEN 2
FAULT
FAULT
AVAIL
FAULT
OFF
OFF
ON
OFF
OFF - The battery charge limiter is not operating and the battery line contactor is open. The OFF light illuminates white provided the DC BAT bus is powered The HOT BAT buses remain powered.
24-54
A U T O
GEN 1
OFF - The battery charge limiter is not operating and the battery line contactor is open. The OFF light illuminates white provided the DC BAT bus is powered The HOT BAT buses remain powered.
JUN 97
E L E C
AC BUS 2
BUS TIE
IDG 1
IDG 2 GEN 2
FAULT
A U T O
DC BUS 2
AC ESS BUS
OFF
E L E C
BAT Switch Controls the operation of the corresponding battery charge limiter. Auto - The batteries are automatically connected to the DC BAT bus during the following: - APU starting (APU MASTER switch ON and N less than 95%). - Battery charging (voltage below 26.5 volts). - Below 100 knots on the ground with a loss of AC buses 1 and 2.
FOR TRAINING PURPOSES ONLY
BAT 2 AC ESS FEED
BAT Switch Controls the operation of the corresponding battery charge limiter. Auto - The batteries are automatically connected to the DC BAT bus during the following: - APU starting (APU MASTER switch ON and N less than 95%). - Battery charging (voltage below 26.5 volts). - Below 100 knots on the ground with a loss of AC buses 1 and 2.
24-54
2
FAULT
GALLEY
E L E C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
BAT FAULT Light Illuminates amber when the charging current for the corresponding battery increases at an abnormal rate. In addition, the battery contactor opens.
BAT Indication Displays the battery voltage.
OFF
FAULT
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Electrical Control Panel Location: Overhead Panel
Electrical Control Panel Location: Overhead Panel GEN FAULT Light Illuminates amber if a protection trip is initiated by the generator control unit (GCU), or the line contactor opens without selecting the respective GEN switch OFF.
GEN Switch On - The generator field is energized and the line contactor closes provided electrical parameters are normal. OFF - The generator field is de-energized and the line contactor opens. The fault circuit is reset.
DC BUS 1
BAT 1
1
BAT
FAULT
2
BAT 2 AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF GALLEY
E L E C
FAULT OFF
A U T O
AC BUS 1
GEN 1
APU GEN
FAULT OFF
A U T O
FOR TRAINING PURPOSES ONLY
E L E C
2
BAT 2
FAULT
AVAIL
FAULT
OFF
ON
OFF
FAULT OFF
A U T O
AC BUS 1
FAULT
FAULT
APU GEN FAULT Light Illuminates amber if a protection trip is initiated by the generator control unit (GCU), or the line contactor opens without selecting the APU GEN switch OFF. The APU GEN FAULT light is inhibited when APU speed is low
DC BUS 2
FAULT
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
E L E C
AC BUS 2
BUS TIE
IDG 1
IDG 2
A U T O
IDG 2
GEN 1
APU GEN
EXT PWR
GEN 2
FAULT
FAULT
AVAIL
FAULT
OFF
OFF
ON
OFF
APU GEN Switch On - The APU generator field is energized and the line contactor closes provided electrical parameters are normal and the EXT PWR line contactor is open. The bus tie contactor (1 and or 2) automatically closes if generators 1 and or 2 are not operating.
OFF
FAULT
APU GEN FAULT Light Illuminates amber if a protection trip is initiated by the generator control unit (GCU), or the line contactor opens without selecting the APU GEN switch OFF. The APU GEN FAULT light is inhibited when APU speed is low
OFF - The generator field is de-energized and the line contactor opens. The fault circuit is reset.
OFF - The generator field is de-energized and the line contactor opens. The fault circuit is reset.
JUN 97
BAT
OFF
GEN 2
APU GEN Switch On - The APU generator field is energized and the line contactor closes provided electrical parameters are normal and the EXT PWR line contactor is open. The bus tie contactor (1 and or 2) automatically closes if generators 1 and or 2 are not operating.
1
GALLEY
E L E C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
GEN FAULT Light Illuminates amber if a protection trip is initiated by the generator control unit (GCU), or the line contactor opens without selecting the respective GEN switch OFF.
GEN Switch On - The generator field is energized and the line contactor closes provided electrical parameters are normal. OFF - The generator field is de-energized and the line contactor opens. The fault circuit is reset.
24-55 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Electrical Control Panel Location: Overhead Panel
Electrical Control Panel Location: Overhead Panel
EXT PWR Switch When pushed with the EXT PWR AVAIL light illuminated: - External power line contactor closes. - AVAIL light goes off. - ON light illuminates. The ON light remains illuminated when the enginedriven generators supply electrical power. When pushed with the EXT PWR ON light illuminated: - External power line contactor opens. - ON light goes off. - AVAIL light illuminates.
EXT PWR Switch When pushed with the EXT PWR AVAIL light illuminated: - External power line contactor closes. - AVAIL light goes off. - ON light illuminates. The ON light remains illuminated when the enginedriven generators supply electrical power. When pushed with the EXT PWR ON light illuminated: - External power line contactor opens. - ON light goes off. - AVAIL light illuminates.
DC BUS 1
BAT 1
1
BAT
FAULT OFF
EXT PWR AVAIL Light Illuminates green provided external power is plugged in and electrical parameters are normal.
2
BAT 2 AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
GALLEY
E L E C
FAULT OFF
A U T O
AC BUS 1
GEN 1
APU GEN
FAULT OFF
A U T O
1
BAT
OFF
2
E L E C
FAULT
AVAIL
FAULT
OFF
ON
OFF
OFF
A U T O
AC BUS 1
OFF
FAULT
AC ESS BUS
ALTN
FAULT
FAULT
GEN 1
APU GEN
FAULT OFF
FAULT
AVAIL
FAULT
OFF
ON
OFF
OFF - Both bus tie contactors are open.
FOR TRAINING PURPOSES ONLY
A320 LIMITATION 1 AND 9 COURSE
IDG 2 GEN 2
OFF - Both bus tie contactors are open.
24-56
A U T O
EXT PWR
BUS TIE Switch AUTO - The bus tie contactors open or close automatically to maintain power supply to AC buses 1 and 2. One contactor is closed when one enginedriven generator supplies the associated AC bus and the APU generator or external power supplies the other side. Both contactors are closed in case of one engine-driven generator, APU generator, or external power supply.
JUN 97
E L E C
AC BUS 2
BUS TIE
IDG 1
IDG 2 GEN 2
FAULT
DC BUS 2 AC ESS FEED
BUS TIE Switch AUTO - The bus tie contactors open or close automatically to maintain power supply to AC buses 1 and 2. One contactor is closed when one enginedriven generator supplies the associated AC bus and the APU generator or external power supplies the other side. Both contactors are closed in case of one engine-driven generator, APU generator, or external power supply.
24-56
BAT 2
FAULT
GALLEY
E L E C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
EXT PWR AVAIL Light Illuminates green provided external power is plugged in and electrical parameters are normal.
OFF
FAULT
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Electrical Control Panel Location: Overhead Panel
Electrical Control Panel Location: Overhead Panel AC ESS FEED FAULT Light Illuminates amber when the AC ESS BUS is not electrically powered.
AC ESS FEED Switch Enables the AC ESS BUS to be powered via AC BUS 2 instead of AC BUS 1. Normal - AC ESS BUS is supplied from AC BUS 1.
Normal - AC ESS BUS is supplied from AC BUS 1.
ALTN - AC ESS BUS is supplied from AC BUS 2.
ALTN - AC ESS BUS is supplied from AC BUS 2.
DC BUS 1
BAT 1
1
BAT
FAULT
2
BAT 2 AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF GALLEY
E L E C
FAULT OFF
A U T O
AC BUS 1
GEN 1
APU GEN
FAULT OFF
A U T O
FOR TRAINING PURPOSES ONLY
E L E C
2
BAT 2
FAULT
AVAIL
FAULT
OFF
ON
OFF
FAULT OFF
A U T O
AC BUS 1
FAULT
FAULT
IDG FAULT Light Illuminates amber in case of IDG oil outlet overheat or IDG low oil pressure (inhibited below 14% N2).
DC BUS 2
FAULT
AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
E L E C
AC BUS 2
BUS TIE
IDG 1
IDG 2
GEN 1
APU GEN
FAULT OFF
A U T O
IDG 2 EXT PWR
GEN 2
FAULT
AVAIL
FAULT
OFF
ON
OFF
IDG Switch Guarded, and normally spring loaded out. When pushed, the IDG is disconnected from its drive shaft and can only be reconnected on the ground.
OFF
FAULT
IDG FAULT Light Illuminates amber in case of IDG oil outlet overheat or IDG low oil pressure (inhibited below 14% N2).
CAUTION: If the switch is pushed for more than 3 seconds, the disconnect mechanism may be damaged. Do not disconnect the IDG when the engine is windmilling. An incomplete disconnection could occur and cause IDG damage at engine start.
CAUTION: If the switch is pushed for more than 3 seconds, the disconnect mechanism may be damaged. Do not disconnect the IDG when the engine is windmilling. An incomplete disconnection could occur and cause IDG damage at engine start.
JUN 97
BAT
OFF
GEN 2
IDG Switch Guarded, and normally spring loaded out. When pushed, the IDG is disconnected from its drive shaft and can only be reconnected on the ground.
1
GALLEY
E L E C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
AC ESS FEED FAULT Light Illuminates amber when the AC ESS BUS is not electrically powered.
AC ESS FEED Switch Enables the AC ESS BUS to be powered via AC BUS 2 instead of AC BUS 1.
24-57 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-57
UNITED AIRLINES
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A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS Electrical Control Panel Location: Overhead Panel
Electrical Control Panel Location: Overhead Panel GALLEY Switch AUTO - The galleys are electrically powered. The main galley bus is automatically shed when only one generator is operating, except on the ground when the APU or external power is available.
GALLEY Switch AUTO - The galleys are electrically powered. The main galley bus is automatically shed when only one generator is operating, except on the ground when the APU or external power is available.
OFF - The galleys are not electrically powered.
OFF - The galleys are not electrically powered.
DC BUS 1
BAT 1
1
BAT
FAULT
2
BAT 2 AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF FAULT OFF
A U T O
AC BUS 1
GEN 1
APU GEN
FAULT OFF
A U T O
1
BAT
BAT 2
DC BUS 2 AC ESS FEED
OFF
FAULT
AC ESS BUS
ALTN
OFF
E L E C
FAULT
AVAIL
FAULT
OFF
ON
OFF
FAULT OFF
A U T O
AC BUS 1
FAULT
FAULT
GEN 1
APU GEN
FAULT OFF
A U T O
IDG 2 EXT PWR
GEN 2
FAULT
AVAIL
FAULT
OFF
ON
OFF
OFF
GALLEY FAULT Light Illuminates amber when any generator load is above 100% of its rated output.
GALLEY FAULT Light Illuminates amber when any generator load is above 100% of its rated output.
External Power Panel Location: Nose Gear
External Power Panel Location: Nose Gear
FLT INT
EXT PWR
AVAIL
LIGHT TEST
COCKPIT CALL
ADIRU & AVNCS VENT
COCKPIT CALL
RESET
108 VU
NOT IN USE
APU FIRE
24-58 FOR TRAINING PURPOSES ONLY
AVAIL
LIGHT TEST
COCKPIT CALL
ADIRU & AVNCS VENT
COCKPIT CALL
RESET
APU FIRE
APU SHUT OFF
APU SHUT OFF
EXT PWR NOT IN USE Light Illuminates white when external power is connected but is not supplying electrical power.
FAULT
FLT INT
108 VU
NOT IN USE
E L E C
AC BUS 2
BUS TIE
IDG 1
IDG 2 GEN 2
EXT PWR
2
FAULT
GALLEY
E L E C
AC BUS 2
EXT PWR
OFF
BAT 1
FAULT
BUS TIE
IDG 1
FAULT
DC BUS 1
DC BUS 2
FAULT
GALLEY
E L E C
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
EXT PWR AVAIL Light Illuminates amber to indicate that external power electrical parameters are normal.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
EXT PWR NOT IN USE Light Illuminates white when external power is connected but is not supplying electrical power.
24-58
EXT PWR AVAIL Light Illuminates amber to indicate that external power electrical parameters are normal.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Emergency Electrical Power Control Panel Location: Overhead Panel
Emergency Electrical Power Control Panel Location: Overhead Panel
GEN 1 LINE Switch OFF - (Used for smoke procedure). Causes the generator 1 line contactor to open. The AC bus 1 channel is supplied from generator 2 through the tie bus. In addition, generator 1 powers a fuel pump in each wing tank.
RAT & EMER GEN FAULT LIGHT Illuminates red with a loss of power to AC buses 1 and 2 if: - The emergency generator is not supplying electrical power, and - the nose gear is up.
GEN 1 LINE Switch OFF - (Used for smoke procedure). Causes the generator 1 line contactor to open. The AC bus 1 channel is supplied from generator 2 through the tie bus. In addition, generator 1 powers a fuel pump in each wing tank.
EMER ELEC PWR
EMER ELEC PWR EMER GEN TEST GEN 1 LINE
SMOKE
OFF
RAT & EMER GEN
FAULT
EMER GEN TEST
MAN ON
GEN 1 LINE
A U T O
SMOKE
OFF
FAULT
MAN ON
A U T O
MAN ON Switch AUTO - The RAT extends automatically, provided AC bus 1 and 2 are not electrically powered and speed is above 100 knots. If the landing gear is up, the emergency generator is hydraulically powered by the blue system. The emergency generator is connected to the electrical system when electrical parameters are normal.
ON - The RAT extends. Emergency generator coupling occurs provided the landing gear is up. WARNING: RAT extension will occur any time the EMER ELEC POWER MAN ON switch is selected. The switch is always powered.
When pushed and held with only the batteries supplying electrical power, the AC ESS bus is powered by the static inverter.
WARNING: RAT extension will occur any time the EMER ELEC POWER MAN ON switch is selected. The switch is always powered.
MAN ON Switch AUTO - The RAT extends automatically, provided AC bus 1 and 2 are not electrically powered and speed is above 100 knots. If the landing gear is up, the emergency generator is hydraulically powered by the blue system. The emergency generator is connected to the electrical system when electrical parameters are normal.
When pushed and held with only the batteries supplying electrical power, the AC ESS bus is powered by the static inverter.
FOR TRAINING PURPOSES ONLY
RAT & EMER GEN
EMER GEN TEST Switch Normally used by maintenance personnel. When pushed and held with the AC buses normally powered: - The emergency generator is hydraulically powered provided the blue electric pump is operating. - The AC ESS and DC ESS buses are connected to the emergency generator (the AC and DC ESS SHED buses are not powered). - The ECAM ELEC page is automatically displayed on the ground.
EMER GEN TEST Switch Normally used by maintenance personnel. When pushed and held with the AC buses normally powered: - The emergency generator is hydraulically powered provided the blue electric pump is operating. - The AC ESS and DC ESS buses are connected to the emergency generator (the AC and DC ESS SHED buses are not powered). - The ECAM ELEC page is automatically displayed on the ground.
JUN 97
RAT & EMER GEN FAULT LIGHT Illuminates red with a loss of power to AC buses 1 and 2 if: - The emergency generator is not supplying electrical power, and - the nose gear is up.
24-59 A320 LIMITATION 1 AND 9 COURSE
JUN 97
ON - The RAT extends. Emergency generator coupling occurs provided the landing gear is up.
24-59
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UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
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AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
Hydraulic Panel (RAT Manual On) Location: Overhead Panel
Hydraulic Panel (RAT Manual On) Location: Overhead Panel
GREEN
BLUE
GREEN
YELLLOW
BLUE
YELLLOW PTU
PTU RAT MAN ON FAULT
H Y D
ELEC PUMP
OFF
ENG 1 PUMP FAULT
FAULT
OFF
OFF
A U T O
A U T O
RAT MAN ON FAULT ELEC PUMP ENG 2 PUMP FAULT
FAULT OFF
H Y D
H Y D
OFF
ELEC PUMP
FAULT
FAULT
OFF
OFF
RAT MAN ON Switch
RAT MAN ON Switch
ON - The RAT extends but emergency generator coupling does not occur. This configuration is intended for use in flight to supply Blue hydraulic pressure (no electrical power is supplied).
ON - The RAT extends but emergency generator coupling does not occur. This configuration is intended for use in flight to supply Blue hydraulic pressure (no electrical power is supplied).
WARNING: Rat Extension Will Occur Any Time The Rat Man On Switch Is Selected. The Switch Is Always Powered.
WARNING: Rat Extension Will Occur Any Time The Rat Man On Switch Is Selected. The Switch Is Always Powered.
24-60 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-60
OFF
ENG 1 PUMP A U T O
A U T O
ELEC PUMP ENG 2 PUMP FAULT
FAULT OFF
H Y D
OFF
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM Electrical Page Location: Lower ECAM
ECAM Electrical Page Location: Lower ECAM
Battery Charge/Discharge Indication (Green) - Battery contactor is closed. Battery charging current is greater than 1 A. (Amber) - Battery contactor is closed. Battery discharge current is greater than 1 A. (Green) - Battery contactor is closed. Current is less than 1A. Battery contactor is open.
Battery Charge/Discharge Indication (Green) - Battery contactor is closed. Battery charging current is greater than 1 A. (Amber) - Battery contactor is closed. Battery discharge current is greater than 1 A. (Green) - Battery contactor is closed. Current is less than 1A. Battery contactor is open.
SHED Indication Appears amber when the respective AC or DC ESS SHED bus is off.
ELEC
BAT 1
28 V 150 A
DC BAT
28 V 150 A
DC 1 Bus Indication Normally appears green. Becomes amber when the corresponding bus is off.
SHED Indication Appears amber when the respective AC or DC ESS SHED bus is off.
BAT 2
SHED TR 1
ESS TR
EMER GEN
TR 2
28 V 150 A
28 V 130 A
116 V 400 HZ
28 V 150 A
AC 1
Bus Indication Normally appears green. Becomes amber when the corresponding bus is off.
GEN 1
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
EXT PWR
FOR TRAINING PURPOSES ONLY
DC 2 DC ESS SHED
TR 1
ESS TR
EMER GEN
TR 2
28 V 150 A
28 V 130 A
116 V 400 HZ
28 V 150 A
26 % 116 V 116 V 400 HZ 400 HZ 115˚C RISE 22
26 % 116 V 400 HZ
26 % 116 V 400 HZ
AC 2
AC ESS
GEN 2
26 % 26 % 116 V 116 V 116 V 400 HZ 400 HZ 400 HZ 115˚C IDG 2
APU GEN
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
IDG 2 DISC
EXT PWR
RISE 22
DISC
ESS TR Indication Normally appears white. Becomes amber when the following normal parameters are exceeded. Essential TR voltage indication normally appears green. Becomes amber if voltage is less than 25 V or greater than 31 V. Essential TR current indication normally appears green. Becomes amber when TR current is less than or equal to 5 A. Voltage and current indications are not displayed when the essential TR contactor is open.
ESS TR Indication Normally appears white. Becomes amber when the following normal parameters are exceeded. Essential TR voltage indication normally appears green. Becomes amber if voltage is less than 25 V or greater than 31 V. Essential TR current indication normally appears green. Becomes amber when TR current is less than or equal to 5 A. Voltage and current indications are not displayed when the essential TR contactor is open.
JUN 97
28 V 150 A
GEN 1
GEN 2 APU GEN
BAT 2
DC BAT
SHED
SHED
26 % 116 V 400 HZ
28 V 150 A
AC 1
AC 2
AC ESS
BAT 1
DC 1
DC 2 DC ESS
ELEC
24-61 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-61
UNITED AIRLINES
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A318/A319/A320
ELECTRICAL POWER
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AIRCRAFT REFERENCE GUIDE
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ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM Electrical Page Location: Lower ECAM
ECAM Electrical Page Location: Lower ECAM GEN Indication Normally appears white when GEN switch is on. Becomes amber when the following normal parameters are exceeded. Generator load nominally appears green. Becomes amber if load exceeds 100%. Generator voltage normally appears green. Becomes amber if voltage is less than 110 V or greater than 120 V. Generator frequency normally appears green. Becomes amber if the frequency is less than 390 Hz or greater than 410 Hz. When the GEN switch is OFF, the GEN indication is amber and a white OFF indication appears. In addition, the respective 1 or 2 appears white if the associated engine is running, or amber when the engine stops.
GEN Indication Normally appears white when GEN switch is on. Becomes amber when the following normal parameters are exceeded. Generator load nominally appears green. Becomes amber if load exceeds 100%. Generator voltage normally appears green. Becomes amber if voltage is less than 110 V or greater than 120 V. Generator frequency normally appears green. Becomes amber if the frequency is less than 390 Hz or greater than 410 Hz. When the GEN switch is OFF, the GEN indication is amber and a white OFF indication appears. In addition, the respective 1 or 2 appears white if the associated engine is running, or amber when the engine stops.
ELEC
BAT 1
28 V 150 A
BAT 2
DC BAT
ELEC
28 V 150 A
DC 1
BAT 1
28 V 150 A
BAT 2
DC BAT
DC 1
DC 2
DC 2 DC ESS
DC ESS
SHED
SHED TR 1
ESS TR
EMER GEN
TR 2
28 V 150 A
28 V 150 A
28 V 130 A
116 V 400 HZ
28 V 150 A
AC 2
AC 1
TR 1
ESS TR
EMER GEN
TR 2
28 V 150 A
28 V 130 A
116 V 400 HZ
AC 1
AC ESS
GEN 1
GEN 1
GEN 2 APU GEN
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
EXT PWR
26 % 116 V 116 V 400 HZ 400 HZ 115˚C RISE 22
26 % 116 V 400 HZ
26 % 116 V 400 HZ
FOR TRAINING PURPOSES ONLY
GEN 2
26 % 26 % 116 V 116 V 116 V 400 HZ 400 HZ 400 HZ 115˚C IDG 2
APU GEN
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
IDG 2 DISC
EXT PWR
RISE 22
DISC
LO PR Indication Appears amber when IDG low pressure is detected with the associated engine running.
LO PR Indication Appears amber when IDG low pressure is detected with the associated engine running.
24-62
AC 2
AC ESS SHED
SHED
26 % 116 V 400 HZ
28 V 150 A
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-62
JUN 97
UNITED AIRLINES
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ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM Electrical Page Location: Lower ECAM DC BAT Indication Normally appears green. Becomes amber if DC battery voltage is less than or equal to 25 V.
ECAM Electrical Page Location: Lower ECAM DC BAT Indication Normally appears green. Becomes amber if DC battery voltage is less than or equal to 25 V.
ELEC
BAT 1
BAT 2
28 V 150 A
28 V 150 A
DC BAT
DC 1 DC ESS SHED TR 1
ESS TR
EMER GEN
28 V 150 A
28 V 130 A
116 V 400 HZ
AC 1
AC ESS SHED
GEN 1
26 % 116 V 400 HZ
APU GEN
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
EXT PWR
BAT Indication Normally appears white. Becomes amber in case of a BAT FAULT warning, or when the following normal parameters are exceeded. Battery voltage normally appears green. Becomes amber if voltage is less than 25V or greater than 31 V. DC 2 Battery current normally appears green. Becomes amber if discharge curTR 2 rent is greater than 5 A. 28 V When the BAT switch is 150 A OFF, the BAT and 1 or AC 2 2" indications are white. In addition, a white OFF GEN 2 indication appears. 26 %
26 % 116 V 116 V 116 V 400 HZ 400 HZ 400 HZ 115˚C IDG 2 RISE 22
IDG Indication Normally appears white. Becomes amber with the following: - Oil outlet temperature above 185°C. - Low oil pressure. - IDG disconnected 1 or 2 indication appears white when associated engine is running, or amber when the engine stops. DISC Indication Appears amber when IDG is disconnected. Oil Outlet Temperature Indication Normally appears green. Flashes green if the temperature is between 147°C and 185°C. Becomes amber if temperature exceeds 185°C.
JUN 97 FOR TRAINING PURPOSES ONLY
ELEC
BAT 1
28 V 150 A
TR Indication Normally appears white. Becomes amber when the following normal parameters are exceeded. TR voltage indication normally appears green. Becomes amber if voltage is less than 25 V or greater than 31 V. TR current indication normally appears green. Becomes amber when TR current is less than or equal to 5 A.
24-63 A320 LIMITATION 1 AND 9 COURSE
DC BAT
28 V 150 A
DC 1 DC ESS SHED TR 1
ESS TR
EMER GEN
28 V 150 A
28 V 130 A
116 V 400 HZ
AC 1
AC ESS SHED
GEN 1
26 % 116 V 400 HZ
APU GEN
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
DISC
BAT 2
EXT PWR
BAT Indication Normally appears white. Becomes amber in case of a BAT FAULT warning, or when the following normal parameters are exceeded. Battery voltage normally appears green. Becomes amber if voltage is less than 25V or greater than 31 V. DC 2 Battery current normally appears green. Becomes amber if discharge curTR 2 rent is greater than 5 A. 28 V When the BAT switch is 150 A OFF, the BAT and 1 or AC 2 2" indications are white. In addition, a white OFF GEN 2 indication appears. 26 %
26 % 116 V 116 V 116 V 400 HZ 400 HZ 400 HZ 115˚C IDG 2 RISE 22
IDG Indication Normally appears white. Becomes amber with the following: - Oil outlet temperature above 185°C. - Low oil pressure. - IDG disconnected 1 or 2 indication appears white when associated engine is running, or amber when the engine stops. DISC Indication Appears amber when IDG is disconnected. Oil Outlet Temperature Indication Normally appears green. Flashes green if the temperature is between 147°C and 185°C. Becomes amber if temperature exceeds 185°C.
JUN 97
DISC
TR Indication Normally appears white. Becomes amber when the following normal parameters are exceeded. TR voltage indication normally appears green. Becomes amber if voltage is less than 25 V or greater than 31 V. TR current indication normally appears green. Becomes amber when TR current is less than or equal to 5 A.
24-63
UNITED AIRLINES
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A318/A319/A320
ELECTRICAL POWER
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AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM Electrical Page Location: Lower ECAM
ECAM Electrical Page Location: Lower ECAM GALLEY SHED Indication Appears white when the GALLEY switch is OFF, or when the main galley bus is automatically shed during a dual TR failure or one generator operation (except on the ground when the APU or external power is available).
GALLEY SHED Indication Appears white when the GALLEY switch is OFF, or when the main galley bus is automatically shed during a dual TR failure or one generator operation (except on the ground when the APU or external power is available). ELEC
BAT 1
BAT 2
28 V 150 A
28 V 150 A
DC BAT
DC 1
ELEC
BAT 1
28 V 150 A
BAT 2
DC BAT
DC 1
DC 2
DC 2 DC ESS
DC ESS
SHED
SHED TR 1
ESS TR
EMER GEN
TR 2
28 V 150 A
28 V 150 A
28 V 130 A
116 V 400 HZ
28 V 150 A
AC 2
AC 1
TR 1
ESS TR
EMER GEN
TR 2
28 V 150 A
28 V 130 A
116 V 400 HZ
AC 1
AC ESS
GEN 1
GEN 1
GEN 2 APU GEN
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
EXT PWR
26 % 116 V 116 V 400 HZ 400 HZ 115˚C RISE 22
26 % 116 V 400 HZ
26 % 116 V 400 HZ
FOR TRAINING PURPOSES ONLY
GEN 2
26 % 26 % 116 V 116 V 116 V 400 HZ 400 HZ 400 HZ 115˚C IDG 2
APU GEN
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
IDG 2 DISC
EXT PWR
RISE 22
DISC
APU GEN Indication With APU MASTER switch off: - APU GEN appears white regardless of the APU GEN switch position. With APU MASTER switch ON: - APU GEN appears amber with APU GEN switch OFF. In addition, a white OFF indication appears. - APU parameters appear when the APU GEN switch is selected on. - APU generator load normally appears green. Turns amber if load exceeds 100%. - APU generator voltage normally appears green. Turns amber if voltage is less than 110 V or greater than 120 V. - APU generator frequency normally appears green. Turns amber if the frequency is less than 390 Hz or greater than 410 Hz.
APU GEN Indication With APU MASTER switch off: - APU GEN appears white regardless of the APU GEN switch position. With APU MASTER switch ON: - APU GEN appears amber with APU GEN switch OFF. In addition, a white OFF indication appears. - APU parameters appear when the APU GEN switch is selected on. - APU generator load normally appears green. Turns amber if load exceeds 100%. - APU generator voltage normally appears green. Turns amber if voltage is less than 110 V or greater than 120 V. - APU generator frequency normally appears green. Turns amber if the frequency is less than 390 Hz or greater than 410 Hz.
24-64
AC 2
AC ESS SHED
SHED
26 % 116 V 400 HZ
28 V 150 A
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-64
JUN 97
UNITED AIRLINES
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ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
ECAM Electrical Page Location: Lower ECAM
ECAM Electrical Page Location: Lower ECAM
EMER GEN Indication Normally appears white. Turns amber when the following normal parameters are exceeded. Emergency generator voltage indication normally appears green. Turns amber if the voltage is less than 110 V or greater than 120 V. Emergency generator frequency normally appears green. Turns amber if the frequency is less than 390 Hz or greater than 410 Hz. Voltage and frequency indications are not displayed when the emergency generator line contactor is open.
EMER GEN Indication Normally appears white. Turns amber when the following normal parameters are exceeded. Emergency generator voltage indication normally appears green. Turns amber if the voltage is less than 110 V or greater than 120 V. Emergency generator frequency normally appears green. Turns amber if the frequency is less than 390 Hz or greater than 410 Hz. Voltage and frequency indications are not displayed when the emergency generator line contactor is open.
ELEC
BAT 1
BAT 2
28 V 150 A
28 V 150 A
DC BAT
DC 1
ELEC
BAT 1
28 V 150 A
BAT 2
DC BAT
DC 1
DC 2
DC 2 DC ESS
DC ESS
SHED
SHED TR 1
ESS TR
EMER GEN
TR 2
28 V 150 A
28 V 150 A
28 V 130 A
116 V 400 HZ
28 V 150 A
AC 2
AC 1
TR 1
ESS TR
EMER GEN
TR 2
28 V 150 A
28 V 130 A
116 V 400 HZ
AC 1
AC ESS
SHED
GEN 1
GEN 1
GEN 2 APU GEN
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
EXT PWR
26 % 116 V 116 V 400 HZ 400 HZ 115˚C RISE 22
26 % 116 V 400 HZ
26 % 116 V 400 HZ
FOR TRAINING PURPOSES ONLY
GEN 2
26 % 26 % 116 V 116 V 116 V 400 HZ 400 HZ 400 HZ 115˚C IDG 2
APU GEN
GALLEY SHED
IDG 1 110˚C LO PR 22 RISE
IDG 2 DISC
EXT PWR
RISE 22
DISC
EXT PWR Indication Normally appears white. Turns amber when the following normal parameters are exceeded. External power voltage normally appears green. Turns amber if the voltage is less than 110 V or greater than 120 V. External power frequency normally appears green, Turns amber if the frequency is less than 390 Hz or greater than 410 Hz. The box is blank if external power is not available. Replaced by Static Inverter indications when Static Inverter is on line and an AC bus is powered.
EXT PWR Indication Normally appears white. Turns amber when the following normal parameters are exceeded. External power voltage normally appears green. Turns amber if the voltage is less than 110 V or greater than 120 V. External power frequency normally appears green, Turns amber if the frequency is less than 390 Hz or greater than 410 Hz. The box is blank if external power is not available. Replaced by Static Inverter indications when Static Inverter is on line and an AC bus is powered. JUN 97
AC 2
AC ESS
SHED
26 % 116 V 400 HZ
28 V 150 A
24-65 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-65
UNITED AIRLINES
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A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - Electrical Power System Report Test
CFDS - Electrical Power System Report Test
SYSTEM REPORT / TEST
MCDU MENU < FMGC < AIDS
< ELEC < FIRE PROT < RETURN
< CFDS RETURN > SELECT DESIRED SYSTEM
SYSTEM REPORT / TEST
MCDU MENU
F / CLT > FUEL > ICE&RAIN >
< AIRCOND < AFS < COM
< AIDS
INST > L/G > NAV >
< ELEC < FIRE PROT < RETURN
< CFDS RETURN > SELECT DESIRED SYSTEM
< PNEU < APU
< AVIONICS STATUS < SYSTEM REPORT/TEST POST FLIGHT REP PRINT >
< AVIONICS STATUS < SYSTEM REPORT/TEST POST FLIGHT REP PRINT >
ELEC
TR 1 > TR 2 > TR 3 >
< RETURN 24MCDU
24MCDU
FOR TRAINING PURPOSES ONLY
< RETURN
< AC GEN < GCU EMER < BCL 1 < BCL 2
TR 1 > TR 2 > TR 3 >
< RETURN
24-66
ENG > TOILET >
SYSTEM REPORT/TEST
SYSTEM REPORT/TEST ELEC
< PNEU < APU
< LAST LEG REPORT < LAST LEG ECAM REPORT < PREVIOUS LEGS REPORT
ENG > TOILET >
< RETURN
< AC GEN < GCU EMER < BCL 1 < BCL 2
SYSTEM REPORT / TEST
CFDS MENU
SYSTEM REPORT / TEST
CFDS MENU
INST > L/G > NAV >
NEXT PAGE
NEXT PAGE
< LAST LEG REPORT < LAST LEG ECAM REPORT < PREVIOUS LEGS REPORT
F / CLT > FUEL > ICE&RAIN >
< AIRCOND < AFS < COM
< FMGC
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-66
JUN 97
UNITED AIRLINES
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ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - AC GEN
CFDS - AC GEN
SYSTEM REPORT/TEST ELEC
< AC GEN < GCU EMER < BCL 1 < BCL 2
SYSTEM REPORT/TEST
AC GEN
ELEC
< AC GEN < GCU EMER < BCL 1 < BCL 2
< LAST LEG REPORT
TR 1 > TR 2 > TR 3 >
< TEST < CLASS 3 FAULTS
< TEST < CLASS 3 FAULTS
< RETURN
< RETURN
< RETURN
< RETURN
AC GEN < LAST LEG REPORT
TR 1 > TR 2 > TR 3 >
AC GEN TEST
AC GEN TEST TEST WAIT
TEST WAIT
< RETURN
PRINT *
< RETURN
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
PRINT *
< RETURN
PRINT *
24MCDU01
24MCDU01
JUN 97
TEST OK REST GEN 1 REST GEN 2
24-41-34 GPCU
TEST OK REST GEN 1 REST GEN 2
24-41-34 GPCU
AC GEN TEST
AC GEN TEST
AC GEN TEST
AC GEN TEST
24-67 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-67
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AIRCRAFT REFERENCE GUIDE
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ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - GCU EMER
CFDS - GCU EMER
SYSTEM REPORT/TEST ELEC
< AC GEN < GCU EMER < BCL 1 < BCL 2
TR 1 > TR 2 > TR 3 >
< RETURN
ELEC
< AC GEN < GCU EMER < BCL 1 < BCL 2
< RETURN
< RETURN
PRINT *
< RETURN
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
GCU EMER
TEST OK
PRINT *
< RETURN
PRINT *
24MCDU02
24MCDU02
24-68
GCU EMER < TEST
< RETURN
24-22-34 GCU X
TEST OK
24-22-34 GCU X
TR 1 > TR 2 > TR 3 >
GCU EMER
GCU EMER
GCU EMER
< RETURN
SYSTEM REPORT/TEST
GCU EMER < TEST
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-68
JUN 97
UNITED AIRLINES
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ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - BCL
CFDS - BCL
SYSTEM REPORT/TEST ELEC
< AC GEN < GCU EMER < BCL 1 < BCL 2
SYSTEM REPORT/TEST
BCL X
ELEC
< AC GEN < GCU EMER < BCL 1 < BCL 2
< LAST LEG REPORT
TR 1 > TR 2 > TR 3 >
< TEST < CLASS 3 FAULTS
< TEST < CLASS 3 FAULTS
< RETURN
< RETURN
< RETURN
< RETURN
BCL X < LAST LEG REPORT
TR 1 > TR 2 > TR 3 >
BCL X TEST
BCL X TEST TEST WAIT
TEST WAIT
24-24-00 RELAY 31XE/BCLX CIRCUIT
< RETURN
PRINT *
24-24-00 RELAY 31XE/BCLX CIRCUIT
TEST OK
< RETURN
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
PRINT *
TEST OK
< RETURN
PRINT *
24MCDU03
24MCDU03
JUN 97
BCL X TEST
BCL X TEST
BCL X TEST
BCL X TEST
24-69 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-69
UNITED AIRLINES
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A318/A319/A320
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/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
CONTROLS & INDICATIONS
CONTROLS & INDICATIONS
CFDS - TR
CFDS - TR
SYSTEM REPORT/TEST ELEC
< AC GEN < GCU EMER < BCL 1 < BCL 2
TR 1 > TR 2 > TR 3 >
< RETURN
ELEC
< AC GEN < GCU EMER < BCL 1 < BCL 2
< RETURN
< RETURN
PRINT *
< RETURN
< RETURN
PRINT *
FOR TRAINING PURPOSES ONLY
TR X
NO FAULT
PRINT *
< RETURN
PRINT *
24MCDU04
24MCDU04
24-70
TR X < RESET
< RETURN
TR X
NO FAULT
TR X
TR 1 > TR 2 > TR 3 >
TR X
TR X
TR X
< RETURN
SYSTEM REPORT/TEST
TR X < RESET
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-70
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Main Electrical Components
Main Electrical Components JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-71 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-71
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Integrated Drive Generator
Integrated Drive Generator
24-72 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-72
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Main Generation Sheet 1
AC Main Generation Sheet 1 JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-73 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-73
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Main Generation Sheet 2
24-74 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
AC Main Generation Sheet 2
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-74
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Main Generation Sheet 3
AC Main Generation Sheet 3 JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-75 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-75
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Fuel Cooled IDG Oil Cooler
Fuel Cooled IDG Oil Cooler
24-76 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-76
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
APU Generator
APU Generator JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-77 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-77
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
APU Generator Control Unit
APU Generator Control Unit
24-78 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-78
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Auxiliary Generation
AC Auxiliary Generation JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-79 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-79
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Constant Speed Motor/Generator
Constant Speed Motor/Generator
24-80 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-80
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Emergency Generation Sheet 1
AC Emergency Generation Sheet 1 JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-81 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-81
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Emergency Generation Sheet 2
AC Emergency Generation Sheet 2
24-82 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-82
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Static Inverter
Static Inverter JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-83 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-83
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
DC Generation Components
DC Generation Components
24-84 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-84
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
COMPONENT LOCATIONS
COMPONENT LOCATIONS
NOTE: TR 1 shown, TR 2 identical.
NOTE: TR 1 shown, TR 2 identical.
Main Transformer Rectifier
Main Transformer Rectifier JUN 97 FOR TRAINING PURPOSES ONLY
24-85 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-85
UNITED AIRLINES
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A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Essential Transformer Rectifier
Essential Transformer Rectifier
24-86 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-86
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
A319/A320 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
NOTE: One reset for both main TR’s and one for the ESS TR.
NOTE: One reset for both main TR’s and one for the ESS TR. TR Push-Button Reset
TR Push-Button Reset
JUN 97 FOR TRAINING PURPOSES ONLY
24-87 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-87
UNITED AIRLINES
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A318/A319/A320
ELECTRICAL POWER
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AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
DC Essential and Normal Generation Switching
DC Essential and Normal Generation Switching
24-88 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-88
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Ground Power Control Unit (GPCU)
Ground Power Control Unit (GPCU) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-89 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-89
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
AC External Power
AC External Power
24-90 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-90
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
AC Ground Service Bus
AC Ground Service Bus JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-91 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-91
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Galley Locations
Galley Locations
24-92 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-92
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Braker Panel 49VU (Sheet 1)
Circuit Braker Panel 49VU (Sheet 1) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-93 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-93
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 49VU (Sheet 2)
24-94 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 49VU (Sheet 2)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-94
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Circuit Breaker Panel 105VU
Circuit Breaker Panel 105VU JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
24-95 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-95
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Circuit Breaker Panel 106VU
24-96 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
Circuit Breaker Panel 106VU
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-96
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 121VU (Sheet 1)
Circuit Breaker Panel 121VU (Sheet 1) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-97 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 121VU (Sheet 2)
24-98 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 121VU (Sheet 2)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-98
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 121VU (Sheet 3)
Circuit Breaker Panel 121VU (Sheet 3) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-99 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-99
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 121VU (Sheet 4)
24-100 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 121VU (Sheet 4)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-100
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 121VU (Sheet 5) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 121VU (Sheet 5) 24-101
A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-101
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 121VU (Sheet 6)
24-102 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 121VU (Sheet 6)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-102
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 122VU (Sheet 1)
Circuit Breaker Panel 122VU (Sheet 1) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-103 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-103
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 122VU (Sheet 2)
24-104 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 122VU (Sheet 2)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-104
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 122VU (Sheet 3)
Circuit Breaker Panel 122VU (Sheet 3) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-105 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-105
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 122VU (Sheet 4)
24-106 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 122VU (Sheet 4)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-106
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 122VU (Sheet 5) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 122VU (Sheet 5) 24-107
A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-107
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 123VU (Sheet 1)
24-108 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 123VU (Sheet 1)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-108
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 123VU (Sheet 2)
Circuit Breaker Panel 123VU (Sheet 2) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-109 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-109
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 123VU (Sheet 3)
Circuit Breaker Panel 123VU (Sheet 3)
24-110 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-110
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 123VU (Sheet 4) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Circuit Breaker Panel 123VU (Sheet 4) 24-111
A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-111
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 124-125VU (Sheet 1)
Circuit Breaker Panel 124-125VU (Sheet 1)
24-112 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-112
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
ELECTRICAL POWER COMPONENT LOCATIONS
Circuit Breaker Panel 124-125VU (Sheet 2)
Circuit Breaker Panel 124-125VU (Sheet 2) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
24-113 A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-113
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
ELECTRICAL POWER
/A321
AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Circuit Breaker Panel 2000VU
24-114 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
Circuit Breaker Panel 2000VU
JUN 97 A320 LIMITATION 1 AND 9 COURSE
24-114
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
ELECTRICAL POWER
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Circuit Breaker Panel 2001VU JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
ELECTRICAL POWER
Circuit Breaker Panel 2001VU 24-115
A320 LIMITATION 1 AND 9 COURSE
JUN 97
24-115
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION GENERAL ................................................................................................... 2 FLIGHT DECK .......................................................................................... 4 Captain & First Officer Seats ................................................................ 4 Captain/First Officer Seat Electrical Diagram ...................................... 7 Third Occupant Seat ............................................................................. 8 Fourth Occupant Seat ............................................................................ 9 Cockpit Equipment Racks ..................................................................... 10 PASSENGER COMPARTMENT ............................................................. 12 Passenger Seats ..................................................................................... 14 Attendant Seats ..................................................................................... 17 Panels & Linings ...................................................................................18 Overhead Stowage Compartments ........................................................ 21 Passenger Service Information Units (PSIU’s) ..................................... 22 Floors .................................................................................................... 26 Service Outlets ...................................................................................... 27 GALLEYS ................................................................................................... 28 LAVATORIES ............................................................................................ 30 CARGO COMPARTMENT ...................................................................... 32 Forward Cargo Compartment ............................................................... 32 Aft Cargo Compartment ....................................................................... 32 Cargo Nesting System (A320) .............................................................. 36 Cargo Nesting System Operational Sequence (A320) .......................... 39 Light Sequnce Chart (A320) ................................................................. 40 EMERGENCY EQUIPMENT .................................................................. 42 Flight Deck Escape Facilities ................................................................ 43 Cabin Escape Facilities ......................................................................... 44 Evacuation Signaling ............................................................................ 58 Miscellaneous Emergency Equipment .................................................. 64 AVIONICS COMPARTMENT ................................................................. 68
DESCRIPTION & OPERATION GENERAL .................................................................................................. 2 FLIGHT DECK .......................................................................................... 4 Captain & First Officer Seats ............................................................... 4 Captain/First Officer Seat Electrical Diagram ...................................... 7 Third Occupant Seat ............................................................................. 8 Fourth Occupant Seat ........................................................................... 9 Cockpit Equipment Racks .................................................................... 10 PASSENGER COMPARTMENT ............................................................ 12 Passenger Seats ..................................................................................... 14 Attendant Seats ..................................................................................... 17 Panels & Linings ................................................................................... 18 Overhead Stowage Compartments ....................................................... 21 Passenger Service Information Units (PSIU’s) .................................... 22 Floors .................................................................................................... 26 Service Outlets ...................................................................................... 27 GALLEYS ................................................................................................... 28 LAVATORIES ............................................................................................ 30 CARGO COMPARTMENT ...................................................................... 32 Forward Cargo Compartment ............................................................... 32 Aft Cargo Compartment ....................................................................... 32 Cargo Nesting System (A320) .............................................................. 36 Cargo Nesting System Operational Sequence (A320) .......................... 39 Light Sequnce Chart (A320) ................................................................. 40 EMERGENCY EQUIPMENT .................................................................. 42 Flight Deck Escape Facilities ............................................................... 43 Cabin Escape Facilities ......................................................................... 44 Evacuation Signaling ............................................................................ 58 Miscellaneous Emergency Equipment ................................................. 64 AVIONICS COMPARTMENT ................................................................ 68
NOTE: Due to the nature of this chapter there are no Controls & Indications or Component Locations Sections.
NOTE: Due to the nature of this chapter there are no Controls & Indications or Component Locations Sections.
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
25-i A320 LIMITATION 1 AND 9 COURSE
25-i
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Compartment Diagram JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Compartment Diagram 25-1
A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION GENERAL The flight deck has: - the flight deck seats, - the linings and furnishings, - the flight deck equipment racks, - the flight crew foot warmers. The passenger compartment has: - the passenger compartment seats, - the cabin attendant seats, - the linings and furnishings, - the overhead stowage compartments, - the Passenger Service/Information Units (PSIU), - the curtains and partitions, - the ancillary equipment, - the floor covering, - the electrical service supply. The buffet and galleys are used to keep and prepare food, hot and cold drinks.There are: - the forward galleys, - the aft galleys, - the galley equipment. Each lavatory has a washroom function. Conditioned air, potable water and electricity is supplied to the lavatories. There are: - the forward lavatories, - the aft lavatories, - the razor supply, - the lavatory equipment.
25-2 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The aircraft has three lower-deck cargo compartments, the forward cargo compartment, the aft cargo compartment and the bulk cargo compartment. The cargo compartments have: - the lower-deck cargo nesting system, - the drainage forward and aft cargo compartment, - the linings and furnishings in the forward cargo compartment, - the linings and furnishings in the aft cargo compartment. The emergency equipment is installed in the aircraft for the safety of the passengers and crew. The emergency equipment is: - the flight deck escape facilities, - the cabin escape facilities, - the evacuation signaling equipment, - the first aid equipment, - the miscellaneous emergency equipment, - the floatation and survival equipment, - the supplementary medical equipment. The accessory compartments have: - the avionics compartment. The thermal and acoustic insulation is installed inside the fuselage. This isolates the fuselage against the outside temperature and noise.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
GENERAL The flight deck has: - the flight deck seats, - the linings and furnishings, - the flight deck equipment racks, - the flight crew foot warmers. The passenger compartment has: - the passenger compartment seats, - the cabin attendant seats, - the linings and furnishings, - the overhead stowage compartments, - the Passenger Service/Information Units (PSIU), - the curtains and partitions, - the ancillary equipment, - the floor covering, - the electrical service supply. The buffet and galleys are used to keep and prepare food, hot and cold drinks.There are: - the forward galleys, - the aft galleys, - the galley equipment. Each lavatory has a washroom function. Conditioned air, potable water and electricity is supplied to the lavatories. There are: - the forward lavatories, - the aft lavatories, - the razor supply, - the lavatory equipment.
25-2
The aircraft has three lower-deck cargo compartments, the forward cargo compartment, the aft cargo compartment and the bulk cargo compartment. The cargo compartments have: - the lower-deck cargo nesting system, - the drainage forward and aft cargo compartment, - the linings and furnishings in the forward cargo compartment, - the linings and furnishings in the aft cargo compartment. The emergency equipment is installed in the aircraft for the safety of the passengers and crew. The emergency equipment is: - the flight deck escape facilities, - the cabin escape facilities, - the evacuation signaling equipment, - the first aid equipment, - the miscellaneous emergency equipment, - the floatation and survival equipment, - the supplementary medical equipment. The accessory compartments have: - the avionics compartment. The thermal and acoustic insulation is installed inside the fuselage. This isolates the fuselage against the outside temperature and noise.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Compartment Layout JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
Compartment Layout 25-3
A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Flight Deck The flight deck is equipped with four seats: - a Captain seat, - a First Officer seat, - a Third Occupant seat located against the right aft panel, - a folding seat for the Fourth Occupant located in the flight deck left aft section. The flight deck also contains equipment racks. Captain & First Officer Seats The Captain and First Officer seats are secured to the flight deck floor. The seat moves longitudinally and vertically. In the rearmost position the seat moves sidewise towards the console, which increases the space between the pedestal and the seat and therefore enables passage of the seat occupant. This is the seat stowed position. Manual controls are fitted to the seats. They serve to unlock the seat and allow to position it in different configurations. Electrical controls are also available. They consist of a motor coupled to two reduction gears. The motor is controlled by two three-position switches. The gear motor assembly is overridden by the manual controls. Additional manual controls are used to adjust the backrest and lumbar rest positions. All the controls are of easy access and enable the occupant to select the desired position. The backrest incorporates a life vest fitted in a housing closed by means of two magnets. A lumbar rest adjustable in the vertical and horizontal directions enables adaptation of the seat to the occupant. It is possible to adjust the pedestal side armrest by means of a knurled knob located in the front.
25-4 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The armrest is hinged to the backrest. It is therefore possible to lift it vertically and stow it behind the backrest. The sidestick armrest located on the outboard side of the seat is provided with two adjustment knobs. These knobs are used to adjust the height and the tilt angle of the side stick armrest so that the pilot can rest his/her arm in its optimum position with respect to the side stick controller. Two position indicators show the selected position. The armrest is fixed to the seat pan structure and is not affected by backrest movements. It can be folded back to a vertical position to enable easy access to the crew briefcase or console. The safety harness comprises five straps and an inertia reel. The inertia reel can be locked by a control lever located behind the seat on the right side. Four lamps which serve to light the floor are located under the Captain and First Officer seats (one under each corner of the seat pan). This lighting is controlled from the instrument panel. NOTE:The Captain and First Officer seats are symmetrical and their operation is identical. The side stick armrest is composed of three main sections. These are the fixed arm, the carrier arm and the side stick table. The fixed arm supports the carrier arm and side stick table assembly and is attached to the seat pan.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Flight Deck The flight deck is equipped with four seats: - a Captain seat, - a First Officer seat, - a Third Occupant seat located against the right aft panel, - a folding seat for the Fourth Occupant located in the flight deck left aft section. The flight deck also contains equipment racks. Captain & First Officer Seats The Captain and First Officer seats are secured to the flight deck floor. The seat moves longitudinally and vertically. In the rearmost position the seat moves sidewise towards the console, which increases the space between the pedestal and the seat and therefore enables passage of the seat occupant. This is the seat stowed position. Manual controls are fitted to the seats. They serve to unlock the seat and allow to position it in different configurations. Electrical controls are also available. They consist of a motor coupled to two reduction gears. The motor is controlled by two three-position switches. The gear motor assembly is overridden by the manual controls. Additional manual controls are used to adjust the backrest and lumbar rest positions. All the controls are of easy access and enable the occupant to select the desired position. The backrest incorporates a life vest fitted in a housing closed by means of two magnets. A lumbar rest adjustable in the vertical and horizontal directions enables adaptation of the seat to the occupant. It is possible to adjust the pedestal side armrest by means of a knurled knob located in the front.
25-4
The armrest is hinged to the backrest. It is therefore possible to lift it vertically and stow it behind the backrest. The sidestick armrest located on the outboard side of the seat is provided with two adjustment knobs. These knobs are used to adjust the height and the tilt angle of the side stick armrest so that the pilot can rest his/her arm in its optimum position with respect to the side stick controller. Two position indicators show the selected position. The armrest is fixed to the seat pan structure and is not affected by backrest movements. It can be folded back to a vertical position to enable easy access to the crew briefcase or console. The safety harness comprises five straps and an inertia reel. The inertia reel can be locked by a control lever located behind the seat on the right side. Four lamps which serve to light the floor are located under the Captain and First Officer seats (one under each corner of the seat pan). This lighting is controlled from the instrument panel. NOTE:The Captain and First Officer seats are symmetrical and their operation is identical. The side stick armrest is composed of three main sections. These are the fixed arm, the carrier arm and the side stick table. The fixed arm supports the carrier arm and side stick table assembly and is attached to the seat pan.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Flight Deck Seats
Flight Deck Seats
Captain/First Officer Seats
Captain/First Officer Seats 25-5
A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Captain/First Officer Seat
Captain/First Officer Seat
Side Stick Armrest
Side Stick Armrest
25-6 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Captain/First Officer Seat Electrical Diagram
Captain/First Officer Seat Electrical Diagram JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-7 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Third Occupant Seat The Third Occupant seat is a folding seat attached to the right rear panel in the flight deck. It can slide along the Y-axis to take up a position on the aircraft centerline. No longitudinal adjustment is provided. The seat pan unfolds and locks only in the unfolded position, in the aircraft centerline. A manual control enables the seat to be moved from its stowage position to its utilization position on the aircraft centerline.
DESCRIPTION & OPERATION A second control serves to unlock the headrest. A third control serves to lock the inertia reel. The headrest can be folded down so that the circuit breaker panel can be opened while the seat is in its stowed position. A compartment closed by velcro tapes and containing a life vest is provided in the lower part of the seat. The safety harness includes five straps and an inertia reel controlled by a handle located on the left of the seat. This handle serves to lock and unlock the inertia reel.
Third Occupant Seat The Third Occupant seat is a folding seat attached to the right rear panel in the flight deck. It can slide along the Y-axis to take up a position on the aircraft centerline. No longitudinal adjustment is provided. The seat pan unfolds and locks only in the unfolded position, in the aircraft centerline. A manual control enables the seat to be moved from its stowage position to its utilization position on the aircraft centerline.
FOR TRAINING PURPOSES ONLY
A second control serves to unlock the headrest. A third control serves to lock the inertia reel. The headrest can be folded down so that the circuit breaker panel can be opened while the seat is in its stowed position. A compartment closed by velcro tapes and containing a life vest is provided in the lower part of the seat. The safety harness includes five straps and an inertia reel controlled by a handle located on the left of the seat. This handle serves to lock and unlock the inertia reel.
Third Occupant Seat
Third Occupant Seat
25-8
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-8
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Fourth Occupant Seat The Fourth Occupant seat is a folding seat located against the left rear partition in the flight deck. The seat cushion is folded down into place. It is returned to its stowed position by pressing upwards and against the partition. The lower section of the seat is provided with a compartment containing a life vest and closed by velcro tapes. The straps of the safety harness can
DESCRIPTION & OPERATION be clicked into the buckle in any order. Turning the unlocking control through a 1/ 4 turn, either clockwise or counterclockwise, releases the two shoulder straps and the lap belt. Pressing the control located on the top of the buckle releases the shoulder straps alone. The inertial reel locking control is located in the coat storage compartment.
Fourth Occupant Seat The Fourth Occupant seat is a folding seat located against the left rear partition in the flight deck. The seat cushion is folded down into place. It is returned to its stowed position by pressing upwards and against the partition. The lower section of the seat is provided with a compartment containing a life vest and closed by velcro tapes. The straps of the safety harness can
FOR TRAINING PURPOSES ONLY
be clicked into the buckle in any order. Turning the unlocking control through a 1/ 4 turn, either clockwise or counterclockwise, releases the two shoulder straps and the lap belt. Pressing the control located on the top of the buckle releases the shoulder straps alone. The inertial reel locking control is located in the coat storage compartment.
Fourth Occupant Seat
Fourth Occupant Seat JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
25-9 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-9
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Flight Deck Equipment Racks The Rear Panel 120VU is installed in the flight deck and is located on the right hand side, behind the First Officer seat. The lower rack section is divided into several compartments. Each compartment houses electrical generation equipment such as contactors, TR’s, etc. associated with the corresponding systems: - system 1 AC compartment associated with engine 1 generator, - system 2 AC compartment associated with engine 2 generator, - APU system and ground power unit AC compartment associated with the APU generators and the ground power unit, - system 1 DC compartment, - system 2 DC compartment. The center section of the rack houses the primary circuit breakers associated with
25-10 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION the electrical generation systems installed in the lower section of the rack and some primary circuit breakers. These circuit breakers are grouped per system, their functional designation is given and they are geographically located by means of placards. The upper rack section is divided into two panels and houses all the distribution circuit breakers protecting the electrical lines supplying aircraft systems. These circuit breakers are grouped per system, their functional designation is given and they are geographically located by means of placards. Access to the AC and DC electrical power centers is gained by removing the cover plates. Access to the inside of the circuit breaker panels is gained by opening the hinged panels.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Flight Deck Equipment Racks The Rear Panel 120VU is installed in the flight deck and is located on the right hand side, behind the First Officer seat. The lower rack section is divided into several compartments. Each compartment houses electrical generation equipment such as contactors, TR’s, etc. associated with the corresponding systems: - system 1 AC compartment associated with engine 1 generator, - system 2 AC compartment associated with engine 2 generator, - APU system and ground power unit AC compartment associated with the APU generators and the ground power unit, - system 1 DC compartment, - system 2 DC compartment. The center section of the rack houses the primary circuit breakers associated with
25-10
the electrical generation systems installed in the lower section of the rack and some primary circuit breakers. These circuit breakers are grouped per system, their functional designation is given and they are geographically located by means of placards. The upper rack section is divided into two panels and houses all the distribution circuit breakers protecting the electrical lines supplying aircraft systems. These circuit breakers are grouped per system, their functional designation is given and they are geographically located by means of placards. Access to the AC and DC electrical power centers is gained by removing the cover plates. Access to the inside of the circuit breaker panels is gained by opening the hinged panels.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Rear Panel 120VU JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
Rear Panel 120VU 25-11 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-11
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
PASSENGER COMPARTMENT The equipment and furnishings which are installed in the passenger seating area are: - passenger seats, - cabin attendant seats, - linings and furnishings that cover the compartment structure, - overhead stowage compartments are for stowage of passenger carry-on baggage and other equipment, - passenger service/information units, - textile floor coverings. The equipment and furnishings which are installed in the utility areas are: - cabin attendant seats, - Passenger Service Units (PSU’s) are installed at passenger and attendant locations throughout the cabin, - curtains and partitions are used to divide the utility areas and the seating sections, - ancillary equipment has different stowage units, - nontextile floor coverings, - vacuum cleaner sockets give electrical power to clean the cabin interior, - galleys, - lavatories. Additional equipment also installed in the cabin is: - emergency escape slide/slide rafts, - first aid equipment, - miscellaneous emergency equipment. NOTE: The A319 fuselage is 12 ft shorter than the A320 fuselage and therefore has fewer passenger seats. A319 aircraft have 8 first class seats and 116 coach seats. A320 aircraft have 12 first class seats and 132 coach seats
PASSENGER COMPARTMENT The equipment and furnishings which are installed in the passenger seating area are: - passenger seats, - cabin attendant seats, - linings and furnishings that cover the compartment structure, - overhead stowage compartments are for stowage of passenger carry-on baggage and other equipment, - passenger service/information units, - textile floor coverings. The equipment and furnishings which are installed in the utility areas are: - cabin attendant seats, - Passenger Service Units (PSU’s) are installed at passenger and attendant locations throughout the cabin, - curtains and partitions are used to divide the utility areas and the seating sections, - ancillary equipment has different stowage units, - nontextile floor coverings, - vacuum cleaner sockets give electrical power to clean the cabin interior, - galleys, - lavatories. Additional equipment also installed in the cabin is: - emergency escape slide/slide rafts, - first aid equipment, - miscellaneous emergency equipment. NOTE: The A319 fuselage is 12 ft shorter than the A320 fuselage and therefore has fewer passenger seats. A319 aircraft have 8 first class seats and 116 coach seats. A320 aircraft have 12 first class seats and 132 coach seats
25-12 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-12
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Cabin Layout (A320)
Cabin Layout (A320) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
25-13 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-13
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Passenger Seats
Passenger Seats
First Class Seats
25-14 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
First Class Seats
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-14
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Economy Class Seats
Economy Class Seats
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
25-15 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-15
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Seat Tracks
25-16 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
Seat Tracks
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-16
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
attendant Seats
attendant Seats
Cabin Attendant Seat Arrangement
Cabin Attendant Seat Arrangement JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-17 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-17
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Panels & Linings The cabin linings are formed to the contour of the fuselage. They are installed over the fuselage structure, thermal acoustic insulation, components of the electrical system, air conditioning and ventilation system. Sealing strips fill the joints. The cabin has: - the ceiling panels - the cove light covers - the upper sidewall panels - the lower sidewall panels - passenger/crew door linings - passenger/crew door frame linings - emergency exit door linings - emergency exit door frame linings
Panels & Linings The cabin linings are formed to the contour of the fuselage. They are installed over the fuselage structure, thermal acoustic insulation, components of the electrical system, air conditioning and ventilation system. Sealing strips fill the joints. The cabin has: - the ceiling panels - the cove light covers - the upper sidewall panels - the lower sidewall panels - passenger/crew door linings - passenger/crew door frame linings - emergency exit door linings - emergency exit door frame linings
Cabin Panels (Sheet 1)
Cabin Panels (Sheet 1)
25-18 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-18
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Cabin Panels (Sheet 2)
Cabin Panels (Sheet 2) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
25-19 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-19
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Crew Door Linings LH/RH
Crew Door Linings LH/RH
25-20 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-20
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Overhead Stowage Compartments
Overhead Stowage Compartments
Overhead Stowage Compartments JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Overhead Stowage Compartments 25-21
A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-21
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Passenger Service Information Units (PSIU’s) The information panel is installed above every second seat. The number of reading lights, the individual air outlets and oxygen container agree with the seat layout. Panels fill the spaces between the PSIU’s. Clamping blocks prevent the PSIU’s from moving in the forward/aft direction. The PSIU has two primary units: - the Passenger Service Unit (PSU), - the Passenger Information Unit (PIU). Each PSU has: - a seat row sign panel, - a reading light panel, - an individual air outlet panel. Each seat row sign panel has: - an attendant call/call reset push-button, - NO SMOKER sign. Each Reading Light Panel can be switched ON or OFF with the membrane switch located on the panel. Individual Air Outlets open/close and adjust the direction of the airflow. The number of fresh-air outlet nozzles agrees with the seat layout.
25-22 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Each PIU has: - a loudspeaker, - a lighted sign FASTEN SEAT BELT - a lighted sign NO SMOKING. They give acoustic and visual information to the passengers, if necessary. Video units can be installed in the service channels for visual entertainment of the passengers. PSIU’s have interfaces with: - the air conditioning system, - the communication system, - the lighting system, - the oxygen system. For access to these system interfaces remove the related PSIU panels and/or the adjacent filler panels.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Passenger Service Information Units (PSIU’s) The information panel is installed above every second seat. The number of reading lights, the individual air outlets and oxygen container agree with the seat layout. Panels fill the spaces between the PSIU’s. Clamping blocks prevent the PSIU’s from moving in the forward/aft direction. The PSIU has two primary units: - the Passenger Service Unit (PSU), - the Passenger Information Unit (PIU). Each PSU has: - a seat row sign panel, - a reading light panel, - an individual air outlet panel. Each seat row sign panel has: - an attendant call/call reset push-button, - NO SMOKER sign. Each Reading Light Panel can be switched ON or OFF with the membrane switch located on the panel. Individual Air Outlets open/close and adjust the direction of the airflow. The number of fresh-air outlet nozzles agrees with the seat layout.
25-22
Each PIU has: - a loudspeaker, - a lighted sign FASTEN SEAT BELT - a lighted sign NO SMOKING. They give acoustic and visual information to the passengers, if necessary. Video units can be installed in the service channels for visual entertainment of the passengers. PSIU’s have interfaces with: - the air conditioning system, - the communication system, - the lighting system, - the oxygen system. For access to these system interfaces remove the related PSIU panels and/or the adjacent filler panels.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Passenger Service Information Unit (PSIU) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Passenger Service Information Unit (PSIU) 25-23
A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-23
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Individual Air Outlet Panel
Individual Air Outlet Panel
25-24 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-24
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Reading Light Panel
Reading Light Panel JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
25-25 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-25
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Floors
Floors
Floor Coverings
Floor Coverings
25-26 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-26
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Service Outlets The busbar 214XP and 212XP supply 115 VAC, 400 Hz to each vacuum cleaner vacuum cleaner wall-socket. Each vacuum Cleaner wall-socket has an isolated electrical circuit and is independently protected by a 10 amp circuit breaker. The circuit breakers are installed on the circuit breaker panels 2000VU and 2001VU.
Service Outlets The busbar 214XP and 212XP supply 115 VAC, 400 Hz to each vacuum cleaner vacuum cleaner wall-socket. Each vacuum Cleaner wall-socket has an isolated electrical circuit and is independently protected by a 10 amp circuit breaker. The circuit breakers are installed on the circuit breaker panels 2000VU and 2001VU.
Vacuum Cleaner Sockets & Power Supply
Vacuum Cleaner Sockets & Power Supply JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-27 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-27
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
GALLEYS
GALLEYS
Galley Installation
25-28 FOR TRAINING PURPOSES ONLY
Galley Installation
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-28
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Galley Equipment
Galley Equipment JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
25-29 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-29
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
LAVATORIES
LAVATORIES
Lavatory Installation
Lavatory Installation
25-30 FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-30
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Lavatory Equipment
Lavatory Equipment JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
25-31 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-31
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION CARGO COMPARTMENT Forward Cargo Compartment The forward cargo hold is in Zone 130 between the fixed partitions FR24A and FR34. The forward cargo hold is specified as the forward cargo compartment. The forward cargo compartment door which is found between FR24A and FR28 gives access to the forward cargo compartmen2 Included in the forward cargo compartment are the subsequent linings: - the left sidewall lining, - the ceiling panel, - the right sidewall lining. Included in the forward cargo compartment are the subsequent furnishings: - the loading area light. - the smoke detector panel, - the rapid decompression panels, - the cargo compartment lighting, - the door net and the divider net, - the tie-down/net attachment points. Forward Cargo Compartment aft Cargo Compartment The aft cargo hold is in Zone 150/160 between the fixed partitions FR47 and FR65. A divider net divides the aft cargo hold into separate compartments. They are specified as cargo compartments 3, 4 and 5. cargo compartment 5 is specified as the bulk cargo compartment. The aft cargo compartment door which is found between FR52A and FR56 gives access to the cargo compartments 3, 4, and 5.
25-32 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Included in the aft and the bulk cargo compartments are the subsequent linings: - the left sidewall lining, - the ceiling panel, - the right sidewall lining. Included in the aft and the bulk cargo compartments are the subsequent furnishings: - the left sidewall lining, - the ceiling panel, - the right sidewall lining. Included in the aft and the bulk cargo compartment are the furnishings as follows: - the loading area light, - the smoke detector panel, - the rapid decompression panels, - the cargo compartment lighting, - the door net, - the divider nets, - the tie-down/net attachment points. - the access panels, - the air conditioning inlets, - the air conditioning outlets. The emergency equipment is installed for the safety of the crew and the passengers in an emergency. NOTE: For details of fire protection a refer to chapters 26.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
CARGO COMPARTMENT Forward Cargo Compartment The forward cargo hold is in Zone 130 between the fixed partitions FR24A and FR34. The forward cargo hold is specified as the forward cargo compartment. The forward cargo compartment door which is found between FR24A and FR28 gives access to the forward cargo compartment . Included in the forward cargo compartment are the subsequent linings: - the left sidewall lining, - the ceiling panel, - the right sidewall lining. Included in the forward cargo compartment are the subsequent furnishings: - the loading area light. - the smoke detector panel, - the rapid decompression panels, - the cargo compartment lighting, - the door net and the divider net, - the tie-down/net attachment points. Forward Cargo Compartment aft Cargo Compartment The aft cargo hold is in Zone 150/160 between the fixed partitions FR47 and FR65. A divider net divides the aft cargo hold into separate compartments. They are specified as cargo compartments 3, 4 and 5. cargo compartment 5 is specified as the bulk cargo compartment. The aft cargo compartment door which is found between FR52A and FR56 gives access to the cargo compartments 3, 4, and 5.
25-32
Included in the aft and the bulk cargo compartments are the subsequent linings: - the left sidewall lining, - the ceiling panel, - the right sidewall lining. Included in the aft and the bulk cargo compartments are the subsequent furnishings: - the left sidewall lining, - the ceiling panel, - the right sidewall lining. Included in the aft and the bulk cargo compartment are the furnishings as follows: - the loading area light, - the smoke detector panel, - the rapid decompression panels, - the cargo compartment lighting, - the door net, - the divider nets, - the tie-down/net attachment points. - the access panels, - the air conditioning inlets, - the air conditioning outlets. The emergency equipment is installed for the safety of the crew and the passengers in an emergency. NOTE: For details of fire protection a refer to chapters 26.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Forward Cargo Compartment
Forward Cargo Compartment JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-33 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-33
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Aft & Bulk Cargo Compartment
Aft & Bulk Cargo Compartment
25-34 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-34
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Cargo Nesting System (A320) The ACE Telescoping Cargo Loading System (nesting system) is mounted in each lower cargo compartment. The system allows one person to load and unload baggage from the doorway into the compartment. The system consists of 2 rolling modules or bins and a raised floor area. When fully extended, the system fills up the cargo compartment area aft of the cargo door in the forward compartment, and the cargo compartment area Forward or the cargo door in the art compartment. NOTE: The cargo nesting system is not installed on A319 aircraft. Modules are constructed of honeycomb panels joined at the edges by extrusions. The inner module, or module 1 sits on top of the outer module, or module 2. When the modules are driven toward the door, they are retracted or nested When driven away from the door they are extended, which is the normal flight position. An access door is provided in the bulkhead of module 2 For maintenance access. The Modules move on nylon roller unit mounted on the exterior surfaces of the modules. These ride on rails that are installed on the cargo compartment floor and wall liners. The liner mounted rails are attached to the cargo tie-down fittings (center and side rails), and directly to the sidewall and ceiling panels (hip and ceiling rails). Electrical limit switches mounted to the center rail stop the modules at the extended and retracted positions. A relay module mounted behind the sidewall panels interfaces between the switch, limit switches, motor and aircraft power.
25-36 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Primary end-stop function is provided by the limit switches cutting power to the motor. The ball-nut assembly and jackscrew hold the modules in place. Secondary end-stops are positioned at the ends of the side rails and one end of the ceiling rails. When the modules are fully extended, power is automatically cut-off by the far limit switch. Intermediate module positions may be obtained by manual operation of the control switch. From the Fully extended position, the modules retract towards the door together, held by the friction of the baggage, until module 1 reaches the end stop on the Side Rails. Module 2 will continue until the near limit switch is reached, automatically cutting power to the motor. Intermediate module positions may be obtained by manual operation of the control switch. The ceiling mounted control module consists of a toggle switch and 4 indicator lights. The lights indicate the mode of the limit switches. A control module mounted circuit breaker for the power control relay provides power to the cargo door position relay only, and pulling it does not remove power to the entire cargo nesting system. Circuit breakers for the motor and relay controls are located in the 2000VU and 2001VU Panels. NOTE: Allow about 2" ceiling clearance when loading to allow air circulation for Fire detection and suppression. Secure the section cargo nets before closing the cargo doors.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Cargo Nesting System (A320) The ACE Telescoping Cargo Loading System (nesting system) is mounted in each lower cargo compartment. The system allows one person to load and unload baggage from the doorway into the compartment. The system consists of 2 rolling modules or bins and a raised floor area. When fully extended, the system fills up the cargo compartment area aft of the cargo door in the forward compartment, and the cargo compartment area Forward or the cargo door in the art compartment. NOTE: The cargo nesting system is not installed on A319 aircraft. Modules are constructed of honeycomb panels joined at the edges by extrusions. The inner module, or module 1 sits on top of the outer module, or module 2. When the modules are driven toward the door, they are retracted or nested When driven away from the door they are extended, which is the normal flight position. An access door is provided in the bulkhead of module 2 For maintenance access. The Modules move on nylon roller unit mounted on the exterior surfaces of the modules. These ride on rails that are installed on the cargo compartment floor and wall liners. The liner mounted rails are attached to the cargo tie-down fittings (center and side rails), and directly to the sidewall and ceiling panels (hip and ceiling rails). Electrical limit switches mounted to the center rail stop the modules at the extended and retracted positions. A relay module mounted behind the sidewall panels interfaces between the switch, limit switches, motor and aircraft power.
25-36
Primary end-stop function is provided by the limit switches cutting power to the motor. The ball-nut assembly and jackscrew hold the modules in place. Secondary end-stops are positioned at the ends of the side rails and one end of the ceiling rails. When the modules are fully extended, power is automatically cut-off by the far limit switch. Intermediate module positions may be obtained by manual operation of the control switch. From the Fully extended position, the modules retract towards the door together, held by the friction of the baggage, until module 1 reaches the end stop on the Side Rails. Module 2 will continue until the near limit switch is reached, automatically cutting power to the motor. Intermediate module positions may be obtained by manual operation of the control switch. The ceiling mounted control module consists of a toggle switch and 4 indicator lights. The lights indicate the mode of the limit switches. A control module mounted circuit breaker for the power control relay provides power to the cargo door position relay only, and pulling it does not remove power to the entire cargo nesting system. Circuit breakers for the motor and relay controls are located in the 2000VU and 2001VU Panels. NOTE: Allow about 2" ceiling clearance when loading to allow air circulation for Fire detection and suppression. Secure the section cargo nets before closing the cargo doors.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Cargo Nesting System (Sheet 1) (A320)
Cargo Nesting System (Sheet 1) (A320) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-37 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-37
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Cargo Nesting System (Sheet 2) (A320)
25-38 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Cargo Nesting System (Sheet 2) (A320)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-38
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Cargo Nesting System Operational Sequence (A320)
Cargo Nesting System Operational Sequence (A320) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-39 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-39
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Light Sequence Chart (A320)
25-40 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Light Sequnce Chart (A320)
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-40
JUN 97
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION EMERGENCY EQUIPMENT Flight dcck escape facilities permit quick evacuation for the flight deck crew through the open sliding windows. Cabin escape facilities are installed at all the aircraft exits. They permit quick evacuation for the passengers and crew in an emergency. Evacuation signaling equipment is operated in an emergency. The system gives a signal to start the evacuation of the passengers and crew. First aid equipment kits are kept at different locations in the cabin. The kits contain medical equipment to give help to passengers or crew members who become ill, or suffer injury.
25-42 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Miscellaneous emergency equipment is kept at different locations in the cabin. The equipment is located with easy access for immediate use in an emergency. Floatation and survival equipment for each passenger and crew member is kept in the flight deck and in the cabin. Supplementary medical equipment such as portable oxygen, medical stretchers, incubators, etc. can be installed in the aircraft as necessary. A rapid decompression system is installed in the fuselage.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
EMERGENCY EQUIPMENT Flight dcck escape facilities permit quick evacuation for the flight deck crew through the open sliding windows. Cabin escape facilities are installed at all the aircraft exits. They permit quick evacuation for the passengers and crew in an emergency. Evacuation signaling equipment is operated in an emergency. The system gives a signal to start the evacuation of the passengers and crew. First aid equipment kits are kept at different locations in the cabin. The kits contain medical equipment to give help to passengers or crew members who become ill, or suffer injury.
25-42
Miscellaneous emergency equipment is kept at different locations in the cabin. The equipment is located with easy access for immediate use in an emergency. Floatation and survival equipment for each passenger and crew member is kept in the flight deck and in the cabin. Supplementary medical equipment such as portable oxygen, medical stretchers, incubators, etc. can be installed in the aircraft as necessary. A rapid decompression system is installed in the fuselage.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Flight Deck Escape Facilities
Flight Deck Escape Facilities
Flight Deck Window Escape Rope
Flight Deck Window Escape Rope JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-43 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-43
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Cabin Escape Facilities The cabin escape facilities are installed at all the aircraft exits. They permit quick evacuation for the passengers and the crew in an emergency. Single lane escape slides are installed on A/C 414-435 at all cabin doors. Dual lane escape slides/rafts are installed on A/C 401-413 at all cabin doors. Inflation is automatic if the door is opened with the Emergency Control Handle (ECH) in the ARMED mode. Manual inflation is possible after the door is opened. The slide/raft has a special move function that permits quick release from a damaged door, for subsequent inflation at a different door. When the emergency control handle (ECH) is set to ARMED the girt bar connects the inflatable assembly to the floor attach fittings. As the door opens the outboard movement of the door pulls the inflatable assembly from the backboard assembly. As the inflatable assembly is released its starts to fall and a lanyard pulls the reservoir valve (of the valve/regulator assembly) to open. The reservoir gas supply starts to flow through the flexible hose and the aspirator inlet assembly. The inflation procedure takes approximately 4s. If the automatic inflation system does not operate, the reservoir valve (of the valve/regulator assembly) can be opened with the manual inflation handle. The handle is red in color, identified with a label PULL and installed on the girt assembly. The directional guidance lights come on automatically during the inflation procedure. Electrical power for the lights is supplied from the cabin emergency lighting system.
25-44 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION If an over-water emergency exists, the survival kits must be removed from their stowages and attached to each slide/raft. They are connected with a snap-hook to the survival kit attach-loop on the slide/ raft girt. The snap-hook is installed on the survival kit pack. The additional life raft is deployed from a door from which the slide/raft was disengaged. The offwing escape slide inflates when you remove one of the emergency exit hatches. As the exit hatch is removed the hatch latch-pin engages a release lever installed in the exit fuselage frame. Movement of the release lever causes a tension in the release cable which opens the reservoir valve (of the valve/regulator assembly). The initial gas supply releases the blow-out door installed in the stowage compartment attach-panel. It then inflates the offwing escape slide through the flexible hose and aspirator inlet assembly. The inflation procedure takes approximately 5s. If the automatic inflation system does not operate the reservoir valve (of the valve/regulator assembly) can be opened with the manual inflation handle. The manual inflation handle is red in color and can be seen when the emergency exit hatch is removed. The directional guidance lights come on automatically during the inflation procedure. Electrical power for the lights is supplied from the cabin emergency lighting system.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Cabin Escape Facilities The cabin escape facilities are installed at all the aircraft exits. They permit quick evacuation for the passengers and the crew in an emergency. Single lane escape slides are installed on A/C 414-435 at all cabin doors. Dual lane escape slides/rafts are installed on A/C 401-413 at all cabin doors. Inflation is automatic if the door is opened with the Emergency Control Handle (ECH) in the ARMED mode. Manual inflation is possible after the door is opened. The slide/raft has a special move function that permits quick release from a damaged door, for subsequent inflation at a different door. When the emergency control handle (ECH) is set to ARMED the girt bar connects the inflatable assembly to the floor attach fittings. As the door opens the outboard movement of the door pulls the inflatable assembly from the backboard assembly. As the inflatable assembly is released its starts to fall and a lanyard pulls the reservoir valve (of the valve/regulator assembly) to open. The reservoir gas supply starts to flow through the flexible hose and the aspirator inlet assembly. The inflation procedure takes approximately 4s. If the automatic inflation system does not operate, the reservoir valve (of the valve/regulator assembly) can be opened with the manual inflation handle. The handle is red in color, identified with a label PULL and installed on the girt assembly. The directional guidance lights come on automatically during the inflation procedure. Electrical power for the lights is supplied from the cabin emergency lighting system.
25-44
If an over-water emergency exists, the survival kits must be removed from their stowages and attached to each slide/raft. They are connected with a snap-hook to the survival kit attach-loop on the slide/ raft girt. The snap-hook is installed on the survival kit pack. The additional life raft is deployed from a door from which the slide/raft was disengaged. The offwing escape slide inflates when you remove one of the emergency exit hatches. As the exit hatch is removed the hatch latch-pin engages a release lever installed in the exit fuselage frame. Movement of the release lever causes a tension in the release cable which opens the reservoir valve (of the valve/regulator assembly). The initial gas supply releases the blow-out door installed in the stowage compartment attach-panel. It then inflates the offwing escape slide through the flexible hose and aspirator inlet assembly. The inflation procedure takes approximately 5s. If the automatic inflation system does not operate the reservoir valve (of the valve/regulator assembly) can be opened with the manual inflation handle. The manual inflation handle is red in color and can be seen when the emergency exit hatch is removed. The directional guidance lights come on automatically during the inflation procedure. Electrical power for the lights is supplied from the cabin emergency lighting system.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Escape Slide Assembly (Sheet 1)
Escape Slide Assembly (Sheet 1) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-45 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-45
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Escape Slide Assembly (Sheet 2)
Escape Slide Assembly (Sheet 2)
25-46 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-46
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Escape/Slide Raft Assembly (Sheet 1 - Latch Type))
Escape/Slide Raft Assembly (Sheet 1 - Latch Type)) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-47 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-47
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Escape/Slide Raft Assembly (Sheet 2 - Latch Type)
Escape/Slide Raft Assembly (Sheet 2 - Latch Type)
25-48 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-48
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Escape Slide/Raft Assembly (Sheet 1 - Quick Release Pin Type) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Escape Slide/Raft Assembly (Sheet 1 - Quick Release Pin Type) 25-49
A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-49
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Escape Slide/Raft Assembly (Sheet 2 - Quick Release Pin Type)
Escape Slide/Raft Assembly (Sheet 2 - Quick Release Pin Type)
25-50 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-50
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Cabin Escape Facilities JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Cabin Escape Facilities 25-51
A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-51
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Inflated Escape Slide
Inflated Escape Slide
25-52 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-52
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Inflated Escape Slide/Raft
Inflated Escape Slide/Raft JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-53 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-53
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Offwing Escape Slide Assembly (Sheet 1)
Offwing Escape Slide Assembly (Sheet 1)
25-54 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-54
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Offwing Escape Slide Assembly (Sheet 2)
Offwing Escape Slide Assembly (Sheet 2) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-55 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-55
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Inflation Reservoir Pressure Gage
Inflation Reservoir Pressure Gage
25-56 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-56
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Inflated Offwing Escape Slide
Inflated Offwing Escape Slide JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-57 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-57
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Evacuation Signaling The evacuation signaling equipment is operated by the captain or purser in an emergency (on the ground or on water) if the aircraft has to be evacuated. The system gives a signal to the cabin crew to start the evacuation of the passengers and crew. The essential busbar supplies electrical power to the system. The evacuation signaling components and signal sources installed on the overhead panel in the flight deck include: - a warning horn 5WP on panel 48VU, - a COMMAND pushbutton switch 3WP on panel 21VU, with EVAC and ON indicator lights included in the switch unit, - a CAPT & PURS and CAPT, twoposition selector switch 2WP, installed - on panel 21VU, - a HORN SHUT OFF pushbutton switch 7WP on panel 21VU. The evacuation signaling components, interfaces and signal sources installed in the forward utility area include: - a CMD pushbutton switch with an internal indicator light, - a RESET pushbutton switch, - an EVAC indicator light is installed on the forward attendant panel, - an EVAC ALERT indicator light (optional) is installed on the standard area call panel. The components of the Cabin Intercommunication Data System (CIDS) installed in the forward utility area, that interface with the evacuation signalling system include: - Decoder/Encoder Units (DEU), types A and B located in the overhead compartment. The type A DEU as two amplifiers that function independently,
25-58 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION - a Programming and Test Panel (PTP) which contains a Cabin Assignment Module (CAM), installed adjacent to the forward attendant panel (behind an access cover), has the cabin configuration, - cabin loudspeakers. The evacuation signalling components, interfaces and signal sources installed in the aft utility area include: - a TONE OFF pushbutton switch and EVAC indicator light installed on the left aft attendant panel, - CMD and RESET pushbutton switches, EVAC and CMD indicator lights on the left and right aft attendant panels, - EVAC ALERT indicator lights (optional) on the standard area call panels. The components of the CIDS installed in the aft utility area that interface with the evacuation signaling system include: - Decoder/Encoder Units type DEU A and DEU B. located in the overhead compartment, - cabin loudspeakers. The CIDS components that interface with the evacuation signaling system installed in the avionics compartment include: - two CIDS directors. No. 1 (Active) is installed on panel 87VU and No. 2 (Hotstandby) is installed on panel 88VU in equipment rack 137MCU. The evacuation and signaling equipment has interfaces with the Cabin Intercommunication Data System (CIDS).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Evacuation Signaling The evacuation signaling equipment is operated by the captain or purser in an emergency (on the ground or on water) if the aircraft has to be evacuated. The system gives a signal to the cabin crew to start the evacuation of the passengers and crew. The essential busbar supplies electrical power to the system. The evacuation signaling components and signal sources installed on the overhead panel in the flight deck include: - a warning horn 5WP on panel 48VU, - a COMMAND pushbutton switch 3WP on panel 21VU, with'EVAC and ON indicator lights included in the switch unit, - a CAPT & PURS and CAPT, twoposition selector switch 2WP, installed - on panel 21VU, - a HORN SHUT OFF pushbutton switch 7WP on panel 21VU. The evacuation signaling components, interfaces and signal sources installed in the forward utility area include: - a CMD pushbutton switch with an internal indicator light, - a RESET pushbutton switch, - an EVAC indicator light is installed on the forward attendant panel, - an EVAC ALERT indicator light (optional) is installed on the standard area call panel. The components of the Cabin Intercommunication Data System (CIDS) installed in the forward utility area, that interface with the evacuation signalling system include: - Decoder/Encoder Units (DEU), types A and B located in the overhead compartment. The type A DEU as two amplifiers that function independently,
25-58
- a Programming and Test Panel (PTP) which contains a Cabin Assignment Module (CAM), installed adjacent to the forward attendant panel (behind an access cover), has the cabin configuration, - cabin loudspeakers. The evacuation signalling components, interfaces and signal sources installed in the aft utility area include: - a TONE OFF pushbutton switch and EVAC indicator light installed on the left aft attendant panel, - CMD and RESET pushbutton switches, EVAC and CMD indicator lights on the left and right aft attendant panels, - EVAC ALERT indicator lights (optional) on the standard area call panels. The components of the CIDS installed in the aft utility area that interface with the evacuation signaling system include: - Decoder/Encoder Units type DEU A and DEU B. located in the overhead compartment, - cabin loudspeakers. The CIDS components that interface with the evacuation signaling system installed in the avionics compartment include: - two CIDS directors. No. 1 (Active) is installed on panel 87VU and No. 2 (Hotstandby) is installed on panel 88VU in equipment rack 137MCU. The evacuation and signaling equipment has interfaces with the Cabin Intercommunication Data System (CIDS).
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Evacuation Signalling Equipment Diagram JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Evacuation Signalling Equipment Diagram 25-59
A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-59
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Discrete input signals, supplied to the No. l CIDS director (active) from the flight deck, control the evacuation signaling equipment. If the No. 1 CIDS director fails, the No. 2 CIDS director (hotstandby) keeps the system in operation. Facilities to supply other input signals to the CIDS director from the aft attendant or the forward attendant panels are optional. The COMMAND pushbutton switch 3WP supplies the electrical ground connection for the evacuation command signals of the system. Operation of the COMMAND pushbutton switch to the ON position causes: - the ON indicator light (part of the switch) to come on, - transmission of a signal from the CIDS director to the warning horn 5WP, - the EVAC indicator light (part of the COMMAND switch) to come on, - a flashed indication for a general alert. The CAPT & PURS and CAPT selector switch 2WP, selects who is able to activate an EVAC ALERT. NOTE: UAL’s configuration is set to the CAPT & PURS position. This allows the activation of a EVAC command from either the cabin or the flight deck. Operation of the HORN SHUT OFF pushbutton switch 7WP cancels the evacuation tone transmission to the warning horn 5WP in the flight deck.
25-60 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Operation of the evacuation CMD pushbutton switch from the forward flight attendant panel causes: - the CMD indicator light (part of the switch) to come on, - the transmission of evacuation tone from the CIDS director to specified loudspeakers in the cabin, - the EVAC indicator light on the forward attendant panel to come on, a flashed indication for a general alert. If the COMMAND switch 3WP (on the overhead panel in the flight deck) is selected ON, a visual EVAC ALERT indication comes on steady or flashes. Operation of the RESET pushbutton switch cancels the evacuation tone transmission to the respective loudspeakers in the cabin. On the left aft attendant panel a visual EVAC indication comes on steady or flashed. Operation of the RESET pushbutton switch cancels the evacuation tone transmission to the respective loudspeakers. Facilities for other EVAC CMD and EVAC indications (optional) are installed at the aft attendant stations and area call panels (in the aft utility area).
JUN 97 A320 LIMITATION 1 AND 9 COURSE
Discrete input signals, supplied to the No. l CIDS director (active) from the flight deck, control the evacuation signaling equipment. If the No. 1 CIDS director fails, the No. 2 CIDS director (hotstandby) keeps the system in operation. Facilities to supply other input signals to the CIDS director from the aft attendant or the forward attendant panels are optional. The COMMAND pushbutton switch 3WP supplies the electrical ground connection for the evacuation command signals of the system. Operation of the COMMAND pushbutton switch to the ON position causes: - the ON indicator light (part of the switch) to come on, - transmission of a signal from the CIDS director to the warning horn 5WP, - the EVAC indicator light (part of the COMMAND switch) to come on, - a flashed indication for a general alert. The CAPT & PURS and CAPT selector switch 2WP, selects who is able to activate an EVAC ALERT. NOTE: UAL’s configuration is set to the CAPT & PURS position. This allows the activation of a EVAC command from either the cabin or the flight deck. Operation of the HORN SHUT OFF pushbutton switch 7WP cancels the evacuation tone transmission to the warning horn 5WP in the flight deck.
25-60
Operation of the evacuation CMD pushbutton switch from the forward flight attendant panel causes: - the CMD indicator light (part of the switch) to come on, - the transmission of evacuation tone from the CIDS director to specified loudspeakers in the cabin, - the EVAC indicator light on the forward attendant panel to come on, a flashed indication for a general alert. If the COMMAND switch 3WP (on the overhead panel in the flight deck) is selected ON, a visual EVAC ALERT indication comes on steady or flashes. Operation of the RESET pushbutton switch cancels the evacuation tone transmission to the respective loudspeakers in the cabin. On the left aft attendant panel a visual EVAC indication comes on steady or flashed. Operation of the RESET pushbutton switch cancels the evacuation tone transmission to the respective loudspeakers. Facilities for other EVAC CMD and EVAC indications (optional) are installed at the aft attendant stations and area call panels (in the aft utility area).
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Flight Deck Overhead Panel Evacuation Signaling
Flight Deck Overhead Panel Evacuation Signaling JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-61 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-61
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Forward Cabin Attendant Panel Evacuation Signaling
Forward Cabin attendant Panel Evacuation Signaling
25-62 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-62
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Aft Cabin Evacuation Signaling Components JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
Aft Cabin Evacuation Signaling Components 25-63
A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-63
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Miscellaneous Emergency Equipment
Miscellaneous Emergency Equipment
Miscellaneous Emergency Equipment (Sheet 1)
Miscellaneous Emergency Equipment (Sheet 1)
25-64 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-64
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Miscellaneous Emergency Equipment (Sheet 2)
Miscellaneous Emergency Equipment (Sheet 2) JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
25-65 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-65
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
EQUIPMENT/FURNISHINGS DESCRIPTION & OPERATION
Miscellaneous Emergency Equipment (Sheet 3)
Miscellaneous Emergency Equipment (Sheet 3)
25-66 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
25-66
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Lifelines Installation
Lifelines Installation JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
25-67 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-67
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
EQUIPMENT/FURNISHINGS
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION AVIONICS COMPARTMENT The forward avionics compartment contains the following items of equipment: - Weather Radar Shelf 109VU, - Between Frames 2 and 4, L side, there is a optional rack for a second Weather Radar installation., - forward Electronics Rack 90VU, - Space is provided for installation of nonArinc items (window heat computers, probe heat computers, contactors, relays, miscellaneous equipment, etc...). - There is also a ground power receptacle forward of the nose gear between Frames 7 and 8. - All the rack shelves are removable. An underfuselage access door is provided at Frame 4. The right lateral avionics compartment contains the following items of equipment: - Ann Lights Test Unit 70VU, - Relay Box 103VU, - Contactor Box 107VU, - 2 batteries, - 2 transformer rectifiers, - 1 static inverter, - 2 battery charge limiters.
25-68 FOR TRAINING PURPOSES ONLY
EQUIPMENT/FURNISHINGS
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION An underfuselage off-centered door provides external access at Frame 13. The left lateral avionics compartment contains the following items of equipment: - AC/DC Emergency Power Center 106VU, - the associated generator control unit, transformer rectifier and transformer. An underfuselage off-centered door provides external access at Frame 14. The aft avionics compartment contains the following items of equipment: - a rack with an adjustable shelf for ADIRS installation, - aft Electronics rack 80VU. An underfuselage off-centered door provides external access at Frame 22. An access panel allows communication with the passenger compartment.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
AVIONICS COMPARTMENT The forward avionics compartment contains the following items of equipment: - Weather Radar Shelf 109VU, - Between Frames 2 and 4, L side, there is a optional rack for a second Weather Radar installation., - forward Electronics Rack 90VU, - Space is provided for installation of nonArinc items (window heat computers, probe heat computers, contactors, relays, miscellaneous equipment, etc...). - There is also a ground power receptacle forward of the nose gear between Frames 7 and 8. - All the rack shelves are removable. An underfuselage access door is provided at Frame 4. The right lateral avionics compartment contains the following items of equipment: - Ann Lights Test Unit 70VU, - Relay Box 103VU, - Contactor Box 107VU, - 2 batteries, - 2 transformer rectifiers, - 1 static inverter, - 2 battery charge limiters.
25-68
An underfuselage off-centered door provides external access at Frame 13. The left lateral avionics compartment contains the following items of equipment: - AC/DC Emergency Power Center 106VU, - the associated generator control unit, transformer rectifier and transformer. An underfuselage off-centered door provides external access at Frame 14. The aft avionics compartment contains the following items of equipment: - a rack with an adjustable shelf for ADIRS installation, - aft Electronics rack 80VU. An underfuselage off-centered door provides external access at Frame 22. An access panel allows communication with the passenger compartment.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
EQUIPMENT/FURNISHINGS
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Avionics Compartment
Avionics Compartment JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
EQUIPMENT/FURNISHINGS
25-69 A320 LIMITATION 1 AND 9 COURSE
JUN 97
25-69
UNITED AIRLINES
UNITED AIRLINES A318/
FIRE PROTECTION
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
FIRE PROTECTION
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
DESCRIPTION & OPERATION GENERAL ...................................................................................................1 ENGINE FIRE PROTECTION ................................................................2 Engine Fire Detection Unit Logic .........................................................4 Engine Fire Push-Button Interfaces ......................................................7 System Warnings ..................................................................................8 System Operation in case of Fire ..........................................................8 Engine Fire Protection Precautions .......................................................10 Fan and Pylon Fire Detectors ................................................................10 Fire Bottles ............................................................................................12 Engine Fire Protection Electrical Circuits ............................................13 Engine Fire Protection Electrical Circuits - Detection .........................13 Engine Fire Protection Electrical Circuits - Extinguishing ...................14 Engine Fire Protection Electrical Circuits - Interfaces .........................15 APU FIRE PROTECTION ........................................................................16 APU Fire Protection Logic ...................................................................18 APU Fire Push-Button Interfaces .........................................................22 System Warnings (APU Fire in Flight) ................................................24 APU Auto Extinguishing Ground Test .................................................24 System Operation in case of APU Fire (Manual Extinguishing) ..........26 Auto Extinguishing on the Ground .......................................................27 APU Fire Protection Precautions ..........................................................28 APU Fire Detectors ...............................................................................29 APU Fire Bottle ....................................................................................30 APU Fire Protection Electrical Circuits ................................................31 APU Fire Protection Electrical Circuits - Detection .............................31 APU Fire Protection Electrical Circuits - Extinguishing ......................32 APU Fire Protection Electrical Circuits - Auto Extinguishing .............33 AVIONICS SMOKE DETECTION .........................................................34 Avionics Smoke Procedure ...................................................................36 Avionics Smoke Detector .....................................................................40 Avionics Smoke Detection - Electrical Circuit .....................................41 CARGO & LAVATORY FIRE PROTECTION .....................................42 Cargo Fire Protection ............................................................................42 Cargo Fire Protection Precautions ........................................................43 Cargo Fire Protection System(A319) ....................................................44 Cargo Fire Protection System(A320) ....................................................45 Cargo Smoke Protection System Warnings ..........................................46 System Operation in case of Cargo Smoke ...........................................46 Lavatory Fire Protection System ..........................................................49 Lavatory Smoke Warnings ...................................................................50 Waste Bin Fire Extinguisher .................................................................51 PORTABLE EQUIPMENT........................................................................52
DESCRIPTION & OPERATION GENERAL .................................................................................................. 1 ENGINE FIRE PROTECTION ................................................................ 2 Engine Fire Detection Unit Logic ......................................................... 4 Engine Fire Push-Button Interfaces ...................................................... 7 System Warnings .................................................................................. 8 System Operation in case of Fire .......................................................... 8 Engine Fire Protection Precautions ...................................................... 10 Fan and Pylon Fire Detectors ............................................................... 10 Fire Bottles ............................................................................................ 12 Engine Fire Protection Electrical Circuits ............................................ 13 Engine Fire Protection Electrical Circuits - Detection ......................... 13 Engine Fire Protection Electrical Circuits - Extinguishing .................. 14 Engine Fire Protection Electrical Circuits - Interfaces ......................... 15 APU FIRE PROTECTION ....................................................................... 16 APU Fire Protection Logic ................................................................... 18 APU Fire Push-Button Interfaces ......................................................... 22 System Warnings (APU Fire in Flight) ................................................ 24 APU Auto Extinguishing Ground Test ................................................. 24 System Operation in case of APU Fire (Manual Extinguishing) ......... 26 Auto Extinguishing on the Ground ....................................................... 27 APU Fire Protection Precautions .......................................................... 28 APU Fire Detectors ............................................................................... 29 APU Fire Bottle .................................................................................... 30 APU Fire Protection Electrical Circuits ............................................... 31 APU Fire Protection Electrical Circuits - Detection ............................. 31 APU Fire Protection Electrical Circuits - Extinguishing ...................... 32 APU Fire Protection Electrical Circuits - Auto Extinguishing ............. 33 AVIONICS SMOKE DETECTION ......................................................... 34 Avionics Smoke Procedure ................................................................... 36 Avionics Smoke Detector ..................................................................... 40 Avionics Smoke Detection - Electrical Circuit .................................... 41 CARGO & LAVATORY FIRE PROTECTION ..................................... 42 Cargo Fire Protection ............................................................................ 42 Cargo Fire Protection Precautions ........................................................ 43 Cargo Fire Protection System(A319) ................................................... 44 Cargo Fire Protection System(A320) ................................................... 45 Cargo Smoke Protection System Warnings .......................................... 46 System Operation in case of Cargo Smoke .......................................... 46 Lavatory Fire Protection System .......................................................... 49 Lavatory Smoke Warnings ................................................................... 50 Waste Bin Fire Extinguisher ................................................................. 51 PORTABLE EQUIPMENT ....................................................................... 52
JUN 97
JUN 97
FOR TRAINING PURPOSES ONLY
26-i A320 LIMITATION 1 AND 9 COURSE
26-i
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
AIRCRAFT REFERENCE GUIDE
FIRE PROTECTION
A319/A320 AIRCRAFT REFERENCE GUIDE
TABLE OF CONTENTS
TABLE OF CONTENTS
CONTROLS & INDICATIONS ENGINE FIRE PANEL ............................................................................. 53 ENGINE START AND IGNITION PANEL ........................................... 54 APU AUTO EXTINGUISHING PANEL ................................................. 54 APU FIRE PANEL ..................................................................................... 55 CARGO SMOKE PANEL (A320) ............................................................. 56 VENTILATION PANEL ........................................................................... 57 EMERGENCY ELECTRICAL POWER PANEL .................................. 57 CFDS - Fire Protection System Report & Test ........................................ 58 CFDS - FDU System Report & Test ......................................................... 59 CFDS - FDU APU System Report and Test ............................................. 60 CFDS - SDCU ............................................................................................. 61 Programming and Test Panel Utilization ................................................. 64 COMPONENT LOCATION Fan, Core, and Pylon Fire Detectors ............................................................ 66 Engine Fire Detection Unit (FDU) and Fire Bottles .................................... 67 APU Fire Detection Unit (FDU) and Fire Bottle ......................................... 68 APU Fire Bottle Details ................................................................................ 69 Avionics Smoke Detector ............................................................................. 70 Lavatory Smoke Detectors ........................................................................... 71 Cargo Smoke Detectors ................................................................................ 72 Smoke Detection Control Unit (SDCU) ....................................................... 73 Cargo Fire Protection ................................................................................... 74 Waste Bin Fire Extinguisher ........................................................................ 75 Portable Fire Extinguisher ............................................................................ 76
CONTROLS & INDICATIONS ENGINE FIRE PANEL ............................................................................. 53 ENGINE START AND IGNITION PANEL ........................................... 54 APU AUTO EXTINGUISHING PANEL ................................................. 54 APU FIRE PANEL ..................................................................................... 55 CARGO SMOKE PANEL (A320) ............................................................. 56 VENTILATION PANEL ........................................................................... 57 EMERGENCY ELECTRICAL POWER PANEL ................................. 57 CFDS - Fire Protection System Report & Test ....................................... 58 CFDS - FDU System Report & Test ......................................................... 59 CFDS - FDU APU System Report and Test ............................................. 60 CFDS - SDCU ............................................................................................. 61 Programming and Test Panel Utilization ................................................. 64 COMPONENT LOCATION Fan, Core, and Pylon Fire Detectors ............................................................ 66 Engine Fire Detection Unit (FDU) and Fire Bottles .................................... 67 APU Fire Detection Unit (FDU) and Fire Bottle ......................................... 68 APU Fire Bottle Details ............................................................................... 69 Avionics Smoke Detector ............................................................................. 70 Lavatory Smoke Detectors ........................................................................... 71 Cargo Smoke Detectors ................................................................................ 72 Smoke Detection Control Unit (SDCU) ....................................................... 73 Cargo Fire Protection ................................................................................... 74 Waste Bin Fire Extinguisher ........................................................................ 75 Portable Fire Extinguisher ............................................................................ 76
26-ii
26-ii
FOR TRAINING PURPOSES ONLY
JUN 97 A320 LIMITATION 1 AND 9 COURSE
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
FIRE PROTECTION
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION GENERAL The fire protection system provides: - Fire detection and extinguishing systems for the engine and the APU, - Smoke detection and extinguishing systems for the forward and aft/bulk cargo compartment and for the lavatories, - Smoke detection for the avionics compartment, - Portable fire extinguisher bottles for fighting fires. Engine fire protection is provided by two systems: the fire detection system and the fire extinguishing system. APU fire protection is provided by two systems: the fire detection system and the fire extinguishing system.
DESCRIPTION & OPERATION Avionics smoke detection is provided by one smoke detector installed on the air extraction duct in the avionics compartment. Cargo fire protection is provided by two systems: the cargo smoke detection system and the cargo fire extinguishing system. Lavatory fire protection is provided by two systems: The lavatory smoke detection system and the waste bin automatic fire extinguishing system. The portable fire extinguishers are used for fighting fire in the cabin and flight deck.
GENERAL The fire protection system provides: - Fire detection and extinguishing systems for the engine and the APU, - Smoke detection and extinguishing systems for the forward and aft/bulk cargo compartment and for the lavatories, - Smoke detection for the avionics compartment, - Portable fire extinguisher bottles for fighting fires. Engine fire protection is provided by two systems: the fire detection system and the fire extinguishing system. APU fire protection is provided by two systems: the fire detection system and the fire extinguishing system.
FOR TRAINING PURPOSES ONLY
Avionics smoke detection is provided by one smoke detector installed on the air extraction duct in the avionics compartment. Cargo fire protection is provided by two systems: the cargo smoke detection system and the cargo fire extinguishing system. Lavatory fire protection is provided by two systems: The lavatory smoke detection system and the waste bin automatic fire extinguishing system. The portable fire extinguishers are used for fighting fire in the cabin and flight deck.
General Systems
General Systems
JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
FIRE PROTECTION
26-1 A320 LIMITATION 1 AND 9 COURSE
JUN 97
26-1
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION ENGINE FIRE PROTECTION Engine fire protection is provided by two systems; the fire detection and the fire extinguishing systems. Each engine fire detection system consists of two independent loops A and B connected in parallel to the Fire Detection Unit (FDU). Each loop consists of 3 fire detectors connected in parallel. The detectors are: - a fan fire detector, - a pylon fire detector, - a core fire detector. One Fire Detection Unit (FDU) is provided for each engine. The FDU processes signals received from the fire detectors. The FDU generates signals for ECAM display, Centralized Fault Display System (CFDS) utilization, and flight deck local warnings. Fire warning signals are sent to ECAM and to the engine fire and start control panels. Loop failure warnings are sent to ECAM and to CFDS. On the engine fire panel the TEST pushbutton permits the fire detection and the extinguishing systems to be checked. During the test, the squib lights come on if the continuity of the squib circuit is correct.
26-2 FOR TRAINING PURPOSES ONLY
FIRE PROTECTION
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION The DISCH lights are also activated but as a lamp test. The TEST push-button checks simultaneously the integrity of the fire detection loops A and B, FDU, indications and warnings, and also the squib circuit continuity of agent 1 and 2. When the engine fire push-button is released out, the squib lights come on and the extinguishing system is armed. At the same time, the engine is isolated from the other aircraft systems. Action on the agent push-button provides bottle discharge when the engine fire push-button is still released out. A pressure switch activates the corresponding disch light when the agent has been discharged. Two extinguisher bottles are installed in the pylon. Each bottle is equipped with a pressure switch to monitor agent pressure and an electrically operated SQUIB, for agent discharge. For Agent 1, electrical power to discharge the bottle originates from a battery hot bus. For Agent 2, electrical power to discharge the bottle originates from a DC bus.
JUN 97 A320 LIMITATION 1 AND 9 COURSE
ENGINE FIRE PROTECTION Engine fire protection is provided by two systems; the fire detection and the fire extinguishing systems. Each engine fire detection system consists of two independent loops A and B connected in parallel to the Fire Detection Unit (FDU). Each loop consists of 3 fire detectors connected in parallel. The detectors are: - a fan fire detector, - a pylon fire detector, - a core fire detector. One Fire Detection Unit (FDU) is provided for each engine. The FDU processes signals received from the fire detectors. The FDU generates signals for ECAM display, Centralized Fault Display System (CFDS) utilization, and flight deck local warnings. Fire warning signals are sent to ECAM and to the engine fire and start control panels. Loop failure warnings are sent to ECAM and to CFDS. On the engine fire panel the TEST pushbutton permits the fire detection and the extinguishing systems to be checked. During the test, the squib lights come on if the continuity of the squib circuit is correct.
26-2
The DISCH lights are also activated but as a lamp test. The TEST push-button checks simultaneously the integrity of the fire detection loops A and B, FDU, indications and warnings, and also the squib circuit continuity of agent 1 and 2. When the engine fire push-button is released out, the squib lights come on and the extinguishing system is armed. At the same time, the engine is isolated from the other aircraft systems. Action on the agent push-button provides bottle discharge when the engine fire push-button is still released out. A pressure switch activates the corresponding disch light when the agent has been discharged. Two extinguisher bottles are installed in the pylon. Each bottle is equipped with a pressure switch to monitor agent pressure and an electrically operated SQUIB, for agent discharge. For Agent 1, electrical power to discharge the bottle originates from a battery hot bus. For Agent 2, electrical power to discharge the bottle originates from a DC bus.
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
FIRE PROTECTION
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
Engine Fire Detection and Protection
JUN 97 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
FIRE PROTECTION
Engine Fire Detection and Protection 26-3
A320 LIMITATION 1 AND 9 COURSE
JUN 97
26-3
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Engine Fire Detection Unit Logic The FDU has two channels capable of detecting any case of engine fire and loop failure. Each channel performs the same detection logic depending on loop A and loop B status. In case of a fire detected on both loops or on one loop with the other faulty, the channels provide a fire warning to the engine fire panel, engine start control panel and ECAM displays.
FIRE PROTECTION DESCRIPTION & OPERATION
The FDU generates a fire warning signal if any of the following conditions are met: - fire on loop A and fire on loop B, - fire on loop A and fault on loop B, - fault on loop A and fire on loop B, - fault on loop A and fault on loop B within 5 seconds (both loops broken due to a torching flame).
Engine Fire Detection Unit Logic The FDU has two channels capable of detecting any case of engine fire and loop failure. Each channel performs the same detection logic depending on loop A and loop B status. In case of a fire detected on both loops or on one loop with the other faulty, the channels provide a fire warning to the engine fire panel, engine start control panel and ECAM displays.
FOR TRAINING PURPOSES ONLY
The FDU generates a fire warning signal if any of the following conditions are met: - fire on loop A and fire on loop B, - fire on loop A and fault on loop B, - fault on loop A and fire on loop B, - fault on loop A and fault on loop B within 5 seconds (both loops broken due to a torching flame).
Engine Fire Detection Logic - Fire Warning
Engine Fire Detection Logic - Fire Warning
26-4
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
26-4
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
FIRE PROTECTION
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION In case of a loop failure the Fire Detection Unit provides a loop fault warning signal to the ECAM and Centralized Fault Detection Interface Unit (CFDIU).
FIRE PROTECTION DESCRIPTION & OPERATION
The Fire Detection Unit (FDU) generates an inoperative signal if any of the following conditions are met: - electrical failure, - integrity failure, - detection of a single loop fire during more than 16 seconds while the other loop is in normal condition.
In case of a loop failure the Fire Detection Unit provides a loop fault warning signal to the ECAM and Centralized Fault Detection Interface Unit (CFDIU).
FOR TRAINING PURPOSES ONLY
The Fire Detection Unit (FDU) generates an inoperative signal if any of the following conditions are met: - electrical failure, - integrity failure, - detection of a single loop fire during more than 16 seconds while the other loop is in normal condition.
Engine Fire Detection Logic - Loop Fault Warnings
Engine Fire Detection Logic - Loop Fault Warnings JUN 97
A319/A320 AIRCRAFT REFERENCE GUIDE
26-5 A320 LIMITATION 1 AND 9 COURSE
JUN 97
26-5
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
AIRCRAFT REFERENCE GUIDE
FIRE PROTECTION
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
The detection fault logic is based on a dual loop failure. It corresponds to a total loss of the detection system. When the Fire Detection Unit generates two inoperative signals corresponding to loop A and loop B fault logic, the Flight Warning Computer (FWC) sends the fault warning.
The detection fault logic is based on a dual loop failure. It corresponds to a total loss of the detection system. When the Fire Detection Unit generates two inoperative signals corresponding to loop A and loop B fault logic, the Flight Warning Computer (FWC) sends the fault warning.
Engine Fire Detection Logic - Detection Fault Warning
Engine Fire Detection Logic - Detection Fault Warning
26-6 FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
JUN 97 A320 LIMITATION 1 AND 9 COURSE
26-6
JUN 97
UNITED AIRLINES
UNITED AIRLINES A318/
FIRE PROTECTION
A319/A320 /A321 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Engine Fire Push-Button Interfaces During the engine fire procedure, the engine fire push-button is manually released out. This triggers several automatic sequences simplifying further crew actions and system monitoring. Releasing the fire push-button out cancels the continuous repetitive chime, signals the action to the Flight Warning Computer (FWC) for further management of other warnings and messages and illuminates the SQUIB light on the engine fire control panel.
FOR TRAINING PURPOSES ONLY
A319/A320 AIRCRAFT REFERENCE GUIDE
DESCRIPTION & OPERATION Quick isolation of all systems on the related engine which could be the origin of the fire or feed the fire is achieved as soon as the fire push-button is released out. These systems are: - fuel, - air, - electric power, - hydraulic power. The electric supply to the Engine Interface Unit (EIU) is also disconnected.
Engine Fire Push-Button Interfaces During the engine fire procedure, the ENGINE FIRE PUSH-button is manually released out. This triggers several automatic sequences simplifying further crew actions and system monitoring. Releasing the fire push-button out cancels the continuous repetitive chime, signals the action to the Flight Warning Computer (FWC) for further management of other warnings and messages and illuminates the SQUIB light on the engine fire control panel.
Quick isolation of all systems on the related engine which could be the origin of the fire or feed the fire is achieved as soon as the fire push-button is released out. These systems are: - fuel, - air, - electric power, - hydraulic power. The electric supply to the Engine Interface Unit (EIU) is also disconnected.
Engine Fire Push-Button Interfaces
Engine Fire Push-Button Interfaces
JUN 97
FIRE PROTECTION
26-7 A320 LIMITATION 1 AND 9 COURSE
JUN 97
26-7
UNITED AIRLINES
UNITED AIRLINES
A318/A319/A320
FIRE PROTECTION
/A321
AIRCRAFT REFERENCE GUIDE
FIRE PROTECTION
DESCRIPTION & OPERATION
DESCRIPTION & OPERATION
System Warnings When an engine fire is detected, the continuous repetitive chime sounds, the MASTER WARNING flashes, the ENGINE FIRE PUSH-button light and the FIRE light on the ENGINE start panel come on. ENG 1 (2) FIRE appears on the upper ECAM display unit in red (Class I Level III Warning). The warnings are not inhibited in any of the flight phases. System Operation in case of Fire The following fire procedure describes the actions to be performed by the flight crew when an engine fire warning occurs on the ground.
System Warnings When an engine fire is detected, the continuous repetitive chime sounds, the MASTER WARNING flashes, the ENGINE FIRE PUSH-button light and the FIRE light on the ENGINE start panel come on. ENG 1 (2) FIRE appears on the upper ECAM display unit in red (Class I Level III Warning). The warnings are not inhibited in any of the flight phases. System Operation in case of Fire The following fire procedure describes the actions to be performed by the flight crew when an engine fire warning occurs on the ground.
The procedure uses Engine 2 as an example. When the fire is detected: - Select thrust levers to IDLE, and stop the aircraft. - When the aircraft is stopped set the parking brake to ON. - Select ENG MASTER 2 lever to OFF. When the MASTER lever is set to OFF, the low pressure and high pressure valves close and cause engine shutdoun. - Select ENG 2 FIRE PUSH-button. When the ENGINE FIRE PUSH-button is released on to indicate that the AGENT out, the continuous repetitive chime stops and the single chime sounds. The ENGINE FIRE PUSHbutton light stays on as long as a fire is detected. The SQUIB lights on the AGENT push-buttons come pushbuttons can be used. The MASTER CAUTION comes on due to system deactivation.
The procedure uses Engine 2 as an example. When the fire is detected: - Select thrust levers to IDLE, and stop the aircraft. - When the aircraft is stopped set the parking brake to ON. - Select ENG MASTER 2 lever to OFF. When the MASTER lever is set to OFF, the low pressure and high pressure valves close and cause engine shutdoun. - Select ENG 2 FIRE PUSH-button. When the ENGINE FIRE PUSH-button is released on to indicate that the AGENT out, the continuous repetitive chime stops and the single chime sounds. The ENGINE FIRE PUSHbutton light stays on as long as a fire is detected. The SQUIB lights on the AGENT push-buttons come pushbuttons can be used. The MASTER CAUTION comes on due to system deactivation.
26-8 FOR TRAINING PURPOSES ONLY
- Select the AGENT 1 push-button. When the AGENT 1 push-button is pressed, fire bottle 1 is discharged in the engine compartment and the DISCH light comes on. - The R TK (fuel) PUMP switches are selected to OFF. - Select the AGENT 2 push-button. When the AGENT 2 push-button is pressed, the second fire bottle is discharged in the engine compartment and the DISCH light comes on. - Ca