AIRBUS

A319/A320/A321 Flightdeck and systems briefingfor pilots

THIS BROCHURE IS PROVIDED FOR INFORMATION PURPOSES ONLY AND ITS CONTENTS WILL NOT BE UPDATED. IT MUST NOT BE USED AS AN OFFICIAL REFERENCE. FOR TECHNICAL DATA OR OPERATIONAL PROCEDURES, PLEASE REFER TO THE RELEVANT AIRBUS DOCUMENTATION

STL 945.7136/97
STL 945.7136/97

Issue September 1998

STL 945.7136/97

Contents
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. General Flight deck layout Electrical system Hydraulic system Flight controls Landing gear Fuel system Engine controls Auxiliary power unit Automatic flight system Environmental flight system Electronic instrument system Radio management and communication Maintenance centralized fault display system

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STL 945.7136/97

1. General

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1.1

A319/A320/A321 General
A319 A320 A321

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1.2

A319/A320/A321 general
A319-100 Span Length 34.10m 111ft 10in 33.84m 111ft A320-100 33.91m 111ft 3in 37.57m 123ft 3in 11.76m 38ft 7in 3.95m 12ft 11in 7.59m 24ft 11in 145 180 390 220 A320-200 A321-100 34.10m 111ft 10in 44.51m 146ft

Height Fuselage Diameter Track Max. pax Max. FL

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1.3

A319/A320/A3210general
Engine Model A319-111 A319-112 A319-113 A319-114 A319-115 A319-131 A319-132 A319-133 A319 Corporate Jet A320-111 A320-211 A320-212 A320-214 A320-231 A320-232 A320-233 A321-111 A321-112 A321-131 A321-211 A321-231
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Maximum weights (kg) Type MTOW MLW MZFW

Operation limits Mmo Vmo

Manuf. CFM CFM CFM CFM CFM IAE IAE IAE CFM IAE CFM CFM CFM CFM IAE IAE IAE CFM CFM IAE CFM IAE

CFM56-5B5 CFM56-5B6 CFM565A4 64 000 CFM56-5A5 CFM56-5B7 (options : 68 000 or V2522-A5 V2524-A5 70 000) V2527-M-A5 CFM56-5-B6/5B7 75 500 V2524-A5/V2527-M-A5 CFM56-5-A1 68 000 CFM56-5A1/5A3 CFM56-5A3 73 500 (options : from CFM56-5B4 V2500-A1 68 000 up to 77 000) V2527-A5 V2527E-A5 83 000 CFM56-5B1 (options : 78 000 or CFM56-5B2 V2530-A5 85 000) CFM56-5B3 V2533-A5 89 000

61 000

57 000

62 500 63 000 64 500

58 000 59 000 60 500 (option : 61 000)

0.82

350kt

73 500 (option : 74 500) 75 000

69 500 (option : 70 500 71 500

1.4

A319/A320/A321 introduction
The A319/A320/A321 are narrow body, twin-engined, short / medium-range aircraft, the A319 being the shortened version of the A320, and the A321 being the stretched version of the A320. They both offer an increased fuselage cross-section leading to an increased revenue potential through : - greater passenger comfort with wider seats and aisle - greater overhead baggage volume - greater cargo capacity - wide-body compatible container capability - quicker turnrounds. Advanced technology applied to aerodynamics, structure, systems and powerplant offer reduced costs through : unmatched fuel efficiency more accurate flight path control reduced maintenance costs increased reliability reduced trouble-shooting time. Introduced for airline service in March 1988, the A320 represents the largest single advance in civil aircraft technology since the introduction of the jet engine and results in a major stride forward in airline profitability. A computer-managed system gives complete protection against excursions outside the normal flight envelope and greatly improves the man / machine interface.

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1.5

2. A319/A320/A321flight deck layout

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2.1

A319/A320/A321 flight deck plan view

Capt. sidestick F / O sidestick

Capt. nav. bag F / O nav. bag 4th occupant seat (optional) CAPT F/O 3rd occupant seat

Coat stowage

An observer seat aft of the pedestal offers maximum visibility over all panels. A fourth occupant seats is offered as an option.

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2.3

A319/A320/A321 flight deck - general arrangement

Foward view
Ceiling light Sun visor F / O boomset stowage Assist handle Reading light

Rope stowage Air conditioning outlet Roller sunblind

F / O boomset jack panel

Cup holder Window control handle Miscellaneous stowage

Sidestick Hand microphone Ashtray Operational manual stowage Check list stowage Flight documents stowage
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Flash light Briefcase lighting Nosewheel steering ctl Briefcase Portable fire extinguisher F / O quick donning oxygen mask 3rd occupant quick donning oxygen mask

Waste stowage Air conditioning outlet

2.4

A319/A320/A321 flight deck - general arrangement

Rear view
Right corner Left corner

Secondary circuit breakers Primary circuit breakers

Hat stowage Bulbs, fuses stowage

Rain repellant bottle Hand microphone Hat holder Jack panel Headset stowage Portable oxygen bottle Full face mask 3rd occupant seat Axe Safety locker Life vest
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Coat stowage

Seat unlock 4th occupant seat (optional) Life vest

A319/A320/A321 flight deck pilots field of view

Improved pilot vision

Wing tip visible Aerospace standard 580 B A319/A320/A321

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Pilot axis

2.6

A319/A320/A321 flight deck pilots field of view

Visibility Windows are designed to meet or exceed the Aerospace standard 580 B. Geometry : - windshield panels - lateral windows : : flat glass curved acrylic.

Clear surface of each window : Windshield panel Lateral sliding window Lateral rear window Flight deck total 0.52m 2 each 0.36m 2 each 0.30m 2 each 2.36m 2

This geometry improves external aircraft monitoring, thereby increasing safety standards : - downward visibility in the pilot axis is 20 - wing tips visible from respective pilot stations.

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2.7

A319/A320/A321 flight deck main features

Control and indication panels in bold outline

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2.8

A319/A320/A321 flight deck main features

The main features : - sidestick controllers which leave the main instrument panel unobstructed - six display units (DU) interchangeable, switchable and integrated into the same system architecture (EFIS / ECAM) The other features evolve directly from the concepts introduced with the A300 / A310 family : - ergonomic layout of panels, synoptically arranged according to frequency of use (normal, abnormal, emergency) within easy reach and visibility for both crewmembers - philosophy of panels (e.g., lights out philosophy for overhead panel) - principles of presentation on information (need to know concept) - monitoring of systems through an Electronic Centralized Aircraft Monitor (ECAM) - coherent system of colour coding for EFIS, ECAM and panel lights.

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2.9

A319/A320/A321 flight deck sidestick arrangement

Pitch control Height adjustment

Sidesticks are installed on the CAPT and F / O forward lateral consoles. An adjustable armrest to facilitate free wrist movement is fitted on each seat. The sidestick works against a spring proportional to the angular displacement. Sidestick includes : - radio communication trigger - a take-over button for autopilot disconnection and priority take-over. force

Armrest memory position display

Neutral Take-over button Radio

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A319/A320/A321 flight deck sidestick operation

Moving the sidestick results in setting the aircraft trajectory with a certain level of g for the requested manoeuvre depending on the amount of sidestick movement. Movement is very precise since back lash and friction are negligible. Control of the flight path is performed by the Electronic Flight Control System (EFCS) which links the trajectory order with aerodynamic data to stabilize the aircraft and protect it from prohibited attitudes. Sidestick released : return to neutral

Sidestick released : return to neutral Sidestick pushed

10

10

10

10 10 10

10 10 10

10

10 10 10

10

10

10

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2.11

A319/A320/A321 flight deck main instruments panels

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2.12

A319/A320/A321 flight deck CAPT and F/O panels

Navigation display offers three modes : - ROSE mode (ILS, VOR or NAV): heading up, aircraft symbol in screen centre, with radar available, - ARC mode : heading up, horizon limited to a 90 forward sector, with radar available, - PLAN mode : north up, display centered on selected waypoint. Note : In ROSE-NAV, ARC, and PLAN modes, MAP data from FMS is presented.

The CAPT and F / O panels are mirror image of each other ; both incorporate two side-by-side Display Units (DUs) (7.25in x 7.25in) : - a Primary Flight Display (PFD) - a Navigation Display (ND). This arrangement facilitates : - a better visibility on all Dus in normal configuration and in case of reconfiguration (PFD ND or ECAM ND) - The possibility to install a sliding table (option) and a footrest in front of each pilot. Primary flight display includes the complete Basic T with : attitude airspeed / Mach (with all upper ad lower limits) altitude / vertical speed heading AFS status ILS deviation / maker radio altitude

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2.13

A319/A320/A321 flight deck centre panel

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2.14

A319/A320/A321 flight deck centre panel

The centre panel groups : - two Dus, one above the other, same size and interchangeable with the CAPT and F / O Dus : Engine Display (DU 1), showing : - the main engine parameters : N1, EGT; N2 (CFM) or EPR, EGT, N1, N2 (IAE) - thrust limit and command - total fuel - the flaps and slats position - memo and warning. System Display (DU 2) showing : - presentation of system synoptic diagrams - status of the aircraft (list of all operationally significant items) - standby instruments - landing gear control and indications (including brakes) - clock

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2.15

A319/A320/A321 flight deck glareshield

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2.16

A319/A320/A321 flight deck glareshield

The Flight Control Unit (FCU) provides short-term interface between the FMGC and crew for : - engagement of A / P, FD, ATHR - selection of required guidance modes - manual selection of flight parameters SPD, MACH, ALT, VSPD, HDG or track. The EFIS control panels for : - selection of desired ND modes (ROSE-ILS, -VOR, ARC, PLAN) and ranges, - selection of baro setting. The master warning, master caution, autoland and sidestick priority lights.

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2.17

A319/A320/A321 flight deck pedestal

Pitch trim wheel

Thrust and thrust reverse control levers

Landing gear gravity extension handle

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2.18

A319/A320/A321 flight deck pedestal

In addition to the thrust levers and the engine control functions, the main features on the pedestal are : The Multipurpose Control and Display Units (MCDU) for flight management functions and various other functions such as data link, maintenance etc The Radio Management Panel (RMP) for tuning of : all radio communications and the radio navigation as a back-up to the normal operation through the Flight Management and Guidance Computers (FMGC) . The electrical rudder trim. A handle at the rear of the pedestal enables the gravity landing gear function, to be operated easily and rapidly.

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2.19

A319/A320/A321 flight deck overhead panel

Maintenance panel Spare Circuit breakers 3rd and 4th occupant air outlets Spare Spare Fire controls ADIRS CP Flight control EVAC Standby electrics Electrics GPWS RCDR Air cond. Oxygen Calls Anti-ice Wiper EXT LT Cargo heat Vent Engine Wiper Cabin pressure Internal lights and signs APU control
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Spare Pedestal light

FMS load 3rd audio control Eng 1 APU Eng 2 Hydraulics Fuel Spare Flight control Options Cargo smoke 3rd RMP (option)

CVR microphone

A319/A320/A321 flight deck overhead panel

The overhead panel is single slope and one inch higher than on previous Airbus aircraft. All controls on the overhead panel can be reached by either pilot. Two main zones are separated by protective padding : - Forward zone : - for most frequently used functions at the front of the panel - for system controls : arranged in three main rows : center row for engine related systems arranged in a logical way lateral rows for other systems - Aft zone, not used in flight, mainly : - for circuit breakers corresponding to essential systems necessitating segregation - for a small maintenance panel corresponding to some systems not linked to the Centralized Fault and Display System (CFDS). The push-button philosophy is identical to that already applied on existing Airbus aircraft.
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3. Electricalsystem

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3.1

A319/A320/A321 electrical system architecture

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3.2

A319/A320/A321 electrical system architecture

The electrical power generation comprises : Two engine-driven AC generators , nominal power 90kVA One auxiliary power unit (APU) AC generator nominal power 90kVA One emergency generator nominal power 5kVA, hydraulically driven by the Ram Air Turbine (RAT), automatically deployed in case of main generators loss One ground connector, power 90kVA. DC network supplied via three identical Transformer / Rectifier Units (TRU) : - two of them are normally used - the third is used : in emergency configuration (loss of main AC generators) in case of TR 1 or TR 2 failure Two batteries, nominal capacity 23Ah each - on ground : to provide an autonomous source mainly for APU starting - in emergency configuration to feed some equipment : during RAT deployment after landing gear extension (only for A320).

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3.3

A319/A320/A321 normal electrical flight configuration

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3.4

A319/A320/A321 normal electrical flight configuration

In normal configuration, both normal AC systems are split Each engine-driven generator supplies its associated AC BUS via its Generator Line Contactor (GLC). AC ESS BUS is normally supplied from AC BUS via a contactor. DC BAT BUS and the DC ESS BUS are normally powered by the TR 1. Two batteries are connected to the DC BAT BUS via the Battery Charge Limiter (BCL). Each battery has its own HOT BUS bar (engine / APU firesquib, ADIRS, CIDS, ELAC 1, SEC 1, slide warnings, parking brake etc).

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3.5

A319/A320/A321 normal electrical flight configuration

Loss of main electrical generators EMER GEN running

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3.6

A319/A320/A321 normal electrical flight configuration

In case of failure, the failed generator is automatically replaced by : - the APU generator if available - the other main generator with automatic partial galley load shedding. In case of total loss of all main generators, the RAT is automatically extended and drives the emergency generator via a hydraulic motor. The EMER GEN supplies the AC ESS BUS and the DC ESS BUS via the ESS TR. The ECAM WD remains powered, with associated procedures presented. Alternate law is operative through ELAC 1 and SEC 1.

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3.7

A319/A320/A321 electrical control and display

Control panel

System display :

Batteries indication Buses indication

ELEC system page Normal configuration

Transformer / Rectifier

Generator indication Integrate Drive Generator indications

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A319/A320/A321 cockpit circuit - breakers

Circuit breakers (C / Bs) are constantly monitored and the tripping of a C / B will be clearly indicated : either through activation of a system warning a failure test an abnormal instrument configuration

Rear right panel

Secondary circuit breakers (aircraft systems)

or, for C / Bs monitored by the ECAM system : - six zones have been defined - each time a C / B trips, the corresponding zone is identified

Overhead panel
Emergency circuit breaker

Primary circuit breakers (electrical generation)

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3.9

4. Hydraulic system

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4.1

A319/A320/A321 hydraulic system architecture

(*) only for A320

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A319/A320/A321 hydraulic system - general

Three fully independent systems : Green, Yellow, Blue. Normal operation : - two engine-driven pumps (one each - Green and Yellow systems) - one electric pump (Blue system) Abnormal operation : - if engine No. 1 inoperative or Green pump failed : then Green system pressurized by the reversible Power Transfer Unit (PTU) - if engine No. 2 inoperative or Yellow pump failed : then Yellow system pressurized by the reversible PTU - if Yellow system pump inoperative and PTU failed : then an electric pump will pressurize the Yellow system. - if case of dual engine failure or total electrical power loss : the Ram Air Turbine (RAT) will pressurize the Blue system. On ground : - Blue and Yellow systems may be pressurized by electric pumps. A handpump (operated from the ground on the yellow system) facilitates manoeuvring of the cargo doors. - Green/Yellow system may be pressurized by the PTU.

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4.3

A319/A320/A321 hydraulic - control and display

Control panel

System display :
HYD system page

System label System pressure Power Transfer Unit

RAT Yellow electrical pump Engine pump Fire valve position Reservoir quantity indication
TAT + 19 C SAT + 18 C G.W. 60300kg 23 H 56

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4.5

5. Flightcontrols

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5.1

A319/A320/A321 EFCS advantages

The Electrical Flight Control System (EFCS) provides : Safety improvements (stall / windshear / overstress / overspeed protection) Economical aspects - weight saving = W > 200kg considering the impact on AFS A319/A320/A321 plus same weight gain on wing structure due to integration of load alleviation function function (A320 only). - maintenance costs decreased - training costs decreased - production costs decreased Improvements in handling and comfort - flight handling improvement - new cockpit concept

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5.3

A319/A320/A321 flight controls surfaces

Rudder Elevator Slats Aileron

Flaps Trimmable horizontal stabilizer

Speed brakes Roll spoilers Lift dumpers

Load alleviation function (only for A320)

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5.4

A319/A320/A321 flight controls surfaces

Control is achieved through conventional surfaces All the surfaces are hydraulically actuated Roll and pitch control is electrical : elevator ailerons roll spoilers trimmable horizontal stabilizers slats and flaps (single flap surfaces for A320 and A319, double slotted surfaces for A321) - speedbrakes / ground spoilers. Yaw control is mechanical : - rudder (yaw damping, turn coordination and trim are electrically ensured) Mechanical back up : - trimmable horizontal stabilizers

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5.5

A319/A320/A321 EFCS command principle

Commands
Autopilot ELACS (2)

Digital computers

Electro / hydraulic jacks

Electrical orders

Sidestick

SECs (3)

FACs (2) Hyd. jacks Slats/flaps Rudder pedals SFCCs (2)

Elevator Stabilizer Ailerons Spoilers Rudder Slats Flaps

Mechanical back up

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5.6

A319/A320/A321 EFCS computer

Flight control is achieved by three types of computer : Two ELACs (Elevator Aileron Computer) to ensure commands of : - normal elevator and stabilizer - aileron Three SECs (Spoiler Elevator Computer) - three computers achieve spoiler control - two of them are devoted to standby elevator and stabilizer control Two FACs (Flight Augmentation Computer) Two computers which achieve electrical rudder control and characteristics speeds calculation for displays on PFD . In addition - two SFCCs (Slats Flaps Control Computer) - two FCDCs (Flight Control Data Concentrator) acquire data from ELACs and SECs and send them to ECAM and CFDS.

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5.7

Classic and Fly-by-Wire (FBW) controls compared

Classic flight controls Directly proportional relationship between pilot stick input and control surface position. Aircraft response depending on aircraft dynamics and flight envelope area coverage. Airworthiness and aircraft performance requirements leading to increasingly complex system : - variable artificial feel to modulate pilot forces with flight conditions (efforts / g), - hydraulically powered servocontrols, servoed autopilots, control wheel steering, - stall protection devices (stick shaker, stick pusher), - stability augmentation systems (Mach trim, speed trim, angle-of-attack trim, roll and yaw damping). Fly-by-wire controls No directly proportional relationship between pilot stick input and control surface position. Computers response to stick servocontrolled jacks to satisfy : input modulating

- normal, alternate or direct laws (pitch, roll and yaw axes), - optimised flight control characteristics (easy handling, good stability), - improved safety :overspeed, stall, windshear, manoeuvre and attitude protections.

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5.9

A319/A320/A321 C* law description

Autotrim function Control surface autotrim function

Ground or Z < 100 ft* Ground Electric trim GAIN GAIN GAIN Z < 100 ft* THS Elevator Z < 100 ft* * Before landing
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NZ ( and compensated)

A319/A320/A321 normal law pitch axis

Manoeuvre demand law as basic flight mode - neutral speed stability with full flight envelope protection Vertical load factor control proportional to stick deflection : C* law - independent of speed, weight, center of gravity ; stick displacement : stick neutral : Nz = n Nz = O Nz = n + 1g Nz = 1g Medium-term flight path stability : - maintenance of parallel trajectory 1g in pitch even after atmosphere disturbance. Automatic pitch trim eliminating need to correct for speed or configuration changes : - electric autotrim function holding elevator position for constant flight path, - control surface autotrim function returning elevators to the THS trail. Automatic elevator for bank angle compensation up to 33.

Flight path stability instead of speed stability - control inputs are made to alter the flight path, not to hold it.

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5.11

A319/A320/A321 normal law pitch axis

Adaptation of basic control law objectives to : - Ground phase : ground mode Direct relationship between stick and elevator available before lift-off and after touch-down - Take-off phase : take-off mode For smooth transition, blend of ground phase law and Nz command law over 5 seconds after lift off. - Landing phase : landing mode At 50ft the attitude is memorized as reference pitch attitude. At 30ft this value is progressively reduced to 2 nose down to induce gentle positive pilot action for a conventional flare.

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5.12

A319/A320/A321 normal law roll and yaw axes

Roll rate demand (15 / Sec max.) as basic flight mode : Coordinated roll and yaw surfaces deflections : - to achieve and maintain bank angle up to 33, stick released Bank angle protection above 33 : - positive spiral stability restored up to 67 inside normal flight envelope - limit of 67 bank angle Lateral control laws providing handling quality features such as : bank angle resistance to disturbance, stick free, precise piloting good turn coordination, dutch roll damping, sideslip minimization. Engine failure or aircraft asymmetry compensation consisting of : - If no pilot action : stabilized sideslip and bank angle followed by, automatic rudder trimming to compensate asymmetric thrust slowly diverging heading. - Recommanded action : zero sideslip target with pedals (take-offf, goaround), heading stabilization with stick input, steady flight stick free / no pedal forces (rudder trim). Adaptation of basic control law objectives to : - Ground phase : ground mode Direct relationship between stick and roll control surfaces Rudder : mechanical control from pedals + yaw damper function Transition from ground to in-flight law (and vice versa) Switching over in 0.5 second after lift-off or touchdown.
5.13

Sidestick free with pedal deflection results in stabilized sideslip and bank angle facilitating de-crabbing in crosswind landings.

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A319/A320/A321 control laws reconfiguration logics

Normal law
Double self-detected ADC or IRS failure or double (2nd not self-detected) ADC failure or triple ADC failure or double ELAC failure or double FAC failure or double SFCC slat channel failure Triple IRS failure or double radio-altimeter failure (when landing gear extended)

or double hydraulic failure (B+G) or Y+G) or double aileron failure or loss of all spoilers or THS jammed or emergency power supply

Alternate law

Double (2nd not self-detected IRS failure

Direct law
Crew action (identification of failed IRS)
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A319/A320/A321 alternate law

Flight mode as basic control laws : - pitch axis : as normal law, stick deflection to change Nz, - roll/yaw axes : direct stick-to-roll-surface relationship, speed, configuration and surface availability dependent, - automatic pitch trim. Loss of flight envelope protections except : - manoeuvre protection against excessive load factor - low speed stability - conventional aural stall and overspeed warning Reversion of basic control law : - alternate law not being adapted to landing phase automatic reversion to direct law after landing gear extension. Automatic reconfigurations after loss of basic control law in either axis.

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5.15

A319/A320/A321 direct law and mechanical back-up

Direct law
On all axes : - direct stick to elevator or roll control surface relationship, - center of gravity, configuration and surface availability dependent. Manual trimming through trim wheel : Lateral control from pedals. - amber message on PFD (USE MAN PITCH TRIM) Loss of all flight envelope protections : - conventional aural stall and overspeed warning. Automatic reconfiguration after loss of basic control law in either axis. Manual trimming through trim wheel : - red message on PFD (MAN PITCH TRIM ONLY)

Mechanical back-up
Highly improbable operational necessity. To sustain the aircraft during a temporary complete loss of electrical power. Longitudinal control of the aircraft through trim wheel. Elevators kept at zero deflection..

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5.16

Performance comparison of sidestick/FBW and conventional controls

A300 flying testbed equipped with dual sidestick/FBW system (left side) and control column conventional flight control system (right side). Two pilots twice flew each of the following three flight conditions in well-specified and demanding experimental circuits : Flight Director (FD) : FD and autothrottle system on, ILS (raw data) : FD and autothrottle system off, NDB (non-precision) : FD, autothrottle and ILS off.

The following measurements of recorded flight parameters were calculated when appropriate and compared for flying with the sidestick and conventional controls : Mean : average of 1 second values, Standard deviation : amount of variation around the mean, Rate zero : number of sign changes per minute, Reversal rate : number of direction reversals per minute.

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5.17

Performance comparison of sidestick/FBW and conventional controls

Roll and pitch angles Standard deviation
4 4 3,2
Degrees

Roll, pitch and yaw rates Standard deviation

Control Conventional Sidestick/FBW
per Second
4

Control Conventional Sidestick/FBW

1,6 1,4

Degrees

.5 .4

.5 .4

Acceleration Transitions through zero

16

Roll

Pitch

Roll Rate Pitch Rate

Yaw Rate

Roll, pitch and yaw rates Transitions through zero

Control Conventional Sidestick/FBW
19,2 17,5 15,7

Control Conventional Sidestick/FBW

Transitions per Minute

11,2 9 8

per Minute

11,1

10,4

Transitions

6,4

Vertical

.6 .2 Longitudinal

Lateral

Roll Rate Pitch Rate

Yaw Rate

Acceleration Type

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5.18

Performance comparison : major results and conclusions

All measurements of smoothness and stability favoured the sidestick by a large margin : for roll and pitch angles and rates, standard deviations and rate through zero were reduced by 20% or more when flying with the sidestick, accelerations in all three axes showed a large reduction in standard deviation and rate through zero when flying with the sidestick

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5.19

Performance comparison of sidestick/FWB and conventional controls

N1 engine No.1 Standard deviation

N1 engine No.1 Reversal rate

Pitch trim + elevator + aileron reversals vs Any sidestick reversal

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5.20

Performance comparison : major results and conclusions

All parameters related to fuel burn showed significantly better values with sidestick : the sidestick/EFCS combination should improve fuel economy through unnecessary control surface movements and increased rear C.G. limits.

Pilot control inputs were reduced by 50% or more and the system still achieved much better overall performance : lower pilot workload should allow more time for dealing with emergencies and managing flight efficiency.

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5.21

A319/A320/A321 EFCS architecture

ELAC 2 SEC 1 2 3 2 Elevator/Aileron Computers (ELAC) LAF* Ground spoiler Roll Speed brake Speed brake 3 Spoiler/Elevator Computers (SEC) Ground spoiler Roll LAF*

LH Aileron B ELAC 1 SEC G 2

RH Aileron G B SEC

Normal control 3 3 Normal control THS actuator** G Y

LH Elevator Hydraulic B Blue system G Green system Y Yellow system B ELAC 1 SEC 1 2 2 G 2 1 1

LH Elevator Y 2 2 B 1 ELAC 1 SEC

* LAF = Load Alleviation Function (A320 only) **THS = Trimmable Horizontal Stabilizer
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Mechanical

5.22

A319/A320/A321 EFCS redundancy aspects

Use of dissimilar redundancy Two types of computer - two ELACs to achieve aileron control and normal pitch control - three SECs to achieve spoiler control and standby pitch control ELAC - Motorola 68000 SEC - INTEL 80186

No single type of P :

Each ELAC and SEC is divided into two units : - one Control Unit (COM) - one Monitoring unit (MON) Four different softwares : ELAC COM + MON SEC COM + MON.

Physical separation of hardware for COM and MON units. In addition, mechanical back-up (through rudder and stabilizer control) will ensure adequate control in case of temporary loss of all electrical power sources including batteries.

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5.23

A319/A320/A321 EFCS electronic protections

Self tests Each computer is able to detect its own failures : - processor test (check sum, watchdog) - electrical supply monitoring - input and output test - wrap around of output to input. Inputs are monitored : - by comparison of signals of the same type but sent by different sources - by checking the signal coherence. Other protections Specific routes are dedicated to : control signals monitoring signals Signals are linked : ELAC 1 and SEC 1 computers on one side ELAC 2, SEC 2 and SEC 3 computers on the other side. ELAC and SEC computers are qualified in convenience with DO 160 for electrical susceptibility test, the most severe category (Z) being applied. - Wires are installed in metal shields in the exposed areas. - For each signal, wires are twisted. - No signal grounding in the exposed areas. - Computer inputs and outputs connected to exposed wires are protected against the most severe spikes. This protection, combined with the precautions taken in the software, ensure good protection against lightning strikes and electromagnetic disturbances.

STL 945.7136/97

5.24

A319/A320/A321 EFCS flight envelope protection

Overspeed protection Positive load factor demand automatically applied when Vmo + 6kt ot Mmo + 0.01 is reached, Speed limited to Vmo + 16kt and Mmo + 0.04 when full nose-down stick is maintained, Vmo/Mmo warning : continuous repetitive chime master warning light overspeed red message on ECAM red and black strip along the PFD scale.

Overspeed protection symbol PFD speed scale

Bank angle limitation to 45

STL 945.7136/97 5.25

A319/A320/A321 EFCS flight envelope protection

AOA protection principle - When becomes greater than prot, the flight control normal law is replaced by an angle of attack law (angle of attack corresponds to stick displacement). Autotrim stops, resulting in a nose-down tendency. - If reaches floor the auto-thrust system will apply go-around thrust. - The max cannot be exceeded even if the stick is pulled fully back. - At max + 4 an audio stall warning (cricket + synthetic voice) is provided. Consequences - prot is maintained if sidestick is left neutral - max is maintained if sidestick is deflected fully aft - Return to normal law is obtained when sidestick is pushed forward. Amber strip on PFD indicates 1.13 Vs at take-off, or 1.23 Vs in other phases of flight.
STL 945.7136/97 5.26

Amber Black amber Red

VLS Vprot Vmax

A319/A320/A321 EFCS flight envelope protection

Manoeuvre protection The objective is to limit the load factor so as to allow the pilot to apply full sidestick deflection when high manoeuvrability is required. Load factor limits : + 2.5g to 1g in clean configuration + 2g to 0g flaps extended. Attitude protection The objective is to complement AOA and high speed protection in extreme conditions and in windshear. Bank is limited to : 33 stick released 67 stick fully deflected. Pitch is limited to : 30 nose up 15 nose down. If these limits are approached, the aircraft pitch and roll rate decrease and stop at the limit. Bank limitation (67)

Primary Flight Display

Pitch limitation (15)

STL 945.7136/97

5.27

A319/A320/A321 EFCS flight envelope protection

Windshear protection Windshear protection is ensured by : SRS more speed trend indication wind (speed and direction indication) flight path vector high angle of attack protection windshear warning (optional). Load Alleviation Function (LAF) (only for A320) - The load alleviation function is used in conditions of turbulence in order to relieve wing structure loads - The LAF becomes active at more than 0.3g in which case the ailerons and the spoilers 4 and 5 are deflected symmetrically upwards - The LAF is no longer necessary for A321 and A319 which benefit from a reinforced structure.

Low energy protection (basic on A321 and A319) - An audio warning SPEED, SPEED, SPEED is triggered to indicate to the crew that a thrust increase is necessary to recover a positive flight path angle through pitch control.

STL 945.7136/97

5.29

A319/A320/A321 EFCS flight sidestick coupling/function

Priority lights in front of CAPT and F / O Red Green Red Green

Both sidesticks are coupled electronically to deal with : - simultaneous inputs - conflicts. Full control is obtained by pressing and keeping pressed the take-over button, thereby deactivating the other pilots stick. After pressing the take-over button for more than 40 seconds, it can be released without loosing priority. When both pilots press their take-over buttons, the last pilot to press will get the priority. onside priority can be maintained throughout by keeping the button pressed continuously for 40s.
STL 945.7136/97 5.30

A319/A320/A321 EFCS sidestick priority display logic

Captains side Sidestick Annunciation Annunciation First Officers side Sidestick

Take-over button depressed

Red CAPT Green

Sidestick deflected

Take-over button depressed

Red

Sidestick in neutral

Red Sidestick deflected Green F/O

Take-over button depressed

Red Sidestick in neutral Take-over button depressed Red arrow in front of the pilot = loss of authority PRIORITY RIGHT/LEFT audio voice message when priority is taken.
STL 945.7136/97 5.31

Green arrow in front of the pilot = authority when opposite sidestick deflected

A319/A320/A321 EFCS speed brakes and ground spoilers

Speed brakes - Achieves by three surfaces - When the sum of a roll order and a simultaneous speed brake order on either surface is greater than the maximum deflection achievable, the symmetrical surface is retracted until the difference between both corresponding surfaces is equal to the roll order. If engine power is above idle, an amber message is displayed on ECAM. Speedbrakes are automatically retracted when : - selection of flaps configuration FULL for A320 and A319 (or 3 or FULL for A321) - AOA protection is active Ground spoilers - Preselection achieved : with control handle in the armed position and idle thrust selected, or by selecting reverse thrust - Maximal extension (50) of all surfaces then automatically achieved when wheels speed >72kt.
STL 945.7136/97 5.32

RET

RET

SPEED BRAKE

1/2

1/2

FULL

FULL

A319/A320/A321 EFCS - flaps and slats control

- The flaps lever selects simultaneous operation of the slats and flaps. - The five positions of the lever correspond to the following surfaces positions and flight phases : Position 0 1 Slats 0 18 Flats 0 0 10 2 3 FULL 22 22 27 15(14) 20 (21) 35(*) (25) Take off Approach Approach / landing Landing Flight phases Cruise / Hold Hold / Approach FLAPS

(*) : 40 for A320 with IAE engine or A319 () : setting for A321 Computed by FACs, retraction presented on PFDs for : speeds are

minimum flaps retraction or F -speed, minimum slats retraction or S -speed.

STL 945.7136/97

5.33

A319/A320/A321 EFCS controls

FLT CTL
ELAC 1 SEC 1 FAC 1 ELAC 2

FLT CTL
SEC 2 SEC 3 FAC 2

SPEED BRAKE

FLAPS

STL 945.7136/97

5.34

A319/A320/A321 EFCS indications

ECAM upper display

Slats/flaps indication

ECAM lower display

Spoilers / speedbrakes Ailerons position Ailerons actuators Pitch trim position Elevator position Rudder position Computers F / CTL page Hydraulic system pressure indication

STL 945.7136/97

5.35

6. Landinggear

STL 945.7136/97

6.1

A319/A320/A321 landing gear

Main feature Conventional tricycle or bogie (option) landing gear and direct-action shock absorbers. Main gear retracts laterally and nose gear forward into the fuselage. Electrically controlled by two Control/Interface Units (LGCIU). Landing Gear Braking system The Braking and Steering Control Unit (BSCU) is a fully digital dual-channel computer controlling the following functions : normal braking system control anti-skid control (normal and alternate) auto brake function with LO, MED, MAX nosewheel steering command processing monitoring of all these functions

Hydraulically actuated with alternative free-fall/spring downlock mode Alternating use of both retraction/extension cycle. LGCIUs for each

In the event of one LGCIU failure, resetting the landing gear control lever results in transition to the other LGCIU. Elimination of gear lever neutral position through automatic depressurization of landing gear hydraulic supply above 260kt. Elimination of microswitches by use of trouble-free proximity detectors for position sensing.
STL 945.7136/97 6.3

A319/A320/A321 landing gear - braking system

Auxiliary LP distribution line To other side dual valve Pedals

Accu Green HP Normal selector valve

Yellow HP

BSCU

Automatic selector

Control valve parking brake To other gear

To other wheels

Dual shuttle valve To opposite wheel Accumulator pressure

Normal servo valve

To ECAM

STL 945.7136/97

6.4

A319/A320/A321 landing gear - braking system

Carbon disk brakes are standard. Normal system (Green hydraulic system supply) : electrically signalled through anti-skid valves individual wheel anti-skid control autobrake function automatic switchover to alternate system in event of Green hydraulic supply failure. - electrically signaled - hydraulically controlled indication on gauges. with brake pressure Parking brake (Yellow hydraulic system supply or Yellow brake power accumulator) :

Alternate braking system (Yellow hydraulic system supply) : - hydraullically controlled through dual valve - individual wheel anti-skid control - no autobrake function. Emergency braking system (Yellow hydraulic system supply or Yellow brake power accumulator) : - hydraulically controlled by pedals with brake pressure indication on gauges - no anti-skid control

STL 945.7136/97

6.5

A319/A320/A321 landing gear antiskid principle

Green H.P. Pedals depressed autobrake activated gear retraction Opening Normal selector valve

OR

LO MED MAX Decel Decel Decel on on on Aircraft speed at touchdown (wheel tachy.) Aircraft longitudinal deceleration (ADIRS)

prog Vo ir

Vo prog

V prog

Vo - ir. t Off Autobrake

Highest value On Release order Normal servo valve

Vref

Wheel speed

BSCU 1 BSCU 2
STL 945.7136/97 6.6

A319/A320/A321 landing gear braking principle

Anti-skid system From touchdown, aircraft speed is computed based on touchdown speed (wheels) and integrated deceleration (ADIRS). This reference speed is compared with each wheel speed to generate a release order for closing the normal servo valve in case of skid exceeding 13%. Brake pedals order results in opening this servovalve also modulated by anti-ski closing signals. Autobrake system From touchdown a specific speed is computed based on touchdown speed (wheels) and programmed deceleration (low, medium, max). This programmed speed is compared with each wheel speed to generate a release order for closing the normal servovalve to meet selected deceleration. If reference speed exceeds programmed speed (contaminated or iced runways) the former will take over for the anti-skid to modulate the normal servo valve.

STL 945.7136/97

6.7

A319/A320/A321 landing gear - nose gear steering principle

A/SKID & N/W STRG

Rudder pedal disconnect pushbutton

OR E L A C

Auto pilot

One engine running and Towing lever Normal position MLG Compressed BSCU Steering servo valve

Green hydraulic supply

STL 945.7136/97

6.8

A319/A320/A321 landing gear

Autobrake panel and gear position indicator (System 1)

Tyre pressure psi (optional) LDG door Hottest brake Anti-skid release indicator Ground spoiler extension Wheel system page landing roll
STL 945.7136/97 6.9

Gear downlock indication Brake temp. C Autobrake indication

Brake pressure indication (alternate system)

7. Fuel system

STL 945.7136/97

7.1

A319/A320/A321 fuel system - ventilation

A319 / A320
Surge tank Outer cell Inner cell Center tank Surge tank

A321
Wing tank Center tank

Vent valve

Vent valve

NACA intake Flame arrestor Pressure relief outlets

Vent line

Pressure relief outlets

NACA intake Flame arrestor Pressure relief outlets

Vent line

Pressure relief outlets

STL 945.7136/97

7.2

A319/A320/A321 fuel system basic layout

Total fuel capacity Ventilation - Each tank is separately ventilated via surge tanks at each wing tip. - The center tank is ventilated via the LH surge tank. - The surge tanks are opened to atmosphere via flame arrestors and NACA inlets. - Vent valves ensure correct operation of the vent system. - Pressure relief outlets protect the tanks from overor under- pressure.

A319 / A320 Two outer cells Two inner cells One center tank 1 760 litres (1 408kg) 13 849 litres (11 079kg) 8 250 litres (6 600kg) A321 Two wing tank One center tank 15 500 litres (12 400kg) 8 200 litres ( 6 560kg)

(Weight calculated with a density of 0.8 An additional center tank (optional) increases the total fuel capacity by 2 900 litres (2 320kg). On the A319 Corporate Jet, up to 6 additional center tanks can be added to increase the total fuel capacity by up to 17 000 litres. An additional volume of 2% is available for expansion without spillage into the vent surge tank.
STL 945.7136/97 7.3

A319/A320 fuel system engine feed

IAE Eng CFM Eng

Sequence valves Fuel recirculation system

Pump

Center tank

15
ell er c I nn l c el t er u O
nk e ta g r Su

22 26

Suction valve (gravity feed) APU LP valve twin actuators APU pump

Defuel valve (ground only) Cross feed valve twin actuators

Transfer valves

STL 945.7136/97

7.4

A319/A320 fuel system engine feed

A319/A320 definition Fuel is delivered to the engines by means of booster pumps. - Each tank is equipped with two identical booster pumps. - Center tank feeds first, except during take-off and fuel recirculation when center tank pumps are switched off automatically. - Wing tank pumps operate permanently at a lower pressure than center tank pumps. - Thus, when center tank pumps stop, engine feed comes automatically from wing tank pumps. Two electrical transfer valves are installed on each wing. They automatically open when the inner cell fuel reaches a low level (about 750kg) for fuel to drain from the outer to the inner cells. Fuel is recirculated automatically and transparently to the crew : It ensures the IDG cooling (CFM and IAE eng.) and the engine oil cooling (IAE only) through a set of valves controlled by the FADEC.

STL 945.7136/97

7.5

A321 fuel system engine feed

IAE Eng CFM Eng

Remote pick-up (all pumps) Sequence valve Fuel recirculation system

Center tank Center tank transfer valves Jet pumps

Pumps

APU LP valve (twin actuators)

22 26
ta ge Sur nk

Suction valve (gravity feed)

nk g ta W in

APU Defuel/tansfer fuel pump Valve twin actuators (ground only) Cross feed valve (twin actuators)

Recirculation line

STL 945.7136/97

7.6

A321 fuel system engine feed

A321 definition The A321 fuel system has been simplified compared to the A319/A320 : Single wing tank in place of two cells wing tank, suppression of the outer/inner cell transfer valves. Center tank transfer to wing tank in place of center tank feed to engines : When the transfer valves are open, fuel tapped from the wing pumps flows into the center tank jet pumps. It creates a depressurization which sucks the center tank fuel into the wing tanks - a transfer valve automatically closes when the related wing tank is overfilled or when the center tank is empty. The fuel recirculation principle is identical to A319/A320, the recirculated fuel being returned into the wing tank.

STL 945.7136/97

7.7

A319/A320A321 fuel system control and indications

A319/A320 OVERHEAD PANEL A321

UPPER ECAM

Memo indications : systems temporarily used

LOWER ECAM A319/A320 Fuel on board

Low pressure valve Cross-feed valve Pumps indication

A321

STL 945.7136/97

7.8

A319/A320A321 fuel system control and indications

No crew action is required for normal operation. Indications : - fuel data (quantity, temperature) are available from a Fuel Quantity Indication (FQI) system - fuel quantity is permanently displayed on upper ECAM DU - fuel system synoptic on lower ECAM DU is displayed according to ECAM logic - low level warning is totally independent from FQI. Abnormal operations : - fuel feed sequence may be operated manually - one or both engines may be fed from any tank via cross-feed valve - gravity feed is possible from wing tanks.

STL 945.7136/97

7.9

A319/A320A321 fuel system refuel/defuel

In cockpit (optional)

Refuel coupling Refuel coupling and cap Fuselage datum line

Refuel panel :

Fuel quantity indicator

Refuel valve control

Refuel preselector

STL 945.7136/97

7.10

A319/A320A321 fuel system refuelling

Refuel/defuel control is from an external panel located in the fuselage fairing under the RH wing within easy reach from the ground. One refuel/defuel coupling is located under the RH wing. Identical coupling on LH wing is available as an option. Refuelling is auto sequenced : It starts with the outer cells (A319/A320) or the wing tanks (A321). If the selected fuel quantity exceeds the wing tank capacity, the center tank is refuelled simultaneously. Refuelling time at nominal pressure is approximately 20 minutes for all tanks. Gravity refuelling can be achieved by overwing refuelling points.

STL 945.7136/97

7.11

8. Engine controls

STL 945.7136/97

8.1

A319/A320/A321 engine controls - FADEC

Thrust control is operated through Full Authority Digital Engine Control (FADEC) computers which : - command the engines to provide the best suited power to each flight phase - automatically provide all the associated protection required : either in manual (thrust lever) or in automatic (autothrust) with a fixed thrust lever. Engine performance and safety better than with current hydromechanical control system. Simplification architecture. of engine/aircraft communication gas generator control engine limit protection engine automatic starting power management engine data for cockpit indication engine condition parameters reverser control and feed back. The system design is fault-tolerant being fully duplicated, with graceful degradation for minor failures (i.e. sensor failures may lose functions but not the total system). The engine shut-down rate resulting from FADEC failures will be at least as good as todays latest hydromechanical systems with supervisory override. FADEC is an electronic system which incorporates a fully redundant Engine Control Unit (ECU) and an Engine Interface Unit (EIU). Each engine is equipped with a FADEC which provide the following operational functions :

Reduction of crew workload by means of automatic functions (starting, power management). Ease of on-wing maintenance.

STL 945.7136/97

8.3

A319/A320/A321 engine controls FADEC architecture

SYSTEMS DISPLAYS

THRUST LEVER 1

ENGINE/ WARNINGS DISPLAY

ADIRS 1+2 TLAA

ECU CHANNEL. A

ENGINE PARAMETERS ECU CHANNEL. B

TLAB ADIRS 1+2

HYDROMECHANICAL UNIT

ENG MAN START

START VALVE

GRND/FLT ENGINE INTERFACE UNIT 1 (ECU)

THRUST REVERSER SYSTEM

BLEED STATUS

IGNITION SYSTEM

ZONE CONTROLLER FMGS

FUEL RECIRCULATION VALVE

STL 945.7136/97

8.4

A319/A320/A321 engine controls ECU and EIU

One ECU located on the engine with dual redundant channels (active and standby) each having separate 28V DC aircraft power sources to ensure engine starting on ground and in flight. In addition dedicated ECU alternator assures self power above 12% N2 for CFM56 (10% N2 for IAE V2500). Dual redundancy for electrical input devices (ADIRS 1+2, TLAs, engine parameters). Dual redundancy for electrical part of control actuator. Simplex system for hydromechanical parts of the control. Fault tolerance and fail operational capability. High level disturbance. of protection against electromagnetic

The interface between the FADEC system and the other aircraft systems is mainly performed by the EIU through digital data buses. One EIU per engine is located in the avionics bay. Care is taken to preserve systems segregation for safety and integrity.

STL 945.7136/97

8.5

A319/A320/A321 engine controls CFM56

Control signals

28 VDC

ARINC data buses

T12 P0 N1

N2

T25

PS12

PS 12

PS3

T case

T3

Ignition Alternator
VSV VBV HPT Fuel CC

k ac b ed Fe

Hydromech. unit
PS13 P25 T5

Thrust reverser

T fuel

Fuel flow

Engine control unit

STL 945.7136/97

Starter air valve / starter

Monitoring signals (optional)

8.6

A319/A320/A321 engine controls V2500

Control signals

28 VDC

ARINC data buses

T2 P0 N1

N2

Pb

P2

P5

P3

T4.9

T3

Ignition Alternator
VSV VBV Fuel HPT CC

k ac b ed Fe

Hydromech. unit

Thrust reverser

T fuel

Fuel flow P 12.5 P 2.5 T2.5

Electronic engine control

STL 945.7136/97

Starter air valve / starter

Monitoring signals (optional)

8.7

A319/A320/A321 engine controls thrust control schematic

CFM56
N1 N1 Thrust lever comput. N1 N1 limit N1 limit limitation compu tation

THR Auto mode or

ECU Manual mode Fuel flow control

ADC TLA out of ATS range

ATHR

N1 target FMGC
ATS

EIU or

Instinctive disconnect PB ATS not active Actual N1

Disengaged

Upper ECAM DU

STL 945.7136/97

8.8

A319/A320/A321 engine controls thrust control schematic

IAE V2500
EPR EPR Thrust lever comput.

Trottle Auto mode or

EEC Manual mode + -

ADC

EPR limit computa. and selec.

EPR target EPR limitation limit

Fuel flow control

N1 mode selection

TLA out of ATS range

ATHR

FMGC
ATS

EPR target EIU Instinctive disconnect PB ATS not active Actual EPR

or

Disengaged

Upper ECAM DU

STL 945.7136/97

8.9

A319/A320/A321 engine controls thrust control operations

Limited thrust parameters (N1 for CFM56, EPR for V2500) computed by FADEC. Selection of thrust limit mode obtained directly by throttle position : Six positions defined by detents or stops.

Thrust lever only to be moved manually (no servomotor) : lever position not necessarily representing engine thrust delivered According to the thrust lever position the FADEC computes : Thrust rating limit (no TRP) N1 (EPR) when in manual mode N1 (EPR) which can be achieved in

Go Around (GA) Max Take-Off (TO) Max continuous (MCT) Flex. Take-Off (FLX)

Mode selection Max Climb (CL)

Thrust Thrust limit T.O/GA

ATS max operating range

Idle Reserve idle Max reserve Command f (TLA)

Max continuous

Thrust limit FLX TO/Max Cont Thrust limit max climb

Max take-off

Climb

Cruise

Max reserve

Reserve

Idle

STL 945.7136/97

8.11

A319/A320/A321 engine controls indications (CFM56) on ECAM upper DU

Appears when both engines at IDLE (*) Transient N1 during ATS operation corresponding to FMGC demand to go to N1 target Max N 1 Max permissibleN1 N1 actual IDLE Flex temperature (entered through MCDU) Exhaust gas temperature N 1 rating limit S F FLX

Symbol corresponding to the thrust lever position

3
SEAT BELTS NO SMOKING FOB : 18000 KG

Thrust limit mode * Basic on A319/A321

STL 945.7136/97

8.12

A319/A320/A321 engine controls indications (IAE 2500) on ECAM upper DU

Symbol corresponding to the thrust lever position Appears when both engines at IDLE (*) Transient N1 during ATS operation corresponding to FMGC demand to go to EPR target Max EPR Actual EPR Thrust limit mode Flex temperature (entered through MCDU) Exhaust gas temperature Actual N1 1530 1500 EPR rating limit

FOB : 13000 KG S FLAP F

SEAT BELTS NO SMOKING

* Basic on A319/A321
STL 945.7136/97

Max permissible N1

8.13

A319/A320/A321 EIS independent : after clear action

Start configuration

Oil quantity Oil pressure Oil temperature Start valve position Engine bleed pressure Selected ignition

Engine vibration

After start configuration

TAT + 19 C SAT + 18 C

23 H 56 G.W. 60300 kg

Nacelle temperature
TAT + 19 C SAT + 18 C

23 H 56

G.W.

STL 945.7136/97

8.14

A319/A320/A321 engine controls indications on PFD : FMA

The following indications may appear on the PFD Flight Mode Annunciator (FMA), in upper left corner :

ASYM

Only one thrust lever is set to CLB or MCT position,

FINAL

APP NA

CLB

Flashing when aircraft above thrust reduction altitude and thrust levers not in CLB notch,

ASYM

MCT

Flashing in case of engine failure if the non-affected thrust lever is not set at MCT, -floor condition encountered, When leaving -floor condition and thrust still at MTO

A-FLOOR :

TOGA LK :

STL 945.7136/97

8.15

A319/A320/A321 engine controls - thrust reverse

Reverser deployment selection by positioning thrust lever into reverse area and by acting on independent locking levers.

Thrust lever position below rev. idle modulates reverse power.

Automatic engine idle setting in case of reverser malfunction. Automatic max. reverse power limitation versus ambient conditions with full rearward thrust lever position.

Display of reverser status on ECAM upper DU.

STL 945.7136/97

8.17

A319/A320/A321 engine controls - start procedure

Lower ECAM DU CFM

SEAT BELTS NO SMOKING

CTR TK FEEDG

Upper ECAM DU

TAT + 19 C SAT + 18 C

23 H 56

G.W. 60300 KG

IAE

MASTER 1 ON

MASTER 2 ON

ENG 1
OFF SEAT BELTS NO SMOKING CTR TK FEEDG
CRANK FIRE FAULT

ENG 2
MODE NORM
IGN START FIRE FAULT

OFF

STL 945.7136/97

8.18

A319/A320/A321 engine controls - start procedure

Engine mode selection ECAM ENG page is automatically displayed on lower ECAM. - Pack valves close (CFM engines) MASTER switch - Start valve opens - APU RPM increases - N2 increases - Oil pressure increases - Pack valves close (IAE engines) Depending on N2 values reached : - Ignition starts - HP fuel valve opens When sufficient N2 value is reached : - Start valve closes, ignition stops, APU RPM returns to normal, pack valve reopens. Main and secondary parameters For abnormal conditions on ground : FADEC automatically controls : - Start abort in case of hot start, hung start or no light up. - Automatic engine crank after : - first start abort for IAE - any additional start attempts for CFM.
STL 945.7136/97 8.19

IGN/START

ON

CHECK NORMAL

9. Auxiliarypower unit

STL 945.7136/97

9.1

A319/A320/A321 APU controls and display

ECAM lower display : APU system page Overhead panel
APU generator line contactor APU generator parameters APU bleed valve position APU bleed air pressure

APU speed

External panel (on nosewheel)

APU EGT

APU shut-off push-button

STL 945.7136/97

9.2

A319/A320/A321 APU
On ground, the APU makes the aircraft independent of pneumatics and electrical sources by : - providing bleed air for engine start and air conditioning systems; - providing electrical power to supply the electrical system, In flight, provision of back-up power for electrical and air conditioning systems, The APU may be started using either the aircraft batteries, external power or normal aircraft supply. The normal flight envelope does not impose any limitations for starting. The APU is automatically controlled by the Electronic Control Box (ECB) which is mainly acting as FADEC for monitoring start and shut-down sequences, bleed air and speed/temperature regulation. Control and displays : - on the overhead panel for APU normal operation and fire protection - on the ECAM for APU parameters display - on the external panel, under the nose fuselage, for APU shut down.
STL 945.7136/97 9.3

10. Automaticflight system

STL 945.7136/97

10.1

A319/A320/A321 FMGS system architecture

Yaw control FAC 1

FMGC 1

M C D U 1 FADEC engine 1 FADEC engine 2

F C U FMGC 2 M C D U 2

FAC 2

Yaw control
STL 945.7136/97 10.2

A319/A320/A321 FMGS AFS/FMS integration

Composed of two Flight Management and Guidance Computers (FMGC), this pilot interactive system provides : - flight management for navigation, performance optimization, radio navaid tuning and information display management, - flight guidance for autopilot commands (to EFCS), flight director command bar inputs and thrust commands (to FADECs). Two FACs (Flight Augmentation Computer) provide : - rudder commands (yaw damping, rudder trim and limiting, turn coordination, automatic engine failure compensation), - flight envelope and speed computation. For operational convenience the FMGS offers two types of guidance concept : - managed according to FMGS flight plan data entered into the Multipurpose Control and Display (MCDU), - selected by the pilot through the Flight Control Unit (FCU). The AP/FD achieves either : - automatic control of the aircraft with regard to speed, lateral path and vertical plan as computed by the FMGCs, - manual control of the aircraft with regard to speed and vertical plan (selected through FCU), lateral path (through FMGC or FCU).

STL 945.7136/97

10.3

A319/A320/A321 FMGS system interface

FCDC 1 ELAC/SEC Landing gear Slats/flaps ADIRS 1 ILS 1 RA 1 VOR 1 DME 1 Clock Fuel Data base loader FADEC 1 To FAC 1 and FMGC 1 ADIRS 3 To FAC 2 FMGC 2
STL 945.7136/97

FAC 1 Yaw damper Rudder travel limiting Rudder trim Flight envelope protection Yaw AP

Actuators for : rudder trim yaw trim damper rudder travel EIS (DMC 1, 2, 3) CFDIU

FMGC 1

AP/FD/ATS Cruise and land

modes Lateral nav. Vertical nav. Performance To system 1

Radio navigation auto tuning EIS (DM 1, 2, 3) ELAC-SEC FWC 1, 2 ECU MCDU Side 1 Side 2

To system 2
10.4

A319/A320/A321 FMGS system redundancy

Two FMGCs associated to two MCDUs provide a redundant configuration. Normal mode operation : dual mode - Each FMGC makes its own computation - One FMGC is MASTER the other one is SLAVE - Both MCDUs act independently (entries are automatically recopied on the other MCDU and applied to both FMGCs) Independent mode
MCDU MCDU

FMGC 1

Crosstalk buses

FMGC 2

MCDU

MCDU

FMGC 1

FMGC 2

- Automatically operative if mismatch between FMGCs - Independent operation of FMGCs with associated MCDUs. (Data insertion and display related to the side concerned). - One FMGC remains master. Single mode - One FMGC fails - Either MCDU can be used to enter or display data related to the remaining FMGC.

FMGC 1

FMGC 2

MCDU

MCDU

STL 945.7136/97

10.5

A319/A320/A321 FMGS crew interface

ND 1 control FCU ND 2 control

PFD 1

ND 1

ND 2

PFD 2

Guidance Navigation display display

FADEC

Navigation Guidance display display

MCDU 1
STL 945.7136/97

Thrust levers

MCDU 2
10.6

A319/A320/A321 FMGS crew interface

Two MCDUs on the central pedestal provide long-term interface between the crew and FMGCs in terms of : - flight plan definition and display - data insertion (speeds, weights, cruise level, etc) - selection of specific functions (direct to, offset, secondary flight plan). One FCU on the central glareshield to provide shortterm interface between crew and FMGCs. Two thrust levers linked to the FMGCs and FADECs provide autothrust or manual thrust control selection to the crew. Two PFDs and two NDs provide visual interface with flight management and guidance related data such as : on PFD : - FMGS guidance targets, - armed and active modes - system engagement status on ND : - flight plan presentation, - aircraft position and flight path, - navigation items (radio navaid, wind).
STL 945.7136/97 10.7

A319/A320/A321 FMGS flight guidance

Speed / Mach Commutation Speed / Mach window Auto control white lights Heading / track window Altitude window Auto control white lights Vertical speed / Flight Path angle window

SPD or TRK selection HDG or TRK selection

AP / A / THR engagement Mode engagement

Altitude selection

V / S or FPA selection

Control the display of selected altitude (in meters) on lower ECAM (permanent data)

Managed guidance parameter window is dashed and auto control illuminated. Managed speed guidance Lateral selected guidance

STL 945.7136/97

10.8

A319/A320/A321 FMGS flight guidance

The FCU is the main crew interface for short-term guidance with a single rule for the various control knobs : - pull + rotate = pilot input - push = return to FMGS control. As an example, a change of altitude can be achieved by a double action on the FCU : - either by selection of a new altitude through the FCU selector and validation of this new altitude pushing (management guidance) this knob. selection of a V / S through the FCU selector and validation of this new V / S by pulling this knob.

- or by

Actions on the FCU are displayed on the FCU as well as on the PFD in the dedicated FMA (Flight Management Annunciator) part.

STL 945.7136/97

10.9

A319/A320/A321 FMGS flight management

Flight plan stringing Flight plan definition by company route or city pair. Departure and arrival procedures including associated, speed/altitude/time constraints. Flight plan revision (offset, DIR, TO, holding pattern, alternative flight plan activation,) Secondary flight plan creation similar to primary flight plan. IRS alignment. Ground speed and wind computation. Optimum radio and inertial sensor mixing. Provision for GPS and MLS. Navigation Automatic guidance along flight plan from take-off to approach. Aircraft position determination. Aircraft position referenced to the flight plan. Automatic VOR/DME/ILS/ADF selection.

STL 945.7136/97

10.10

A319/A320/A321 FMGS performance management

Flight plan optimization, through the performance data base, in terms of : - optimum speeds - optimum altitudes. The computations are based on : - flight conditions (cruise level, weights, center of gravity, meteorological data) - cost index - speed entered on the FCU or given in the flight plan. Performance predictions : - time, altitude, speed at all waypoints - estimated time of arrival, distance to destination, estimated fuel on board at destination. Advisory functions : - fuel planning - optimum altitudes and step climb. Full vertical guidance related to flight plan predictions from initial climb to approach.
STL 945.7136/97 10.11

A319/A320/A321 FMGS - lateral navigation

Radio or GPIRS position (if GPS primary installed) IRS 1 Mix IRS Mix IRS = mean IRS GIPRS = GPS position integrity verified against IRS position FMGC position

IRS 2

IRS 3

To see the navaids used for radio position

STL 945.7136/97

10.12

A319/A320/A321 FMGS - lateral navigation

Position computation : - before flight, the three IRSs are aligned on airfield or gate position. (manually or via database) - at take-off, the position is automatically updated to the runway threshold - in flight, position updating is computed using GPS if installed, and radio navaids (DME,VOR, ILS) The FMGC position depends upon the IRSs mean, the GPS and the radio position. Navigation mode selection : - if the aircraft is equipped with GPS primary, the FMGC uses GPIRS position in priority - if the GPIRS position is not available or if the aircraft is not equipped with GPS primary, depending upon availability of navaids and sensors, FMGC automatically tunes the best navaids to compute the most accurate position. The navigation modes may be : En route : IRS GPS (if GPS installed) IRS DME IRS VOR/DME IRS only In approach : IRS GPS (if GPS installed) IRS DME IRS VOR/DME IRS ILS/DME

STL 945.7136/97

10.13

A319/A320/A321 FMGS - lateral navigation

MCDU

ND

STL 945.7136/97

10.14

A319/A320/A321 FMGS - lateral navigation

FMGC provides the crew with lateral position and its associated accuracy criteria which depend upon : - FMGC Error Position Estimate (EPE) - zone currently flown (en route, terminal, approach) - Airworthiness Authorities Accuracy Requirements (AAAR) If EPE AAAR then HIGH is displayed on MCDU and the computed positions may be used without restriction. If EPE > AAAR then LOW is displayed on MCDU and the position must be cross-checked with raw data (ADF/VOR needles, DME reading). Each time HIGH (or LOW) reverts to LOW (or HIGH) the message NAV ACCY DOWNGRADED (or UPGRADED) is displayed on NDs and MCDUs.

STL 945.7136/97

10.15

A319/A320/A321 flight deck main features

Top of climb Top of descent ECON cruise Mach Level segment Climb V2+10 V2+10 Thrust reduction
Take-off runway

Cruise
Transition Mach/speed

Acc. Alt.

Transition from speed to Mach

ECON CRZ Mach ECON DES speed

Deceleration at 500ft/min average

At or below constraint At or below constraint At constraint

Acceleration by energy sharing Alt.

Speed limit

Deceleration in flight level Glideslope

Take-off

Climb

Cruise

100ft : VAPP
Runway

Descent

Approach

STL 945.7136/97

10.16

A319/A320/A321 FMGS vertical profile

Take-off : SRS control law maintains V2 + 10 up to thrust reduction altitude where max climb thrust is applied. V2 + 10 is held up to acceleration altitude (ACC LT). Climb : Energy sharing is applied for acceleration (70% thrust) and for altitude (30% thrust) from ACC ALT up to first climb speed. Max climb thrust is kept Altitude constraints are taken into account. CRZ : Steps may exist and/or may be inserted. Descent : Top of Descent (T/D) is provided on ND. From T/D down to the highest altitude constraint, ECON descent speed is supposed to be held on elevator and IDLE + on thrust. Then, if this status can no longer be kept, geometric segments will be followed between the constraints. Approach : From DECEL point a deceleration allows configuration changes in level flight. Approach phase is planned to reach approach speed at 1000ft above ground level.

STL 945.7136/97

10.17

A319/A320/A321 FMGS AP / FD modes

Guidance

Managed NAV and APP NAV APPR LOC RWY RWY TRK G.A. TRK CLB DES SRS (TO / GA) G/S FLARE FINAL

Selected HDG - TRK

Lateral

Vertical

Speed

F. PLN reference (ex. : optimum) Expedite

OP CLB OP DES Expedite (towards altitude selected on FCU but managed speed) ALT V / S FPA FCU selected

STL 945.7136/97

10.18

A319/A320/A321 FMGS AP / FD modes

Managed guidance Take-off : - RWY : automatic runway axis follow up through ILS use - RWY. TRK : follow up of the memorized runway axis - SRS : pitch guidance to maintain V2 + 10 Climb/Cruise/Descent : - NAV : lateral guidance along the defined F.PLN - CLB/DES : vertical guidance with respect of all the F.PLN defined constraints - APP NAV : lateral guidance along a defined non precision approach Approach and landing : - APPR - LOC - FLARE - FINAL : ILS approach (ILS beams capture and track) and non precision approach : LOC use only (capture and track) : automatically performed around 30ft : vertical guidance along a defined non precision approach Selected guidance Lateral : - HDG/TRK Vertical : - OP CLB/OP DES : open modes for level changes with a fixed thrust and speed held on elevator - EXPED : level change with maximum climb/descent - ALT : altitude capture and hold - V/S-FPA : vertical speed or flight path angle track : selected on FCU

STL 945.7136/97

10.19

A319/A320/A321 ATS controls and display

T.O FLX T.O. G.A MCT
A/TH R ran ge

Instinctive disconnect pushbutton Reverse Reverse unlock

Thrust levers

Idle

FCU

PFD
Displayed - Cyan when engaged - White when active

Illuminated greed when A/THR engaged

STL 945.7136/97 10.20

A319/A320/A321 FMGS autothrust function

Autothrust (A/THR) is part of FMGC No mechanical linkage between levers and engines. Thrust levers position is measured and transmitted to the FADEC in digital form. Autothrust : - either ensures thrust control depending upon AP/FD modes (if these are engaged) - or manages thrust to hold the current target speed (if no AP/FD engaged) - thrust control is achieved without moving the levers. A/THR engagement status and thrust limit mode depend upon thrust lever angle (TLA). Thrust limit selection and computation are made by the FADEC. 5 positions are fitted within the levers position range.

STL 945.7136/97

10.21

A319/A320/A321 FMGS autothrust function

TO / GA FLX / MCT CL TO / GA FLX / MCT CL

0 Not engaged REV

Thrust levers

0 REV

TO / GA FLX / MCT CL Engaged Not active 0 REV

Thrust levers

TO / GA FLX / MCT CL

0 REV

TO / GA FLX / MCT CL Engaged Active 0 REV

Thrust levers STL 945.7136/97

TO / GA FLX / MCT CL

Both thrust levers at idle result in

REV A/THR disengagement

10.22

A319/A320/A321 FMGS autothrust function

Operational rules A/THR can be engaged : - manually by pressing the A/THR pushbutton - automatically, by setting the thrust levers at TO/GA or FLEX position. A/THR is then activated if thrust levers are set between CL (included) and IDLE (excluded) gates. In this case, commanded thrust is limited by TLA (except ALPHA-FLOOR activation). A/THR not active (A/THR p/b on FCU extinguished) and thrust levers within A/THR range A/THR can be disengaged by : Depressing the instinctive disconnect P/B on the levers or depressing the illuminated A/THR P/B on FCU or setting both thrust levers in IDLE gate.

Pressing A/THR p/b on FCU activates A/THR

STL 945.7136/97

10.23

A319/A320/A321 FMGS autothrust function

If the levers are in CLB gate and A/THR is disengaged then : - thrust is frozen at its current value until thrust levers are moved out of the gate. THR LK amber message appear on PFD. If the levers are not in CLB gate when A/THR is disengaged then : - thrust is not frozen but is set according to the lever position. Engagement of A/THR mode is automatic according to AP/FD engaged mode :

AP/FD mode V/S-FPA ALT (ACQ/HOLD) Expedite Descent/Climb SPD/Mach final descent Approach glide flare TO/ GA
STL 945.7136/97

ATS mode SPD/Mach Thrust Thrust/SPD/Mach Thrust SPD SPD Retard ATS Armed
10.24

A319/A320/A321 FMGS autothrust function

Autothrust operation Take-off performed : - in TO limit mode with levers in TO.GA notch - in FLEX TO limit mode with levers in FLX TO/MCT detent provided a FLX temperature has been entered on MCDU (take-off page). Lowest FLX TO thrust is automatically limited to CL thrust. Note : In both cases, this manoeuvre also engages the flight director TO mode.

Once out of take-off (or go around), the nominal phases in autothrust are always : This is indicated to - CL gate in twin engine situation the crew by a CLB or MCT message - MCT gate in single engine situation on PFD - One lever in CL gate and the other out of this gate (in twin-engine operation) causes the engines to be regulated differently. ASYM amber message appears on PFD In approach, A/THR control depends on type of approach (ILS, non precision) and vertical mode selected on FCU. If Alpha floor function is activated, TO/GA thrust is automatically applied whatever the lever position and A/THR status are.
STL 945.7136/97 10.25

11. Environmentalcontrol system

STL 945.7136/97

11.1

A319/A320/A321 ECS system schematic

Air conditioning
ATA 21
Emergency ram air LP ground connection Air generation Air distribution Recirculation fan Filter Non-return valve Mixer unit Pressure regulating valve Hot manifold Trim air valves Trim air valves Trim air valves To wing anti ice Extraction fan Nonreturn valve Filter Bleed air regulation APU control unit Recirculation fan APU bleed valve Pack 2 Pack valves Nonreturn valve Nonreturn valve Pack 1 HP ground-connection APU

Pneumatic
ATA 36
To wing Bleed air regulation

Cross-bleed valve

Eng 2

Eng 1

Flight deck Electr comp. Electr. vent Venturi

Extraction fan

Fwd zone

Aft zone Aft cargo comp. Cabin ambient air Outflow valve Safety valve

Fwd cargo com.

Isolation valve

Isolation valve Trim air valve

Pressure regulating valve 11.3

STL 945.7136/97

A319/A320/A321 ECS temperature and flow control

Variable flow selector

Space optional FWD + AFT cargo heat

Automatic temperature control selectors Flight deck

TAT + 19 C SAT + 18 C G.W. 60300 KG 23 H 56

TAT + 19 C SAT + 18 C

23 H 56

G.W. 60300 KG

System display : Cruise page

System display : CON system page

A319/A320
Cargo heat - optional

System display : BLEED system page

A321

TAT + 19 C SAT + 18 C

23 H 56

G.W. 60300 KG

STL 945.7136/97

11.4

A319/A320/A321 ECS air conditioning pneumatic - general

Air conditioning Continuous air renewal and temperature regulation in three independently controlled zones (cockpit, forward cabin, aft cabin). Downstream both packs, a dedicated unit mixes cold air with recirculated cabin air for distribution to the three zones. Optimized air temperature is obtained by adding engine hot air to mixing unit air via three trim air valves. Cabin and pack temperature regulation are achieved by a zone controller and two pack controllers.

Pneumatic High pressure air is supplied for air conditioning, air starting, wing anti-ice, water pressurization, hydraulic reservoir pressurization. System operation is electrically monitored by two Bleed Monitoring Computers (BMC), and is pneumatically controlled. A leak detection system is provided to detect any overheat in the vicinity of the hot air ducts.

STL 945.7136/97

11.5

A319/A320/A321 ECS flight deck main features

Avionics bay Skin heat exchanger outlet bypass valve Open if T > 35C in flight Skin heat exchanger

Avionics equipment Ground cooling unit (optional)

Extract valve Skin heat exchanger inlet bypass valve

Air conditioning duct

Closed on ground

Condensor

Cargo underfloor

STL 945.7136/97

Overboard
11.6

Inlet valve

Blower Evaporator fan

Extract fan

Skin heat exchanger isolation valve

A319/A320/A321 ECS - ventilation

Avionics ventilation Provide ventilation and cooling of avionics and electronic equipment under digital control (AEVC) and without any crew intervention. Three main operational configurations are automatically selected : closed-circuit configuration (flight) by means of an aircraft skin heat exchanger and a pair blower and extract fans, open-circuit configuration using outside fresh air through opening of inlet and extract valves, an intermediate flight configuration is selected in case of high temperature, whereby the skin exchanger outlet bypass valve is opened and the extract valve is maintained half open. Battery ventilation Achieved by ambient air being drawn around the batteries and then vented directly outboard via a venturi. Lavatory & galley ventilation Achieved by ambient cabin air extracted by a fan exhausted near the outflow valve.

STL 945.7136/97

11.7

A319/A320/A321 ECS cabin pressure control

Unpressurized areas

Cabin pressure panel Outflow valve

Safety valves

Controllers

ADIRS FMGS

Manual control Cabin pressure controller 1 Cabin pressure controller 2

3 motors and gears

TAT + 19 C SAT + 18 C

G.W. 60300 KG 23 H 56

TAT + 19 C SAT + 18 C

G.W. 60300 KG 23 H 56

Flap type outflow valve

STL 945.7136/97

DU 2 CRZ page

DU 2 press system page

11.8

A319/A320/A321 ECS pressurization

The pressurization control system automatically without any crew action. operates fully

Dual system with automatic switchover after failure. Alternative use for each flight. A single outflow valve is operated by one of three independent electric motors. Two of these are associated with automatic controllers. In normal operation, cabin altitude and rate of change are automatically controlled from FMGC flight plan data : - cruise FL, landing field elevation, QNH, - time to top of climb, time to landing. In case of dual FMGC failure, the crew has to manually select the landing elevation. The cabin altitude varies according to a preprogrammed law. In case of failure of both pressurization system autocontrollers, the manual back-up mode is provided through the third outflow valve motor.

STL 945.7136/97

11.9

12. Electronicinstrument system

STL 945.7136/97

12.1

A319/A320/A321 EIS EFIS/ECAM architecture

EFIS 1
PFD 1 ND 1 ECAM DU 1

EFIS 2 ND 2 PFD 2

ECAM DU 2 WARN CAUT ECAM control panel

Inputs for EFIS displays : ADIRS, FMGC, FACs , FCU ADFs, VORs, DMEs, ILS, Ras WXRs. Input for ECAM display : FADEC, FQI, WBCs

WARN CAUT

DMC 1

DMC 3

DM 2

FWC 1 SDAC 1 SDAC 2

FWC 2

Aircraft systems sensors Inputs for : - red warnings - system pages - flight phases

Aircraft systems sensors Inputs for : - amber caution - system pages

STL 945.7136/97

12.2

A319/A320/A321 EIS - components

Six identical (7.25 in x 7.25 in) cathode ray tubes Display Units (DU), including integrated graphics generator : - Two primary flight displays + two navigation display (EFIS) - One engine warning display + one system display (ECAM) Three Display Management Computers (DMC) - Generating images to be displayed on PFD, ND and ECAM Dus - Digital data link to display units - No.3 DMC may replace either No.1 or No.2 Two System Data Acquisition Concentrators (SDAC) - Acquiring systems data for transmission of caution/warnings to FWCs and systems condition to DMCs - Operations not affected with either SDAC failure. Two Flight Warning Computers (FWC) - Generating alert messages, aural alerts procedural messages for display on ECAM - operations not affected with either FWC failure.
STL 945.7136/97

and

12.3

A319/A320/A321 EIS - EFIS arrangement

Primary flight display Attitude Airspeed Altitude/vertical speed Heading ILS deviation/marker Radio altitude AFS status (FMA)

Navigation display, three modes : - ROSE mode (ILS, VOR or NAV) : aircraft symbol in screen centre, heading up with radar available - ARC mode : aircraft symbol in lower part of the screen, heading up with radar available - PLAN mode : display centred on selected waypoint, north up

Note :

In ROSE-NAV, ARC and PLAN modes, map data from FMS are presented

STL 945.7136/97

12.4

A319/A320/A321 EIS - PFD : climb FMS guidance

Normal AFS operational configuration

ALT acquire armed Selected altitude Speed select index from FMGS or FCU Vertical speed 2000 ft minute

Actual airspeed and speed trend ECON speed range

Aircraft track Mach number Altimeter baro/STD setting display Magnetic heading reference

STL 945.7136/97

12.5

A319/A320/A321 EIS - PFD : approach configuration

Approach capability and decision height AP / FD and A / THR engagement status Selected altitude VFE or actual configuration VFE of the next configuration Altitude indication

Minimum selectable speed Alpha protection speed Alpha max speed Radio altitude ILS ident + freq ILS DME distance

G / S and LOC scales and DEV indexes Outer marker light Altimeter baro setting display ILS course

STL 945.7136/97

12.6

A319/A320/A321 EIS - ND : ROSE / VOR mode

True air speed

Actual track Selected heading

Lateral deviation bar

Elapsed time VOR 1 identification DME distance ADF 2 Identification

STL 945.7136/97

12.7

A319/A320/A321 EIS - ND : ROSE / ILS mode

Wind direction Wind force Glide deviation Localizer deviation bar

Glide scale

VOR 1 M = manually tuned

STL 945.7136/97

12.8

A319/A320/A321 EIS - ND : ROSE / NAV mode

ETA

ADF

Waypoint Airport

Distance scale

ADF 1 Identification

ADF 2 M = manually tuned

STL 945.7136/97

12.9

A319/A320/A321 EIS - ND : PLAN mode

Cross track error

STL 945.7136/97

12.10

A319/A320/A321 EIS - ND : TCAS (optional)

Selected Range : 20 nm

Resolution advisory : RED Proximate aircraft : WHITE Traffic advisory : AMBER 2.5 nm range ring

Off scale intruder

No bearing intruders

STL 945.7136/97

12.11

A319/A320/A321 EIS - ECAM arrangement

ECAM (EFIS) colour symbology - Warnings : RED for configuration or failure needing immediate action - Cautions : AMBER for configuration or failure needing awareness - Indications : GREEN for normal long term operations WHITE for titling and guiding remarks BLUE for actions to be carried out MAGENTA for particular messages, e.g. inhibitions ECAM arrangement Upper DU Engine primary indication Fuel quantity information Slats/flaps position Memo/configuration data or warning/caution messages

Lower DU - Aircraft system synoptic diagram or status messages

STL 945.7136/97

12.12

A319/A320/A321 EIS - ECAM arrangement

ECAM sound Symbology
Warning signal
Continuous repetitive chime Single chime Cavalry change Click Cricket Intermittent buzzer Continuous buzzer C chord Auto call-out (synthetic voice) Ground proximity warning (synthetic voice) GWPS warning Permanent Amber caution A/P disconnection by take-over pb A/P disconnection due to failure Landing capability change Stall SELCAL call Cabin call Altitude alert Height announcement below 400ft 1 / 2 second 1.5 second Permanent second (three pulses) Permanent Permanent Permanent 1.5 second or Permanent Permanent

Condition
Red warnings

Duration
Permanent

STL 945.7136/97

12.13

A319/A320/A321 EIS - ECAM upper display

Primary engine indications Fuel quantity indication

Flap / slats position indication

MEMO : landing

STL 945.7136/97

12.14

A319/A320/A321 EIS - ECAM upper display

The ECAM upper DU can provide the following memo items for systems which can be use temporarily and for which no dedicated annunciator lights are provided. Specific memos for take-off and landing are also available when appropriate.
TO MEMO IRS IN ALIGN X MIN IRS ALIGNED SEA BELTS NO SMOKING REFUEL G OUTR CELL FUELXFRD STROBE LT OFF N. WHEEL STEERG DISC IGNITION GND SPLRS ARMED GPWS FLAP MODE OFF SPEED BRK PARK BRK HYD PTU RAT OUT EMER GEN RAM AIR ON ACARS CALL ACARS MSG. ENG A.ICE WING A.ICE APU AVAIL APU BLEED LDG LT BRK FAN AUDIO 3 X FRD
STL 945.7136/97 12.15

LDG MEMO LDG GEAR.DN SIGNS ON SPLRS ARM FLAPS FULL or CONFIG 3

SWITCHING PNL GPWS FLAP 3 ACARS STBY MAN LDG ELEV CRT TK FEEDG FUEL X FEED T.O. INHIB LDG INHIB LAND ASAP OFF AUTO BRK LO MED MAX

AUTO BRK.MAX SIGNS ON SPLRS ARM FLAPS TO TO CONFIG .. TEST CABIN READY

A319/A320/A321 EIS - ECAM lower DU

Cruise page
Title of the system page pulsing

Electrical system page with advisory

Value pulsing

STL 945.7136/97

12.16

A319/A320/A321 EIS - ECAM lower DU

The ECAM lower DU presents either (one of twelve) system pages or status pages. Selection of System page is : - either manual from the ECAM control panel, - or automatic in association with a warning/caution message, with an advisory pulse message when a parameter drifts out of range according to flight phase. 12 available pages : Air bleed, Air conditioning, Cabin pressurization, Electrical power supply AC / DC, Flight controls, Fuel, Hydraulics, APU, Engine monitoring, Doors / oxygen, Braking (wheel, ground spoiler), Cruise.
STL 945.7136/97 12.17

A319/A320/A321 EIS - ECAM system pages

Cruise page Engine page Air bleed page Cabin pressurization page

Electric page

Hydraulic page

Fuel page

APU page

Air conditioning page

Doors/oxygen page

Wheel page

Flight controls page

STL 945.7136/97

12.18

A319/A320/A321 EIS - ECAM lower display auto flight phase

Engine** start

System pages

APU**

Door

Wheel

Engine

Cruise

Wheel

Door

* FLT S/F extended CTL To PWR

1 st engine TO power 1st engine starded

1 MIN

Phase 6
1500 ft 800 ft

2 nd engine shutdown

L/G extended and altitude < 10000ft

Touchdown

Electrical power

80 kt

80 kt

Flight phases (FWC)

10

* FLT CTL page replaces wheel page for 20 seconds when either sidestick is moved or when rudder deflection is above 22. ** APU page or EBG START page automatically displayed during start sequence.
STL 945.7136/97 12.19

5 minutes after

A319/A320/A321 EIS ECAM lower display

Status page The operational summary of the aircraft status after a failure is displayed on the lower ECAM DU and includes : (a) (b) (c) (d) (e) (f) Postponable procedures not displayed on first page (blue) Limitations (speed, flight level) (blue) Informations (green) Cancelled cautions or warnings (white) Inoperative systems (amber) Maintenance status (white)

STL 945.7136/97

12.21

A319/A320/A321 EIS ECAM control / switching panels

ECAM ECAM

TO CONFIG

System page control

STL 945.7136/97

12.22

A319/A320/A321 EIS Dus reconfiguration

Master warning (red) Maser caution (amber)

PFD/ND Transfer

ECAM/ND Transfer Single failure Multiple failure

PFD/ND Transfer

Reconfiguration capability :

STL 945.7136/97

12.23

A319/A320/A321 - EIS
Independent failure presentation sequence Example : electrical generator fault

STL 945.7136/97

12.25

A320 EIS independent failure : initiation

The following displays appear, provided no flight phase inhibition is active.
ECAM upper display ECAM lower display : ELEC page

Failure identification

Corrective actions

The corresponding system page appears automatically

STL 945.7136/97

12.27

A319/A320/A321 EIS independent failure : after corrective action

ECAM upper display

ECAM lower display : ELEC page

Actions lines automatically cleared when corresponding actions performed

ELEC page changes according to the corrective action

STL 945.7136/97

12.28

A319/A320/A321 EIS independent failure : after clearaction

ECAM upper display

ECAM lower display

APU GEN UP TO FL 350

- Warning message is cleared - Memo comes back

- Status page appears automatically - When clear button is pressed again flight phase system page comes back

STL 945.7136/97

12.29

A319/A320/A321 - EIS
Primary / secondary failure presentation sequence

Example : Blue hydraulic reservoir low air pressure corrective action leading to primary failure : Blue hydraulic system low pressure

STL 945.7136/97

12.31

A319/A320/A321 EIS primary / secondary failure : initiation

1st step : independent failure detection
Upper display Lower display : HYD page

Failure identification

Corrective action

The corresponding system page appears automatically

STL 945.7136/97

12.33

A320 primary / secondary failure : after corrective action

2st step : after performing the corrective action
Upper display Lower display : HYD page

Display of resulting primary failure

Resulting secondary failure is displayed

The corresponding system page is automatically updated

STL 945.7136/97

12.34

A319/A320/A321 EIS primary / secondary failure : after clear action 1

3rd step : first CLEAR
Upper display Lower display : F / CTL page

Resulting secondary failure (spoiler fault and all actuator blue press indications amber) related to primary failure (Blue system low press) - Warning message is cleared - Memo comes back The system page corresponding to the secondary failure is automatically displayed
12.35

STL 945.7136/97

A319/A320/A321 EIS primary / secondary failure : after clear actions 2

4th step : second CLEAR
Upper display Lower display : status page

- Status page appears automatically after second clear

STL 945.7136/97

12.36

A319/A320/A321 EIS primary / secondary failure : after clear actions 3

5th step : third CLEAR
Upper display Lower display : cruise page

Display of entire memo

Status reminder

- When clear button is pressed for the third consecutive time, flight phase system page comes back
12.37

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13. Radio managementand communication

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A319/A320/A321 radio management concept

Radio Management Panel (RMP)
Transfer function

Radio COMM selection keys

Frequency selection (two concentric rotation knobs)

Isolation switch

Radio NAV back-up section (when both MCDUs or FMGCs failed)

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A319/A320/A321 radio management concept

Radio Management Panel (RMP) system provides : - crew control of all radio communication systems - back-up of the two FMGCs for controlling all radio navigation systems Basic installation includes : - two RMPs on pedestal - full provision for installation of a third RMP on overhead panel The ATC transponder is tuned by a separate conventional control panel.

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A319/A320/A321 RMP architecture

MCDU 1 MCDU 2

FMGC 1

FMGC 2

RMP 1

RMP 2

VOR 1

VHF 1 HF 1

VHF 2 HF 2

VOR 2 DME 2

DME 1

ILS 1 COMM. ADF 1

ILS 2 ADF 2

NAV
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NAV
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A319/A320/A321 radio management concept architecture

Communication tuning Any radio communication system can be tuned from any of two RMPs. In case of failure any RMP can take over from the other one. Navigation tuning Three different operating modes exist. Automatic : VOR/DME, ILS and ADF are automatically tuning controlled by the FMGS.

Manual tuning : for selection if a specific frequency through the FMGS CDU without affecting the automatic function of the FMGS. Back-up tuning : when both FMGCs are inoperative or when an emergency electrical source is in operation, any NAV receiver may be tuned by the crew from any RMP ; each RMP controls on side receivers. When one of both FMGCs is inoperative, the remaining one controls all receivers.

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A319/A320/A321 COMM audio control panel

Transmission keys and SELCAL lights Transmission keys and CALL lights Audio listening and volume control

Interphone/Off /Radio switch

Public address audio listening and volume control PA key for boomset oxygen mask or hand microphone operation

Voice/ident filter key

SELCAL and CALL reset key

Radio nav audio listening and volume control

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A319/A320/A321 COMM audio control panel

The audio integrating system provides the management of all audio signals produced by and feeding the radiocommunications, radio navigation and interphone systems : Basic installation includes : - three Audio Control Panel (ACP) two on pedestal, one on overhead panel - one Audio Management Unit (AMU) in avionics bay - one SELCAL code selector in avionics bay. Provision exists for supplementary ACPs All selections and volume adjustments carried out by crew through ACPs All ACPs are fitted for maximum capacity (three VHF, two HF, public address, calls, two VOR, two ADF, ILS and provision for MLS). Each ACP and associated AMU electronic card are fully independent and microprocessor controlled.

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14. Maintenancecentralized fault displaysystem

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A319/A320/A321 Centralized Fault Display System (CFDS)

General Line maintenance of the electronic systems is based on the used of a Centralized Fault Display System (CFDS). The purpose of the CFDS is to give maintenance technicians a central maintenance aid to intervene at system or subsystem level from multipurpose CDUs located in the cockpit : - to read the maintenance information - to initiate various tests. Two levels of maintenance should be possible using the CFDS : - maintenance at an out-station (LRU change) - maintenance in the hangar or at the main base (troubleshooting).

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A319/A320/A321 CFDS - architecture

Aircraft systems
Aircraft system BITE

General parameters : - date / time - flight No. - aircraft identification - flight phases AIDS

CFDIU

FMGS 1 and 2

MCDU 1 ACARS

MCDU 2

VHF 3 Printer

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A319/A320/A321 CFDS - architecture

Advantages of the CFDS A revised maintenance concept provides a : reduction of the duration of operations reduction of the maintenance crew training time simplification of technical documentation standardization of the equipment simplification of the computers which no longer display any BITE ; Optional equipment - A multi-use printer - A quick access recorder (QAR) - An AIDS

Integration of the CFDS Integrated in the Maintenance and Recording Data System (MRDS) comprising : Basic equipment - A Centralized Fault Display Interface Unit (CFDIU) - A digital Flight Data Recorder (DFDR) and its interface unit - Two multipurpose CDUs (MCDUS) located on the pedestal. Note : The MCDUS can be used for : FMS, MRDS options (ACARS, AIDS).

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A319/A320/A321 CFDS example of use - 1

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A319/A320/A321 CFDS example of use - 2

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A319/A320/A321 CFDS example of use - 3

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14.9

AIRBUS 31707 Blagnac Cedex France Telephone 05 61 93 33 33 Airbus Industrie 1999 All right reserved. The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements are not shown, the Company will be pleased to explain the basis thereof. This document is the property of Airbus Industrie and is supplied on the express condition that it is to be treated as confidential. No use or reproduction may be made thereof other than that expressly authorised.
Printed in France