AIRBUS
A319/A320/A321 Flight deck and systems briefing for 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.
General
2.
Flight deck layout
3.
Electrical system
4.
Hydraulic system
5.
Flight controls
6.
Landing gear
7.
Fuel system
8.
Engine controls
9.
Auxiliary power unit
10.
Automatic flight system
11. 11.
Envi Enviro ronm nmen enta tall flig flight ht syst system em
12.
Electronic instrument system
13. 13.
Radi Radio o mana manage geme ment nt and and com commu muni nica cati tion on
14.
Main Mainten tenan ance ce cen centra trali lize zed d faul faultt disp displa lay y syste system m
STL 945.7136/97
1
STL 945.7136/97
1. General
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1.1
A319/A320/A321 General A319
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A320
A321
1.2
A319/A320/A321 general
Span
Length
A319-100
A320-100
34.10m 111ft 10in
33.91m 111ft 3in
33.84m 111ft
A320-200
34.10m 111ft 10in 37.57m 123ft 3in
Height
11.76m 38ft 7in
Fuselage Diameter
3.95m 12ft 11in
Track
7.59m 24ft 11in
Max. pax Max. FL
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145
A321-100
180
44.51m 146ft
220
390
1.3
A319/A320/A3210 general Maximum weights (kg)
Engine Model
Manuf.
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
CFM CFM CFM CFM CFM IAE IAE IAE CFM IAE CFM CFM CFM CFM IAE IAE IAE
A321-111 A321-112 A321-131 A321-211 A321-231
CFM CFM IAE CFM IAE
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Type
MTOW
CFM56-5B5 CFM56-5B6 CFM565A4 64 000 CFM56-5A5 (options : CFM56-5B7 68 000 or V2522-A5 70 000) V2524-A5 V2527-M-A5 CFM56-5-B6/5B7 75 500 V2524-A5/V2527-M-A5 68 000 CFM56-5-A1 CFM56-5A1/5A3 73 500 CFM56-5A3 (options : from CFM56-5B4 68 000 up to V2500-A1 77 000) V2527-A5 V2527E-A5 83 000 (options : CFM56-5B1 78 000 or CFM56-5B2 85 000) V2530-A5 CFM56-5B3 89 000 V2533-A5
MLW
MZFW
61 000
57 000
62 500 63 000
58 000 59 000
64 500
60 500 (option : 61 000)
73 500 (option : 74 500)
69 500 (option : 70 500
75 000
71 500
Operation limits Mmo
Vmo
0.82
350kt
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.
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.
They both offer an increased fuselage cross-section leading to an increased revenue potential through :
A computer-managed system gives complete protection against excursions outside the normal flight envelope and greatly improves the man / machine interface.
- greater greater pas passen senger ger comfort comfort with wider wider seats seats and aisle - great greater er o ove verh rhea ead d bag bagga gage ge volu volume me - grea greate terr car cargo go capa capaci city ty - wide-bo wide-body dy compati compatible ble con contain tainer er cap capabi ability lity - quic quicke kerr tu turn rnro roun unds ds.. Advanced technology applied to aerodynamics, structure, systems and powerplant offer reduced costs through : -
un unma matc tche hed d fuel fuel eff effic icie ienc ncy y more more acc accur urate ate fligh flightt path path contr control ol redu reduce ced d main mainte tena nanc nce e cost costs s incr increa ease sed d reli reliab abil ilit ity y reduc reduced ed troub trouble le-s -sho hooti oting ng time. time.
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1.5
2. A319/A320/A321 flight deck layout
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2.1
A319/A A319/A320 320/A3 /A321 21 fligh flightt deck deck – plan plan view view Capt. sidestick
F / O sidestick
Capt. nav. bag F / O nav. bag 4th occupant seat (optional)
F/O
CAPT
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/A3 A319/A320/A321 21 flight flight deck - general general arrangeme arrangement nt Fowa Foward rd view view Ceiling light
Reading light
Sun visor F / O boomset stowage Assist handle
Rope stowage
F / O boomset jack panel
Air conditioning outlet Roller sunblind
Cup holder Window control handle Miscellaneous stowage
Sidestick Hand microphone Ashtray Operational manual stowage Check list stowage
Flash light
Waste stowage
Briefcase lighting
Air conditioning outlet
Nosewheel steering ctl Briefcase Portable fire extinguisher F / O quick donning oxygen mask
Flight documents stowage STL 945.7136/97
3rd occupant quick donning oxygen mask 2.4
A319/A320/A3 A319/A320/A321 21 flight flight deck - general general arrangeme arrangement nt Rear view Right corner
Left corner
Secondary circuit breakers
Hat stowage Bulbs, fuses stowage
Primary circuit breakers Rain repellant bottle Hand microphone Hat holder
Coat stowage
Jack panel Headset stowage Portable oxygen bottle Full face mask 3rd occupant seat
Seat unlock 4th occupant seat (optional) Life vest
Axe Safety locker Life vest STL 945.7136/97
2.5
A319/A320/A3 A319/A320/A321 21 flight flight deck – pilot’s field of view view Improved pilot vision
Pilot axis
Wing tip visible Aerospace standard 580 B A319/A320/A321 STL 945.7136/97
2.6
A319/A320/A3 A319/A320/A321 21 flight flight deck – pilot’s field of view 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 downward visibility visibility in the pilot axis axis is 20° - wing tips visible visible from respective respective pilot stations. stations.
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2.7
A319/A320/ A319/A320/A321 A321 flight flight deck deck – main features features Control and indication panels in bold outline
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2.8
A319/A320/ A319/A320/A321 A321 flight flight deck deck – main features features
The main features : - sidestic sidestick k contr controlle ollers rs which which leav leave e tthe he main instrument panel unobstructed - six disp isplay units its (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 : - ergonomi ergonomic c layout layout of of panels, panels, synopti synoptical cally ly arrang arranged ed according to frequency of use (normal, abnormal, emergency) within easy reach and visibility for both crewmembers - philoso philosophy phy of panels panels (e.g., (e.g., “ligh “lights ts out” out” philoso philosophy phy for overhead panel) - princip principles les of of presen presentati tation on on on informa information tion (“need (“need to to know” concept) - monitori monitoring ng of syste systems ms through through an Electro Electronic nic Centralized Aircraft Monitor (ECAM) - coh cohere erent nt syste system m of colour colour codi coding ng for for EFIS, EFIS, ECAM ECAM and panel lights.
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2.9
A319/A320/A3 A319/A320/A321 21 flight flight deck deck – sidestick sidestick arrange arrangement ment
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 :
Pitch control Height adjustment
force Armrest memory position display
- radio radio commu communic nicat atio ion n trigg trigger er - a take-o take-over ver butto button n for auto autopil pilot ot disco disconne nnectio ction n and priority take-over.
Neutral Take-over button Radio STL 945.7136/97
2.10
A319/A320/A32 A319/A320/A321 1 flight deck – sidestick sidestick operation operation
Moving the sidestick results in “setting the aircraft trajectory” with a certain level of “g” for the requested manoeuvre manoeuvre depen depending ding on the the amount amount of sidestick 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
10
10
10
10
10
10
Sidestick released : return to neutral Sidestic Sidestick k pus pushed hed
10
10
10
10
10
10
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10
10
10
10
2.11
A319/A320/A32 A319/A320/A321 1 flight flight deck deck – main instrume instruments nts panels panels
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2.12
A319/A320/ A319/A320/A321 A321 flight deck – CAPT and F/O F/O panels panels
The CAPT and F / O panels are mirror image of each other ; both incorporate two side-by-side Display Units (DU’s) (7.25in x 7.25in) : - a Pri Prima mary ry Flig Flight ht Disp Displa lay y (PFD) - a Nav Navig igat atio ion n Dis Displ play ay (ND).
This arrangement facilitates : - a bett better er visi visibi bilit lity y on a allll Dus Dus in norma normall con config figur urati ation on and in case of reconfiguration (PFD ND or ECAM ND) - The poss possibi ibility lity to install install a sliding sliding table table (opt (option ion)) and a footrest in front of each pilot.
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 Note :
In ROSE-N ROSE-NAV, AV, ARC, ARC, a and nd PLA PLAN N mod modes es,, M MAP AP data from FMS is presented.
Primary flight display includes the complete Basic T with :
-
attitude airspee airspeed d / Mach (with (with all all upper upper ad lower lower limits limits)) alti altitu tude de / ver verti tica call spe speed ed heading AFS status ILS ILS dev devia iati tion on / mak maker er radio a alltitude
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2.13
A319/A320/ A319/A320/A321 A321 flight flight deck – centre centre panel
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2.14
A319/A A319/A320 320/A3 /A321 21 flight flight deck deck – centre centre panel panel The centre panel groups : - two Dus, Dus, one one abo above ve the the othe other, r, same same size size and and interchangeable with the CAPT and F / O Dus :
Engine Display (DU 1), showing :
- the main eng engine ine paramet parameters ers : N1, N1, EGT; EGT; N2 (CFM) (CFM) or EPR, EGT, N1, N2 (IAE) - thru thrust st limi limitt a and nd comm comman and d - total fuel - the the flap flaps s and and slat slats s posi positi tion on - memo memo and wa warning.
System Display (DU 2) showing :
- present presentatio ation n of system system synopti synoptic c diag diagrams rams - stat status us of of th the e aircr aircraft aft (list (list of all all oper operatio ational nally ly significant items) - stan standb dby y inst instru rume ment nts s - landin landing g gear gear cont control rol and and indi indicati cations ons (includi (including ng brakes) - clock
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2.15
A319/A320/ A319/A320/A321 A321 flight flight deck – glareshiel glareshield d
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2.16
A319/A320/ A319/A320/A321 A321 flight flight deck – glareshiel glareshield d
The Flight Control Unit (FCU) provides short-term interface between the FMGC and crew for : - en enga gage geme ment nt of A / P, P, FD, FD, ATH ATHR R - selec selectio tion n of requ requir ired ed guid guidan ance ce mode modes s - manual manual sele selectio ction n of of flight flight paramet parameters ers SPD, MACH, ALT, VSPD, HDG or track.
The EFIS control panels for : - selectio selection n of of desir desired ed ND modes modes (ROSE(ROSE-ILS, ILS, -VOR, -VOR, ARC, PLAN) and ranges, - sele select ctio ion no off b bar aro o set setti ting ng..
The master warning, master caution, autoland and sidestick sidestick priority lights.
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2.17
A319/A A319/A320 320/A3 /A321 21 fligh flightt deck – pedest pedestal al
Pitch trim wheel
Thrust and thrust reverse control levers
Landing gear gravity extension handle
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2.18
A319/A A319/A320 320/A3 /A321 21 fligh flightt deck – pedest pedestal al 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/ A319/A320/A321 A321 flight flight deck deck – overhead overhead panel Maintenance panel Spare Circuit breakers
Spare Pedestal light
rd
th
3 and 4 occupant air outlets FMS load
Spare Spare
3rd audio control
Fire controls ADIRS CP Flight control
Eng 1 APU Eng 2
3rd RMP (option)
Hydraulics Fuel
Spare
EVAC Standby electrics
Flight control
Electrics GPWS RCDR Air cond. Oxygen Calls Anti-ice Wiper EXT LT
Cargo heat
Options
Cargo smoke
Vent Engine Wiper Cabin pressure Internal lights and signs
CVR microphone APU control STL 945.7136/97
2.20
A319/A320/ A319/A320/A321 A321 flight flight deck deck – overhead 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 frequen frequently tly used used func function tions s at the front front of the panel - for system system con control trols s : arrange arranged d in in three 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 circu circuit it break breakers ers corr corresp espond onding ing to esse essentia ntiall systems necessitating segregation - for a small small mainten maintenanc ance e panel panel corresp correspond onding ing 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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2.21
3. Electrical system
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3.1
A319/A320/A321 electrical system architecture
STL 945.7136/97
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 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) :
(APU) AC generator
Two batteries , nominal capacity 23Ah each - on groun ground d : tto o provi provide de an an auton autonomo omous us sour source ce mainly for APU starting - in emer emerge genc ncy y config configura urati tion on to to feed feed some some equipment : • during RAT deployment • after landing gear extension (only for A320).
- two of them them are normally used - the third third is used used : • in emergency configuration (loss of main AC generators) • in case of TR 1 or TR 2 failure
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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 electric electrical al generators generators – EMER GEN 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 generator if available available - the other main main generator generator with automatic automatic partial 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/A3 A319/A320/A321 21 electrical electrical – control control and and display Control panel
Batteries indication System display :
Buses indication ELEC system page
Transformer / Rectifier
Normal configuration Generator indication Integrate Drive Generator indications
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3.8
A319/A320/ A319/A320/A321 A321 cockpit cockpit circuit circuit - breakers breakers
Circuit breakers (C / Bs) are constantly monitored and the tripping of a C / B will be clearly indicated : either eith er through through
- activati activation on of a system system warning warning - a failure test - an abn abnor orma mall instru instrume ment nt conf config igura uratio tion n
or, for C / Bs monitored by the ECAM system :
Rear right panel Secondary circuit breakers (aircraft systems)
- six zones zones have have been been defined defined - each time a C / B trips, the the correspondin corresponding g zone is identified
Overhead panel Emergency circuit breaker
Primary circuit breakers (electrical generation)
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3.9
4. Hydraulic system
STL 945.7136/97
4.1
A319/A320/A321 hydraulic system architecture
(*) only for A320 STL 945.7136/97
4.2
A319/A320 A319/A320/A321 /A321 hydraulic hydraulic system system - general general
Three fully independent systems : Green, Yellow , Blue.
Normal operation : - two engi engine ne-dr -drive iven n pump pumps s (one (one eac each h - Green Green and and Yellow systems) - one one ele electr ctric ic pump pump (Blue (Blue syste system) m)
On ground : - Blue and Yellow Yellow systems systems may be pressur pressurize ized d by electric pumps. A handpump (operated from the ground on the yellow system) facilitates manoeuvring of the cargo doors. - Green/Ye Green/Yellow llow system system may may be be pr press essuriz urized ed by by the the PTU.
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 case of of dual dual engin engine e failur failure e or tota totall electr electrica icall power loss : the Ram Air Turbine (RAT) will pressurize the Blue system.
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4.3
A319/A320/A321 hydraulic - cont contro roll and and dis displ play ay Control panel
System display :
System label System pressure
HYD system page Power Transfer Unit RAT Yellow electrical pump Engine pump Fire valve position Reservoir quantity indication TAT + 19 °C SAT + 18 °C
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23 H 56
G.W. 60300kg
4.5
5. Flight controls
STL 945.7136/97
5.1
A319/A320/A321 EFCS advantages The Electrical Flight Control System (EFCS) provides :
Safety improvements (stall / windshear / overstress / overspeed overspeed protection) 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). - maint mainten enan ance ce costs costs decre decreas ased ed - trai traini ning ng cost costs s dec decre reas ased ed - prod produc ucti tion on cos costs ts dec decre reas ased ed
Improvements in handling and comfort - fligh flightt hand handliling ng impro improve vemen mentt - new new coc cockp kpit it conc concep eptt
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5.3
A319/A320/A321 flight controls surfaces Rudder Elevator Slats Aileron
Flaps Trimmabl Trimmable e horizon horizontal tal 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 trimma trimmabl ble e hori horizon zonta tall stab stabili ilize zers rs slats slats and flaps flaps (sing (single le flap flap surface surfaces s for for A320 A320 and and A319, double slotted surfaces for A321) - spee speedb dbrak rakes es / g gro roun und d spo spoililers ers..
Yaw control is mechanical : - rudder rudder (yaw (yaw dampi damping, ng, turn turn coor coordina dination tion and trim trim are are electrically ensured)
Mechanical back up : - trim trimma mabl ble e ho hori rizo zont ntal al stab stabil iliz izer ers s
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5.5
A319/A320/A321 EFCS command principle Commands
Digital computers
Electro / hydraulic jacks
Autopilot ELACS (2)
Electrical orders
Sidestick
SECs (3)
FACs (2) Hyd. jacks Slats/flaps
Mechanical back up
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SFCC SFCCs s (2) (2)
Elevator Stabilizer Ailerons Spoilers Rudder Slats Flaps
Rudder pedals
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 : - norma normall ele eleva vator tor and and stab stabililize izer r - aileron
Three SECs (Spoiler Elevator Computer) - three three computer computers s ach achiev ieve e spo spoiler iler con control trol - two of of th them em are are d devot evoted ed to stan standby dby elevator elevator and stabilizer control
Two FACs (Flight Augmentation 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
Fly-by-wire controls
Directly proportional relationship between pilot stick input and control surface position.
No directly proportional relationship between pilot stick input and control surface position.
Aircraft response depending on aircraft dynamics and flight envelope area coverage.
Computers’ response to stick servocontrolle servocontrolled d jacks to satisfy :
Airworthiness and aircraft performance requirements leading to increasingly complex system : - variabl variable e artific artificial ial feel feel to to modula modulate te pilot pilot forc forces es with with flight conditions (efforts / g), - hyd hydraul raulical ically ly powe powered red servoco servocontro ntrols, ls, servoe servoed d autopilots, control wheel steering, - stall stall protect protection ion devi devices ces (stic (stick k shaker, shaker, stick stick pus pusher) her),, - stab stabilit ility y augme augmentat ntation ion systems systems (Mach (Mach tr trim, im, spee speed d trim, angle-of-attack trim, roll and yaw damping).
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input
modulating
- normal, normal, alter alternat nate e or d direc irectt laws laws (pitch, (pitch, roll roll and yaw axes), - opti optimise mised d flight flight cont control rol cha charact racteris eristics tics (easy (easy handling, good stability), - improve improved d safet safety y :over :overspe speed, ed, stall, stall, windshea windshear, r, manoeuvre manoeuvre and attitu attitude de protections. protections.
5.9
A319/A320/A321 C* law description Autotrim Auto trim fun functio ction n
Control surface autotrim function
Ground or Z < 100 ft* Ground
Electric trim GAIN GAIN
NZ (θ and Ø compens compensate ated) d)
GAIN θ
Z < 100 ft* THS
Elevator Z < 100 ft* * Before landing STL 945.7136/97
5.10
A319/A A319/A320 320/A3 /A321 21 normal normal law law – pitch pitch axis axis
Manoeuvre demand law as basic flight mode
- neutral neutral spe speed ed stabi stability lity with full flight flight enve envelope lope protection
Vertical load factor control proportional to stick deflection : C* law
- mainten maintenanc ance e of paral parallel lel traje trajector ctory y 1g in in pitch pitch even even after atmosphere disturbance.
- indepe independe ndent nt of spe speed, ed, weig weight, ht, cente centerr of gravi gravity ty ; stick displacement :
∆Nz = n
Nz = n + 1g
stick neutral :
∆Nz = O
Nz = 1g
Flight path stability instead of speed stability
Automatic pitch trim eliminating need to correct for speed or configuration changes : - electric electric autot autotrim rim functi function on holdi holding ng eleva elevator tor p posi osition tion for constant flight path, - cont control rol surfa surface ce autotr autotrim im functio function n returni returning ng elevat elevators ors to the THS trail.
Medium-term flight path stability :
Automatic elevator for bank angle compensation up to 33°.
- control control inputs inputs are made to alter alter the flight flight path, path, not not to hold it.
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5.11
A319/A A319/A320 320/A3 /A321 21 normal normal law law – pitch pitch axis 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 Take--off off p ph hase : 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/A3 A319/A320/A321 21 normal normal law – roll and and yaw yaw axes axes
Roll rate demand (15° / Sec max.) as basic flight mode :
Coordinated roll and yaw surfaces deflections :
- If no pilo pilott acti action on : • stabilized sideslip and bank angle followed by, • automatic rudder trimming to compensate asymmetric thrust • slowly diverging heading.
- to achiev achieve e and and maintai maintain n bank bank angle angle up up to 33°, 33°, stick stick released
Bank angle protection above 33° :
- Reco Recomm mma anded actio tion : zero sideslip target with pedals (take-offf, go• around), • heading stabilization with stick input, • steady flight stick free / no pedal forces (rudder trim).
- positiv positive e spiral spiral stab stabilit ility y restor restored ed up up to 67° inside inside normal flight envelope - limi limitt o off 67 67°° ba bank nk an angl gle e
Lateral control laws providing handling quality features such as :
bank angle bank angle resista resistance nce to distur disturban bance, ce, stick stick free, free, prec recise pil piloting ing go good od turn turn coor coordi dina nati tion on,, dutc dutch h rrol olll dam dampi ping ng,, side sidesl slip ip mini minimi miza zati tion on..
Sidestick free with pedal deflection results in stabilized sideslip and bank angle facilitating “de-crabbing” in crosswind landings.
STL 945.7136/97
Engine failure or aircraft asymmetry compensation consisting of :
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
A319/A320/A3 A319/A320/A321 21 control control laws – reconfigurat reconfiguration ion logics logics Normal law Double self-detected ADC or IRS failure or double (2 nd 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) STL 945.7136/97
5.14
A319/A320/A321 alternate law
Flight mode as basic control laws : - pitch pitch axis axis : as norma normall law, law, stick stick defl deflect ection ion to change Nz, - roll roll/y /yaw aw axes axes : dire direct ct stic stickk-to to-r -rol olll-su surf rfac ace e relationship, speed, configuration and surface availability dependent, - auto automa mati tic c pit pitch ch trim trim..
Loss of flight envelope protections except : - manoeuv manoeuvre re prote protecti ction on aga against inst excess excessive ive load load factor - low low spe speed ed stab stabil ilit ity y - con conven vention tional al aura aurall stall stall and and over overspe speed ed w warni arning ng
Reversion of basic control law : - alterna alternate te law law not not being being adap adapted ted to to landi landing ng phase phase automatic reversion to direct law after landing gear extension.
Automatic reconfigurations after loss of basic control law in either axis.
STL 945.7136/97
5.15
A319/A320/A321 direct law and mechanical back-up Direct law
On all axes :
Highly improbable operational necessity.
- direct direct stick stick to to elevato elevatorr or roll con control trol surface surface relationship, - cent center er o off gravit gravity, y, con configu figurati ration on and surface surface availability dependent.
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..
Lateral control from pedals.
Manual trimming through trim wheel :
Manual trimming through trim wheel : - amber amber messa message ge on PFD (“USE (“USE MAN PITCH PITCH TRIM”)
Mechanical back-up
Loss of all flight envelope protections :
- red messa message ge on PFD (“MAN (“MAN PITC PITCH H TRIM TRIM ONLY”)
- con conven vention tional al aura aurall stall stall and and over overspee speed d warni warning. ng.
Automatic reconfiguration after loss of basic control law in either axis.
STL 945.7136/97
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 : -
Fligh Flightt Direc Director tor (FD) (FD) : FD and and autot autothr hrott ottle le syste system m on, ILS (raw data) : FD and autothrottle system off, NDB (no (nonn-pre preci cisi sion) on) : FD, FD, autot autothro hrottl ttle e and and ILS o off. ff.
The following measurements of recorded flight parameters were calculated when appropriate and compared for flying with the sidestick sidestick and conventional conventional controls controls : -
Mean : average of 1 second values, Stand Sta ndard ard dev devia iatio tion n : amou amount nt of var varia iatio tion n arou around nd th the e mean, Rate zero : number of sign changes per minute, Rever Reversa sall rate rate : numbe numberr of direc directio tion n reve reversa rsals ls per per minute.
STL 945.7136/97
5.17
Performance comparison of sidestick/FBW and conventional controls Roll and pitch angles Standard deviation
Roll, pitch and yaw rates Standard deviation Control Conventional Sidestick/FBW
4 4
Control Conventional Sidestick/FBW d n o c e S r e p
3,2 s e e r g e D
4
1
s e e r g e D
1,6 1,4
.5
.5 .4
Pitch
Roll
Roll Rate
Acceleration Transitions through zero 16
e t u n i M r e p s n o i t i s n a r T
11,2 9 8
Pitch Rate
.4
Yaw Rate
Roll, pitch and yaw rates Transitions through zero Control Conventional Sidestick/FBW
Control Conventional Sidestick/FBW
19,2 17,5 e t u n i M r e p
15,7
11,1
s n o i t i s n a r T
10,4
6,4
.6 .2 Vert Vertic ical al
Long Longit itud udin inal al
Lateral
Roll Rate
Pitch Rate
Yaw Rate
Acceleration Type
STL 945.7136/97
5.18
Performance comparison : major results and conclusions
All measurements of smoothness and stability favoured favoured the sidestick sidestick by a large large margin : -
-
for for roll roll and and pitc pitch h angle angles s and and rates rates,, stan standa dard rd deviations and rate through zero were reduced by 20% or more when flying with the sidestick, acce accele lera ratio tions ns in in all all three three axes axes sho showed wed a lar large ge reduction in standard deviation and rate through zero when flying flying with the the sidestick
STL 945.7136/97
5.19
Performance comparison of sidestick/FWB and conventional controls
N1 engine No.1 Standard deviation
STL 945.7136/97
N1 engine No.1 Reversal rate
Pitch trim + elevator + aileron reversals vs Any sidestick reversal
5.20
Performance comparison : major results and conclusions
All parameters related to fuel burn significantly better values with sidestick : -
showed
the the side sidest stic ick/ k/EF EFCS CS com combi bina nati tion on sho shoul uld d 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 lower pilot pilot workl workloa oad d sho shoul uld d all allow ow more more time time for dealing with emergencies and managing flight efficiency.
STL 945.7136/97
5.21
A319/A320/A321 EFCS architecture ELAC
SEC 1
2
2 Elevator/Aileron Computers (ELAC)
Ground spoiler
Roll
Roll Speed brake
LH Aileron B ELAC 1 SEC
3
3 Spoiler/Elevator Computers (SEC)
Ground spoiler
LAF*
2
G
B
Y
Speed brake
Y
G
G
Y
B
Y
G
G 2
RH Aileron G
2
1
1
Normal control 3 3 Normal control THS actuator**
3
G
Hydraulic
ELAC 1 SEC 1
2 2
* LAF = Load Alleviation Function (A320 only)
1
1
2
SEC
LH Elevator
G
B
3
B
Y
LH Elevator
B – Blue Blue syste system m G – Green Green syste system m Y – Yellow Yellow syste system m
LAF*
Y 2
1 1
2
2 2
B 1 ELAC 1 SEC
Mechanical
**THS = Trimmable Horizontal Stabilizer STL 945.7136/97
5.22
A319/A320/A321 EFCS redundancy aspects Use of dissimilar redundancy
Two types types of compute computerr
- two ELACs ELACs to ach achieve ieve aileron aileron control and normal pitch control - th three ree SECs SECs to to ach achie ieve ve spoil spoiler er control and standby pitch control
No single type of µ P :
Each ELAC and SEC is divided into two units :
ELAC - Motorola 68000 SEC - INTEL 8018 80186 6
- one one Con Contr trol ol Unit Unit (COM (COM)) - on one eM Mon onit itor orin ing g uni unitt ((MO MON) N)
Four Four diff differ eren entt sof softw twar ares es :
ELAC ELAC COM COM + MO MON N 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.
STL 945.7136/97
5.23
A319/A320/A321 EFCS electronic protections Self tests
Each computer is able to detect its own failures :
- proce processo ssorr test test (chec (check k sum, sum, watch watchdo dog…) g…) - electr electrica icall supp supply ly monito monitori ring ng - inpu inputt a and nd outp output ut te test st - wrap wrap arou around nd of outp output ut to input input.. Inputs are monitored : - by compa compariso rison n of signals signals of the the same same type type but sent by different sources - by che check cking ing the the sign signal al c coh oher eren ence ce..
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 Wires are installe installed d in meta metall shield shields s in the the expose exposed d areas. - For each each sig signa nal, l, wire wires s are are twist twisted. ed. - No signal signal ground grounding ing in the exp expose osed d area areas. s. - Compu Compute terr input inputs s and out outpu puts ts conne connect cted ed to exposed wires are protected against the most severe spikes.
STL 945.7136/97
This protection, combined with the precautions taken in the software, ensure good protection against lightning strikes and electromagnetic disturbances.
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 : -
conti continu nuou ous s repe repetit titive ive chime chime mast master er warn warnin ing g lig light ht overs overspe peed ed red messa message ge on ECAM ECAM red and and blac black k strip strip alon along g the the PFD scale 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 protection – principle
- When α becomes greater than α 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 α reaches α floor the auto-thrust system will apply go-around thrust. - The α max cannot be exceeded even if the stick is pulled fully back. - At α max + 4° an audio audio stall stall warning warning (cricket (cricket + synthetic voice) is provided.
Consequences
- α prot is maintained if sidestick is left neutral
Amber Black amber
VLS Vα prot Vα max
Red
- α max is maintained if sidestick is deflected fully aft - Return Return tto o normal normal law is obtai obtained ned when sidesti sidestick ck is 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
A319/A320/A321 EFCS flight envelope protection
Primary Flight Display
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
Bank limitation (67°)
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 limitation (15°)
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.
STL 945.7136/97
5.27
A319/A320/A321 EFCS flight envelope protection
Windshe Windshear ar protecti protection on
Windshear protection is ensured by :
SRS more spee speed d ttre rend nd indi indica cati tion on wind wind (speed (speed and and dire direct ction ion ind indic icati ation on)) flig flight ht path path vect vector or high high ang angle le of attac attack k pro protec tectio tion n winds windshe hear ar warni warning ng (opti (option onal al). ).
Low energy protection (basic on A321 and A319)
Load Alleviation Function (LAF) (only for A320)
- The load load allev alleviati iation on functi function on is use used d in cond conditio itions ns of turbulence in order to relieve wing structure loads - The LAF LAF beco become mes s activ active e at mor more e than than 0.3g 0.3g in which case the ailerons and the spoilers 4 and 5 are deflected symmetrically upwards - The LAF is is no longer longer nec necess essary ary for A321 and A319 which benefit from a reinforced structure.
- An audi audio o warn warning ing “SPEED “SPEED,, SPEED SPEED,, SPEED” SPEED” is 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 : - simu simult ltan aneo eous us inp input uts s - conflicts.
Full control is obtained by pressing and keeping pressed the take-over button, thereby deactivating the other pilot’s 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 A319/A320/A321 /A321 EFCS EFCS sidestick sidestick priority priority display display logic Captain’s side
Sidestick
Take-over button depressed
First Officer’s side
Annunciation
Annunciation
Red CAPT
Sidestick
Sidestick deflected
Green
Red
Take-over button depressed
Sidestick in neutral
Red Sidestick deflected Green
F/O
Take-over button depressed
Red Take-over button depressed
Sidestick in neutral
Red arrow in front of the pilot = loss of authority
Green arrow in front of the pilot = authority when opposite sidestick deflected
“PRIORITY RIGHT/LEFT” audio voice message when priority is taken. STL 945.7136/97
5.31
A319/A320/A321 EFCS speed brakes and ground spoilers
Speed brakes
- Achi Achiev eves es by by thre three e surf surfac aces es - When the sum of a roll order order an and d a simult simultane aneous ous 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.
RET
Speedbrakes are automatically retracted when : - selectio selection n of flap flaps s confi configur guratio ation n FULL FULL for for A320 A320 and and A319 (or 3 or FULL for A321) - AOA AOA pro prote tect ctio ion n is is act activ ive e
RET
SPEED BRAKE
1/2
1/2
Ground spoilers
- Pres Presel elec ecti tion on achi achiev eved ed :
FULL
FULL
• with control handle in the armed position and idle thrust selected, or • by selecting reverse thrust - Maximal Maximal extens extension ion (50°) (50°) of of all all surfa surfaces ces the then n automatically achieved when wheels speed >72kt. STL 945.7136/97
5.32
A319/A320/ A319/A320/A321 A321 EFCS - flaps and slats control control - The flaps flaps lever lever selec selects ts simul simultan taneou eous s operat operation ion of the slats and flaps. - The five five posi position tions s of the lever lever corres correspon pond d to the following surfaces positions and flight phases : Position
Slats
Flats
Flight phases
0
0°
0°
Cruise / Hold
1
18°
0°
Hold / Approach
10°
FLAPS
Take
2
22°
15°(14°)
3
22°
20° (21°)
Approach / landing
FULL
27°
35°(*) (25°)
Landing
off
Approach
(*) (*) : 40° 40° for for A320 A320 with with IAE IAE eng engin ine e or A319 A319 () : setting for A321 -
Comp Comput uted ed by FACs, FACs, presented on PFDs for : • •
retr retrac acti tion on
spee speeds ds
are 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
SPEED BRAKE
STL 945.7136/97
SEC 1
FLT CTL ELAC 2
FAC 1
SEC 2
SEC 3
FAC 2
FLAPS
5.34
A319/A320/A321 EFCS indications ECAM upper display
Slats/flaps indication
ECAM lower display F / CTL page Spoilers / speedbrakes
Hydraulic system pressure indication
Ailerons position Ailerons actuators Pitch trim position
Computers
Elevator position Rudder position
STL 945.7136/97
5.35
6. Landing gear
STL 945.7136/97
6.1
A319/A320/A321 landing gear Braking system
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) .
Hydraulically actuated with alternative free-fall/spring downlo downlock ck mode
Alte Altern rnat atin ing g use use of of both both retraction/extension cycle.
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
Landing
LGCIU LGC IUs s
fo forr
Gear
The Braking and Steering Control Unit (BSCU) is a fully digital dual-channel computer controlling the following functions : -
norma normall bra brakin king g sys syste tem m con contro troll ant anti-sk i-skid id con control trol (normal (normal and alte alternat rnate) e) auto auto brak brake e func functio tion n with with LO, LO, MED, MED, MAX nose nosewh whee eell steeri steering ng comma command nd proces processi sing ng monito monitori ring ng of all all thes these e fun functi ctions ons
e eac ach h
6.3
A319/A320/A3 A319/A320/A321 21 landing landing gear gear - braking braking system Auxiliary LP distribution line To other side dual valve Pedals
Green HP
Accu
Yellow HP
Normal selector valve
BSCU
Control valve parking brake
Automatic selector
To other gear
To other wheels
Dual shuttle valve To opposite wheel
Normal servo valve
Accumulator pressure
To ECAM
STL 945.7136/97
6.4
A319/A320/A3 A319/A320/A321 21 landing landing gear gear - braking braking system
Carbon disk brakes are standard.
Normal system (Green hydraulic system supply) : -
electri electrical cally ly signa signalle lled d throu through gh antianti-ski skid d valves valves indiv individ idua uall wheel wheel ant anti-s i-ski kid d cont contro roll auto autobr brak ake e ffun unct ctio ion n aut automat omatic ic switc switchove hoverr to alte alternat rnate e sy system stem in even eventt of Green hydraulic supply failure.
Parking brake (Yellow hydraulic system supply or Yellow brake power accumulator) : - elec electr tric ical ally ly sign signal aled ed - hydraul hydraulica ically lly con control trolled led indication on gauges.
with
brake brake
pressure press ure
Alternate braking system (Yellow hydraulic system supply) : - hydrau hydraullic llically ally con control trolled led through through dua duall valve valve - indiv individ idua uall wheel wheel ant anti-s i-ski kid d cont contro roll - no au auto tobr brak ake e func functi tion on..
Emergency braking system (Yellow hydraulic system supply or Yellow brake power accumulator) : - hydrau hydraulica lically lly con control trolled led by peda pedals ls with with brake brake pressure indication on gauges - no anti anti-s -ski kid d con contr trol ol
STL 945.7136/97
6.5
A319/A A319/A320 320/A3 /A321 21 landing landing gear gear – antisk antiskid id principle principle Green H.P. Pedals depressed autobra auto brake ke activat activated ed gear retraction
LO MED MAX Decel Decel Decel on on on Aircraft speed at touchdown (wheel tachy.) Aircraft longitudinal deceleration (ADIRS)
Opening
OR
γ prog
Vo γ prog
Normal selector valve
V prog
Vo γ ir
Vo - γ 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 servov servovalve alve also modulat modulated ed by anti anti-sk -skii closi closing ng 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 A319/A320/A321 landing gear - nose gear steering steering principle A/SKID & N/W STRG
Rudder pedal disconnect pushbutton
OR
Auto pilot
E L A C
One engine running and Towing lever Normal position MLG Compressed BSCU
Green hydraulic supply
STL 945.7136/97
Steering servo valve
6.8
A319/A320/A321 landing gear
Autobrake panel and gear position indicator (System 1)
Tyre pressure psi (option (optional) al) LDG door Hottest brake
Gear downlock indication
Anti-skid release indicator
Brake temp. °C
Brake pressure indication (alternate system)
Autobrake indication
Ground spoiler extension Wheel system page landing roll STL 945.7136/97
6.9
7. Fuel system
STL 945.7136/97
7.1
A319/A320/ A319/A320/A321 A321 fuel system system - ventilati ventilation on A321
A319 / A320 Surge tank Outer cell
Inner cell
Center tank
Wing tank
Surge tank
Center tank
Vent valve
Vent valve
NACA intake Flame arrestor Pressure relief outlets
STL 945.7136/97
Vent line
Pressure relief outlets
NACA intake Flame arrestor
Vent line
Pressure relief outlets
Pressure relief outlets
7.2
A319/A320 A319/A320/A321 /A321 fuel system system – basic layout layout
Total fuel capacity
A319 / A320
Two outer cells
1 760 litres (1 408kg)
Two inner cells
13 849 litres (11 079kg)
One center tank
8 250 litres (6 600kg)
Ventilation
- Each tan tank k is sepa separate rately ly ventil ventilated ated via surg surge e tanks tanks at each wing tip. - The cente centerr tank tank is ven ventila tilated ted via via the the LH LH surge surge tank tank.. - The surge surge tank tanks s are are opene opened d to atmosph atmosphere ere via flame arrestors and NACA inlets. - Vent valves valves ensur ensure e correc correctt operati operation on of of the ven ventt system. - Pressur Pressure e relief relief outle outlets ts prote protect ct the the tanks tanks from ove overror underunder- pressu pressure. re.
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 capacity by 2 900 900 litres (2 320kg). 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/A A319/A320 320 fuel fuel syst system em – engine engine feed feed IAE Eng
CFM Eng
Sequence valves
Pump
Fuel recirculation system Center tank
15
l l l r c e n n e I n
22 26
a n k e t a g g r u S
STL 945.7136/97
l l c e l e r t e O u
Transfer valves
Suction valve (gravity feed) APU LP valve twin actuators APU pump
Defuel valve (ground only) Cross feed valve twin actuators
7.4
A319/A A319/A320 320 fuel fuel system system – engine engine feed feed A319/A320 definition
Fuel is delivered to the engines by means of booster pumps. - Each tank is equi equippe pped d with with two two iden identica ticall booste booster r pumps. - Center Center tank tank feed feeds s first, first, exce except pt durin during g take-of take-offf and fuel recirculation when center tank pumps are switched off automatically. - Wing tank pumps pumps oper operate ate permane permanently ntly at a lower lower pressure than center tank pumps. - Thus, Thus, when when cent center er tank tank pumps pumps stop, stop, eng engine ine 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 A321 fuel fuel system system – engine engine feed feed IAE Eng
CFM Eng
Remote pick-up (all pumps) Sequence valve Fuel recirculation system
Center tank
Pumps
Center tank transfer valves Jet pumps
APU LP valve (twin actuators)
Suction valve (gravity feed)
22
a a n k n g t W i n
26
a n k t a e g g r S u
STL 945.7136/97
APU Defuel/tansfer fuel pump Valve twin actuators (ground only) Cross feed valve (twin actuators)
Recirculation line
7.6
A321 A321 fuel fuel system system – engine engine feed 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 transf transfer er valv valve e automa automatica tically lly closes 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/A320A3 A319/A320A321 21 fuel fuel system system – control control and indications indications A319/A320
OVERHEAD PANEL
A321
UPPER ECAM
Memo indications : systems temporarily used
LOWER ECAM A319/A320 Fuel on board
A321
Low pressure valve Cross-feed valve Pumps indication
STL 945.7136/97
7.8
A319/A320A3 A319/A320A321 21 fuel fuel system system – control control and indications indications
No crew action is required for normal operation.
Indications : - fuel dat data a (qu (quanti antity, ty, tempe temperatu rature) re) are ava availa ilable ble from a Fuel Quantity Indication (FQI) system - fue fuell quanti quantity ty is permane permanently ntly display displayed ed on on upper upper ECAM DU - fue fuell syst system em syn synop optic tic on low lower er ECAM ECAM DU DU is displayed according to ECAM logic - low leve levell warnin warning g is tota totally lly inde indepen penden dentt from from FQI.
Abnormal operations : - fue fuell feed feed seq sequen uence ce may may be oper operate ated d manua manually lly - one or both both eng engines ines may be fed fed from from any any tank tank via cross-feed valve - grav gravity ity fee feed d is poss possib ible le from from win wing g tanks tanks..
STL 945.7136/97
7.9
A319/A320A A319/A320A321 321 fuel system system – refuel/de refuel/defuel fuel 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/A A319/A320 320A32 A321 1 fuel system system – refuel refuellin ling g
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/defue refuel/defuell coupling coupling is located located under under the RH wing.
Identical coupling on LH wing is available as an option.
Refuelling Refuelling is auto sequen sequenced ced : It starts with the outer cells (A319/A320) or the wing tanks (A321). If the selected fuel quantity exceeds the wing tank capacity, capacity, the center tank is refuelled simultaneously simultaneously..
Refuelling Refuelling time at nominal nominal pressure is approximat approximately ely 20 minutes for all tanks.
Gravity Gravity refue refuellin lling g can be be achiev achieved ed by ove overwin rwing g refuelling points.
STL 945.7136/97
7.11
8. Engine controls
STL 945.7136/97
8.1
A319/A A319/A320 320/A3 /A321 21 engine engine contr controls ols - FADEC FADEC
Thrust control is operated through Full Authority Digital Engine Control (FADEC) computers which :
- command command the eng engine ines s to provid provide e the the best best suited suited power to each flight phase - aut automat omatical ically ly provid provide e all the asso associat ciated ed prote protectio ction n 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
STL 945.7136/97
The engine shut-down rate resulting from FADEC failures will be at least as good as today’s 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 :
communication
Reduction of crew workload by means of automatic functions (starting, power management). Ease of on-wing maintenance.
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).
-
ga gas s ge gene nera rato torr cont contro roll en engi gine ne limi limitt p pro rote tect ctio ion n en engi gine ne aut autom omat atic ic sta start rtin ing g power man managemen ment engi engine ne dat data a for for cock cockpit pit indic indicati ation on engi engine ne cond conditi ition on para parame meter ters s revers reverser er contr control ol and and fee feed d bac back. k.
8.3
A319/A32 A319/A320/A3 0/A321 21 engine control controls s – FADEC FADEC architect architecture ure SYSTEMS DISPLAYS
ENGINE/ WARNINGS DISPLAY
THRUST LEVER 1
ADIRS 1+2 TLAA
ECU CHANNEL. A
ENGINE PARAMETERS ECU CHANNEL. B TLAB
HYDROMECHANICAL UNIT
ADIRS 1+2
ENG MAN START
START VALVE
GRND/FLT ENGINE INTERFACE UNIT 1 (ECU)
BLEED STATUS
ZONE CONTROLLER
THRUST REVERSER SYSTEM
IGNITION SYSTEM
FUEL RECIRCULATION VALVE
FMGS
STL 945.7136/97
8.4
A319/A A319/A320 320/A3 /A321 21 engine engine contro controls ls – ECU and 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.
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.
In addition dedicated ECU alternator assures self power above 12% N2 for CFM56 (10% N2 for IAE V2500).
Care is taken to preserve systems segregation for safety and integrity.
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
STL 945.7136/97
protection
against
electromagnetic
8.5
A319/A A319/A320 320/A3 /A321 21 engine engine contr controls ols – CFM56 CFM56 Control signals
28 VDC
ARINC data buses
N2
T12
T25
PS3
Tcase
T3
Ignition VSV VBV
Fuel
HPT CC
Hydromech. unit
k a c b e d F e
Thrust reverser
STL 945.7136/97
PS12
N1
P0
Alternator
Engine control unit
PS12
T fuel
Fuel flow
Starter air valve / starter
PS13
P25
T5
Monitoring signals (optional)
8.6
A319/A A319/A320 320/A3 /A321 21 engine engine contro controls ls – V2500 V2500 Control signals
28 VDC
ARINC data buses
N2
T2
Pb
P3
T4.9
T3
Ignition VSV VBV
Fuel
HPT CC
Hydromech. unit
k a c b e d F e
Thrust reverser
STL 945.7136/97
P5
N1
P0
Alternator
Electronic engine control
P2
T fuel
Fuel flow P12.5
Starter air valve / starter
P2.5
T2.5
Monitoring signals (optional)
8.7
A319/A320/A321 A319/A320/A321 engine controls – thrust control schematic schematic CFM56
ECU
THR
N1 N1 Thrust lever comput.
Auto mode N1
N1 limit N1 limit limitation compu tation
ADC TLA out of ATS range
EIU or
ATHR
Fuel flow control
N1 target
FMGC ATS
or
Manual mode
Disengaged
Instinctive disconnect PB ATS not active Actual N1
Upper ECAM DU
STL 945.7136/97
8.8
A319/A320/A321 A319/A320/A321 engine controls – thrust control schematic schematic IAE V2500 EPR Thrust lever comput.
EPR limit computa. and selec.
ADC
TLA out of ATS range
EIU or
ATHR
Disengaged
EEC
Trottle Auto mode
EPR target EPR limitation limit
EPR target
FMGC ATS
EPR
or
Manual mode + -
Fuel flow control
N1 mode selection
Instinctive disconnect PB ATS not active Actual EPR
Upper ECAM DU
STL 945.7136/97
8.9
A319/A320/A321 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 : -
Go Around (GA) Max Take-Off (TO) Max continuous (MCT) Flex. Take-Off (FLX)
Thru hrust ratin ting lim limit (no TRP) TRP) N1 (EPR) EPR) whe when in man manual mod mode N1 (EPR (EPR)) whic which h can can be achi achiev eved ed in
Mode selection
Thrust
Max Climb (CL) Thrust limit T.O/GA
ATS max operating range
Idle Reserve idle Max reserve
Reserve
STL 945.7136/97
Thrust limit FLX TO/Max Cont Thrust limit max climb Command f (TLA) s u o f f u o n i - t e n k o a c e t b s x x m i i a a l u r M M C C
e v r e s e r x a M Idle
8.11
A319/A320/ A319/A320/A321 A321 engine controls controls indications indications (CFM56) (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
Symbol corresponding to the thrust lever position
Max permissibleN1 IDLE
N1 actual
Flex temperature (entered through MCDU) Exhaust gas temperature
N 1 rating limit S F
FLX
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 Thrust limit mode
Actual EPR
Flex temperature (entered through MCDU) 1530
Exhaust gas temperature
1500
FOB : 13000 KG S
Actual N1
FLAP
STL 945.7136/97
F
F
SEAT BELTS NO SMOKING
* Basic on A319/A321
EPR rating limit
Max permissible N1
8.13
A319/A320/A321 A319/A320/A321 EIS independent : after “clear” action Start configuration
Engine vibration
Oil quantity Oil pressure Oil temperature Start valve position Engine bleed pressure Selected ignition
After start configuration °
TAT + 19 °C SAT + 18 °C
23 H 56
°
G.W. 60300 kg
°
Nacelle temperature TAT + 19 °C SAT + 18 °C
STL 945.7136/97
23 H 56
G.W.
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
CLB
MCT
:
:
:
Only one thrust lever is set to CLB or MCT position,
Flashing when aircraft above thrust reduction altitude and thrust levers not in CLB notch,
APP NA
ASYM
Flashing in case of engine failure if the non-affected thrust lever is not set at MCT,
A-FLOOR :
α -floor condition encountered,
TOGA LK :
When leaving α -floor condition and thrust still at MTO
STL 945.7136/97
FINAL
8.15
A319/A3 A319/A320/ 20/A32 A321 1 engine contro controls ls - thrust thrust reverse 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/A32 A319/A320/A321 1 engine controls controls - start procedure 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
°
MASTER 2 ON
ON
ENG 1 OFF SEAT BELTS NO SMOKING
STL 945.7136/97
ENG 2 MODE NORM
CTR TK FEEDG CRANK
OFF IGN START
FIRE
FIRE
FAULT
FAULT
8.18
A319/A320/A32 A319/A320/A321 1 engine controls controls - start procedure procedure
Engine mode selection
IGN/START IGN/STAR T
ECAM ENG page is automatically displayed on lower ECAM. - Pack Pack valv valves es close close (CFM (CFM eng engin ines es))
MASTER switch - Star Startt va valve lve op opens - APU APU RPM RPM inc increase ases - N2 in increases - Oil Oil pres pressu sure re incr increa ease ses s - Pack Pack valv valves es close close (IAE (IAE eng engin ines) es)
ON
Depending on N2 values reached : - Ign Igniti ition starts rts - HP fuel fuel valv valve e open opens s When sufficient N2 value is reached : - Start valve valve closes, closes, ignition ignition stops, stops, APU RPM returns returns to normal, pack valve reopens. reopens.
Main and secondary parameters
CHECK NORMAL
For abnormal conditions on ground :
FADEC automatically controls : - Start Start abort abort in case case of of hot start, start, hung hung start start o orr no light light up. up. - Aut Autom omati atic c engi engine ne crank crank after after : - firs firstt sta start rt ab abor ortt ffor or IAE IAE - any any addi additio tional nal start start a atte ttempt mpts s for for CFM. CFM. STL 945.7136/97
8.19
9. Auxiliary power unit
STL 945.7136/97
9.1
A319/A320/ A319/A320/A321 A321 APU – controls controls and display display ECAM lower display : APU system page Overhead panel
APU generator line contactor
APU bleed valve position
APU generator parameters
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 A319/A320/A321 APU
On ground, the APU makes the aircraft independent of pneumatics and electrical sources by : - providi providing ng bleed bleed air for eng engine ine start start and air conditioning systems; - providi providing ng electr electrica icall power power to supp supply ly the the electri electrical cal 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 ove overhe rhead ad pan panel el for for APU APU normal normal ope operati ration on and fire protection - on the the ECAM ECAM for for APU APU para paramet meter ers s displ display ay - on the the exter external nal pane panel, l, under under the the nose nose fuse fuselag lage, e, for for APU shut down.
STL 945.7136/97
9.3
10. Automatic flight 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
F C U
FADEC engine 2
FMGC 2
M C D U 2
FAC 2
Yaw control STL 945.7136/97
10.2
A319/A A319/A320 320/A3 /A321 21 FMGS – AFS/FM AFS/FMS S integrat integration ion
Composed of two Flight Management and Guidance Computers (FMGC), this pilot interactive system provides : - flight flight mana manageme gement nt for for n navi avigat gation, ion, performa performance nce optimization, radio navaid tuning and information display management, - flight flight guid guidanc ance e for for autopi autopilot lot command commands s (to (to EFCS), EFCS), flight director command bar inputs and thrust commands (to FADECs).
The AP/FD achieves either : - aut automat omatic ic cont control rol of tthe he aircraft aircraft with regard regard tto o speed, lateral path and vertical plan as computed by the FMGCs, - manual manual con control trol of the the aircr aircraft aft with with rega regard rd to spe speed ed and vertical plan (selected through FCU), lateral path (through FMGC or FCU).
Two FACs (Flight Augmentation Computer) provide : - rudder rudder command commands s (yaw (yaw d dampi amping, ng, rudder rudder trim and limiting, turn coordination, automatic engine failure compensation), - fligh flightt envel envelop ope e and spe speed ed comp computa utatio tion. n.
For operational convenience the FMGS offers two types of guidance concept : - manage managed d accor accordin ding g to to FM FMGS GS flight flight plan plan data data entered into the Multipurpose Control and Display (MCDU), - selecte selected d by the pilo pilott throug through h the Flight Flight Contro Controll Unit Unit (FCU).
STL 945.7136/97
10.3
A319/A320/ A319/A320/A321 A321 FMGS – system system interface interface FCDC 1 ELAC/SEC
FAC 1
• Yaw damper • Rudder travel
Landing gear
Actuators for : rudder trim yaw trim damper rudder travel
limiting
Slats/flaps
• Rudder trim • Flight envelope
ADIRS 1
EIS (DMC 1, 2, 3)
protection • Yaw AP
ILS 1
CFDIU
RA 1 VOR 1 DME 1 Clock
FMGC 1
Fuel
• AP/FD/ATS • Cruise and land
Data base loader
modes • Lateral nav. • Vertical nav. • Performance
FADEC 1 To FAC 1 and FMGC 1
To system 1
STL 945.7136/97
EIS (DM 1, 2, 3) ELAC-SEC FWC 1, 2 ECU MCDU
ADIRS 3 To FAC 2 FMGC 2
Radio navigation auto tuning
Side 1 Side 2
To system 2 10.4
A319/A A319/A320 320/A3 /A321 21 FMGS FMGS – system system redun redundanc dancy y Two FMGCs associated to two MCDUs provide a redundant configuration.
Normal mode operation : dual mode - Each Each FM FMGC GC mak makes es its own own comp computa utatio tion n - One FMGC is MASTER – the othe otherr one is SLAVE - Bot Both h MCDUs MCDUs act act indep indepen ende dentl ntly y (entri (entries es are are automatically recopied on the other MCDU and applied to both FMGCs)
Crosstalk buses
FMGC 2
MCDU
MCDU
FMGC 1
FMGC 2
MCDU
MCDU
FMGC 1
FMGC 2
MCDU
MCDU
Independent mode
- Automa Automatic tical ally ly opera operativ tive e ifif mism mismatc atch h betw betwee een n FMGCs - Inde Indepen penden dentt operat operation ion of FMGCs FMGCs with associa associated ted MCDUs. (Data insertion and display related to the side concerned). - One One FMGC FMGC rema remain ins s mast master er..
FMGC 1
Single mode
- One FMGC fails - Either Either MCDU MCDU can be used used to enter enter or d displ isplay ay data data related to the remaining FMGC.
STL 945.7136/97
10.5
A319/A320/A321 FMGS crew interface ND 1 control
PFD 1
ND 1
ND 2
Guidance Navigation display display
MCDU 1 STL 945.7136/97
ND 2 control
FCU
FADEC
Thrust levers
Navigation display
PFD 2
Guidance display
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 : - fligh flightt plan plan defi definit nitio ion n and and disp displa lay y - dat data a insert insertion ion (speeds (speeds,, weights weights,, cruise cruise level, level, etc) etc) - selectio selection n of s speci pecific fic func function tions s (direct (direct to, offse offset, t, 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 management and guidanc guidance e related data data such as :
on PFD :
- FMGS FMGS gu guid idan ance ce ta targ rget ets, s, - arme armed d an and d acti active ve mode modes s - syst system em en enga gage geme ment nt stat status us on ND :
- flig flight ht pla plan n pres presen enta tati tion on,, - aircr aircraft aft posit position ion and and flig flight ht path path,, - navi naviga gatio tion n items items (radi (radio o navai navaid, d, wind wind). ). STL 945.7136/97
10.7
A319/A320/A321 FMGS flight guidance Auto control white lights
Speed / Mach Commutation Speed / Mach window
SPD or TRK selection HDG or TRK selection
Altitude window
Heading / track window
AP / A / THR engagement
Auto control white lights
Altitude selection
Vertical speed / Flight Path angle window
V / S or FPA selection
Mode engagement 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
STL 945.7136/97
Lateral selected guidance
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 : - pu pull ll + rot rotat ate e = pilo pilott inp input ut - pu push sh = retu return rn to FMG FMGS S cont contro rol. l.
As an example, a change of altitude can be achieved by a double action on the FCU : - eith either er by
- or by
sele select ctio ion n of a ne new w alti altitu tude de th thro roug ugh h th the e FCU selector selector and validat validation ion of this 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.
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
Navigation
Flight plan definition by company route or city pair.
Automatic guidance along flight plan from take-off to approach.
Departure and arrival procedures including associated, speed/altitude/time constraints. Flight plan revision (offset, DIR, TO, holding pattern, alternative flight plan activation,…)
Aircraft position determination. Aircraft position referenced to the flight plan. Automatic VOR/DME/ILS/ADF selection. selection.
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.
STL 945.7136/97
10.10
A319/A320/A321 FMGS performance management
Flight plan optimization, through the performance data base, in terms of : - optimum sp speeds - opti optimu mum m alti altitu tude des. s.
The computations are based on : - flight flight cond conditio itions ns (cru (cruise ise leve level, l, weigh weights, ts, cente centerr of gravity, meteorological data) - cost index - spee speed de enter ntered ed on on the the FCU FCU or given given in the flight flight plan.
Performance predictions : - time, time, alti altitud tude, e, spe speed ed at at all all wayp waypoi oints nts - estimate estimated d time time of arriv arrival, al, dista distance nce to destin destinati ation, on, estimated fuel on board at destination.
Advisory functions : - fuel pl planning - opt optimu imum m alti altitu tude des s and and step step climb. climb.
Full vertical guidance related to flight plan predictions from initial climb to approach.
STL 945.7136/97
10.11
A319/A320/ A319/A320/A321 A321 FMGS - lateral lateral navigation navigation Radio or GPIRS position (if GPS primary installed) IRS 1
IRS 2
FMGC position
Mix IRS
IRS 3
Mix IRS = mean IRS GIPRS = GPS position integrity verified against IRS position
To see the navaids used for radio position
STL 945.7136/97
10.12
A319/A320/ A319/A320/A321 A321 FMGS - lateral lateral navigation navigation
Position computation :
The navigation modes may be :
- before before fligh flight, t, the the thr three ee IRSs IRSs are are align aligned ed on on airfie airfield ld or gate position. (manually or via database) - at take-o take-off, ff, the the positi position on is autom automatic aticall ally y updated updated to the runway threshold - in flight flight,, positio position n updati updating ng is computed computed using using GPS if if installed, and radio navaids (DME,VOR, ILS)
En route :
The FMGC position depends upon the IRS’s mean, the GPS and the radio position.
In approach :
Navigation mode selection : - if the the aircraf aircraftt is equ equipp ipped ed with with GPS prima primary, ry, the FMGC uses GPIRS position in priority - if the the GPIRS GPIRS posi positio tion n is not ava availab ilable le or if the 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.
STL 945.7136/97
IRS – GPS (if GPS GPS installe installed) d) IRS IRS – DME DME IRS – VOR/DM VOR/DME E IRS only
IRS – GPS (if GPS GPS installe installed) d) IRS IRS – DME DME IRS – VOR/DM VOR/DME E IRS – ILS ILS/DM /DME E
10.13
A319/A320/ A319/A320/A321 A321 FMGS - lateral lateral navigation navigation MCDU
ND
STL 945.7136/97
10.14
A319/A320/ A319/A320/A321 A321 FMGS - lateral lateral navigation navigation
FMGC provides the crew with lateral position and its associated accuracy criteria which depend upon : - FMGC FMGC Err Error or Pos Posit itio ion n Esti Estima mate te (EPE) - zon zone e curren currently tly flown flown (en (en route route,, termina terminal, l, appro approach ach)) - Airworth Airworthine iness ss Autho Authoriti rities es Accu Accurac racy y Requi Requireme rements nts (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/ A319/A320/A321 A321 flight flight deck deck – main features features
Top of climb Top of descent ECON cruise Mach Level segment
Acc. Alt.
Transition Mach/speed
Transition from speed to Mach
Climb V2+10 V2+10 Thrust reduction
Cruise
Acceleration by energy sharing
Take-off runway
ECON CRZ Mach ECON DES speed
Speed limit
Deceleration at 500ft/min average “At or below” constraint “At or below” constraint
Alt.
“At” constraint
Take-off
Climb
Deceleration in flight level Glideslope
100ft : VAPP
Cruise
Runway
Descent
STL 945.7136/97
Approach
10.16
A319/A A319/A320 320/A3 /A321 21 FMGS FMGS – vertic vertical al profil profile e
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).
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.
Climb :
Energy sharing is applied for acceleration (70% thrust) and for altitude (30% thrust) from ACC ALT up to first climb climb spe speed. ed. Max Max climb climb thrust thrust is kept – Altitude 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.
STL 945.7136/97
10.17
A319/A A319/A320 320/A /A321 321 FMGS FMGS – AP / FD mode modes s
Guidance
Managed
Lateral
Vertical
NAV and APP NAV APPR LOC RWY RWY TRK G.A. TRK CLB DES SRS (TO / GA) G/S FLARE FINAL
Selected
HDG - TRK TRK
OP CLB OP DES Expedite (towards altitude selected on FCU but managed speed) ALT V / S – FPA FPA FCU selected
Speed
STL 945.7136/97
F. PLN reference (ex. : optimum) Expedite
10.18
A319/A A319/A320 320/A /A321 321 FMGS FMGS – AP / FD mode modes s
Managed guidance
Selected guidance
Take-off :
Lateral :
: automatic runway axis follow up through ILS use - RWY. TRK : follow up of the memorized runway axis - SRS : pitch guidance to maintain V2 + 10
- HDG/TRK
-
RW RWY
: selected on FCU
Vertical : open modes for level changes with a fixed thrust and speed held on elevator : level change with maximum climb/descent : altitude capture and hold : vertical speed or flight path angle track
- OP CLB/OP DES :
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
- EX EXPED - ALT - V/S-FPA
Approach and landing : - APPR - LOC - FLARE - FINAL
STL 945.7136/97
: ILS approach 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
10.19
A319/A A319/A320 320/A /A321 321 ATS ATS – contro controls ls and displ display ay T.O G.A
FLX T.O. MCT
Instinctive disconnect pushbutton
A / T TH R H r an R g e e
Thrust levers
Idle Reverse
FCU
Reverse unlock
PFD Displayed - Cyan Cyan when enga engaged ged - White White when when active active
Illuminated greed when A/THR engaged STL 945.7136/97
10.20
A319/A A319/A320 320/A3 /A321 21 FMGS FMGS – autoth autothrus rustt function 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 either e ensu nsures res thrust thrust con control trol dep depend ending ing upo upon n AP/FD modes (if (if these are engage engaged) d) - or mana manages ges thrust thrust to hold hold the the curre current nt target target spe speed ed (if no AP/FD engaged) - thrust thrust contro controll is achie achieved ved witho without ut movin moving g the leve levers. rs.
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/A A319/A320 320/A3 /A321 21 FMGS FMGS – autoth autothrus rustt function function TO / GA
TO / GA
FLX / MCT
FLX / MCT CL
CL
0
0
REV
Not engaged
REV Thrust levers
TO / GA
TO / GA
FLX / MCT
FLX / MCT CL Engaged
CL
Not active 0 REV
0 Thrust levers
TO / GA
TO / GA
FLX / MCT
FLX / MCT CL
CL Engaged
REV
Active 0
0
Both thrust levers at idle result in
REV A/THR disengagement
REV Thrust levers STL 945.7136/97
10.22
A319/A A319/A320 320/A3 /A321 21 FMGS FMGS – autoth autothrus rustt function function Operational rules
A/THR can be engaged : - manua manually lly by by press pressin ing g the A/TH A/THR R pushb pushbut utton ton - auto automati matical cally, ly, by setti setting ng the the thrus thrustt levers levers at TO/GA 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
Pressing A/THR p/b on FCU activates A/THR
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.
STL 945.7136/97
10.23
A319/A A319/A320 320/A3 /A321 21 FMGS FMGS – autoth autothrus rustt function function
If the levers are in CLB gate and A/THR is disengaged then : - thrust thrust is froze frozen n at its its curren currentt value value until until thrust thrust leve levers rs 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 thrust is not froze frozen n but but is set set accord according ing to to the leve lever r 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/A A319/A320 320/A3 /A321 21 FMGS FMGS – autoth autothrus rustt function function Autothrust operation
Take-off performed : - in TO limit limit mode mode w with ith leve levers rs in in TO.GA TO.GA notch notch - in FLEX FLEX TO limi limitt mode mode with with lever levers s in FLX FLX TO/MCT 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 Note :
In both both cas cases es,, this this mano manoeu euvre vre als also o enga engage ges s 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 gat gate e in in twin twin engin engine e situ situat atio ion n the crew by a CLB or MCT message - MCT gat gate e in singl single e engi engine ne situ situat atio ion n on PFD - One leve leverr in CL ga gate te and and the the other other out of of this this gate 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. Environmental control system
STL 945.7136/97
11.1
A319/A A319/A320 320/A3 /A321 21 ECS – system system schem schemati atic c Air conditioning
Pneumatic ATA 21
ATA 36 To wing
Emergency ram air
LP ground connection Air generation
Pack 2 Pack valves Nonreturn valve
Nonreturn valve
Bleed air regulation
Pack 1
HP ground-connection ground-connection APU
Air distribution
APU bleed valve
Recirculation Recirculation fan
Recirculation fan Filter Non-return valve
Mixer unit Pressure regulating valve Hot manifold
Trim air valves
Nonreturn valve
Filter
APU control unit Bleed air regulation
Eng 1 Trim air valves
Flight deck
Extraction fan Electr comp.
Electr. vent Venturi
Trim air valves
Fwd zone
Fwd cargo com.
To wing anti ice
Extraction fan
Aft zone Safety valve
Aft cargo comp. Cabin ambient air
Isolation valve
Isolation valve Trim air valve
STL 945.7136/97
Eng 2
Cross-bleed valve
Outflow valve
Pressure regulating valve 11.3
A319/A320/A3 A319/A320/A321 21 ECS ECS – temperature temperature and flow flow control 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
TAT + 19 °C SAT + 18 °C
23 H 56
System display : Cruise page
23 H 56
G.W. 60300 KG
System display : CON system page
System display : BLEED system page
A319/A320 Cargo Cargo heat heat - optional optional
A321
STL 945.7136/97
TAT + 19 °C SAT + 18 °C
23 H 56
G.W. 60300 KG
11.4
A319/A A319/A320 320/A3 /A321 21 ECS – air cond conditio itionin ning g – pneuma pneumatic tic - genera generall
Air conditioning
Pneumatic
Continuous air renewal and temperature regulation in three independently controlled zones (cockpit, forward cabin, aft cabin).
High pressure air is supplied for air conditioning, air starting, wing anti-ice, water pressurization, hydraulic reservoir pressurization.
Downstream both packs, a dedicated unit mixes cold air with recirculated cabin air for distribution to the three zones.
System operation is electrically monitored by two Bleed Monitoring Computers (BMC), and is pneumatically controlled.
Optimized air temperature is obtained by adding engine hot air to mixing unit air via three trim air valves.
A leak detection system is provided to detect any overheat in the vicinity of the hot air ducts.
Cabin and pack temperature regulation are achieved by a zone controller and two pack controllers .
STL 945.7136/97
11.5
A319/A320/A3 A319/A320/A321 21 ECS ECS flight flight deck – main features features Avionics bay Skin heat exchanger outlet bypass valve
Inlet valve
Open if T > 35°C in flight Skin heat exchanger
Blower fan
Evaporator Avionics equipment
Ground cooling unit (optional)
Extract valve
Air conditioning duct
Condensor
STL 945.7136/97
Extract fan
Skin heat exchanger isolation valve
Skin heat exchanger inlet bypass valve
d r a o b r e v O
Closed on ground
Cargo underfloor
11.6
A319/A A319/A320 320/A /A321 321 ECS ECS - ventil ventilati ation on Avionics ventilation
Battery ventilation
Provide ventilation and cooling of avionics and electronic equipment under digital control (AEVC) and without any crew intervention.
Achieved by ambient air being drawn around the batteries batteries and then vented directly directly outboard outboard via a venturi. Lavatory & galley ventilation
Three main operational configurations are automatically selected :
Achieved by ambient cabin air extracted by a fan exhausted near the outflow valve.
• 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.
STL 945.7136/97
11.7
A319/A320/ A319/A320/A321 A321 ECS – cabin pressure pressure control 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
Flap type outflow valve STL 945.7136/97
TAT + 19 °C SAT + 18 °C
G.W. 60300 KG 23 H 56
DU 2 CRZ page
TAT + 19 °C SAT + 18 °C
G.W. 60300 KG 23 H 56
DU 2 press system page 11.8
A319/A A319/A320 320/A3 /A321 21 ECS – pressu pressuriz rizati ation on
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 : - cruis cruise e FL, lan landin ding g field field ele eleva vatio tion, n, QNH, QNH, - time time to top top of climb, climb, time time to land landin ing. g.
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. Electronic instrument system
STL 945.7136/97
12.1
A319/A320/ A319/A320/A321 A321 EIS – EFIS/ECA EFIS/ECAM M archit architectur ecture e EFIS 2
EFIS 1 PFD 1
ND 1
ND 2
ECAM DU 1
PFD 2
ECAM DU 2 WARN
WARN
ECAM control panel
CAUT
CAUT
Inputs for EFIS displays : ADIRS, FMGC, FACs, FCU ADFs, VORs, DMEs, ILS, Ras’ WXRs. Input for ECAM display : FADEC, FQI, WBCs
DMC 1
DM 2
DMC 3
FWC 1
FWC 2 SDAC 1
Aircraft systems sensors Inputs for : - red warnings - system pages - flight phases
STL 945.7136/97
SDAC 2
Aircraft systems sensors Inputs for : - amber caution - system pages
12.2
A319/A A319/A320 320/A3 /A321 21 EIS - compon component ents s
Six identical (7.25 in x 7.25 in) cathode ray tubes Display Units (DU), including integrated graphics generator : - Two prima primary ry flight flight display displays s + two two navig navigatio ation n displa display y (EFIS) - One e engin ngine e warnin warning g displa display y + one one syste system m displa display y (ECAM)
Three Display Management Computers (DMC) - Generati Generating ng images images to to be displa displayed yed on PFD, PFD, ND and and ECAM Dus - Digita Digitall data data link link to to disp displa lay y unit units s - No.3 No.3 DMC may repl replace ace eithe eitherr No.1 No.1 or or No.2 No.2
Two System Data Acquisition Concentrators (SDAC) - Acquir Acquiring ing sys system tems s data data for tra transm nsmiss ission ion of of caution/warnings to FWCs and systems condition to DMCs - Operatio Operations ns not not affec affected ted with eith either er SDAC SDAC failu failure. re.
Two Flight Warning Computers (FWC) - Generati Generating ng alert alert messa messages ges,, aural aural alerts alerts procedural messages for display on ECAM - ope operati rations ons not affe affecte cted d with with eithe eitherr FWC failure. failure.
STL 945.7136/97
and
12.3
A319/A A319/A320 320/A /A321 321 EIS - EFIS EFIS arrang arrangeme ement nt
Primary flight display -
Attitude Airspeed Alti Altitu tude de/v /ver erti tica call spe speed ed Heading ILS ILS devi deviat atio ion/ n/ma mark rker er Radio a alltitude AFS AFS stat tatus (FMA) 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 Note :
In ROSE ROSE-NA -NAV, V, ARC ARC and and PLAN PLAN modes modes,, map map data data from FMS are presented
STL 945.7136/97
12.4
A319 A319/A /A32 320/ 0/A3 A321 21 EIS EIS - PFD PFD : clim climb b – FMS FMS guid guidan ance ce 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/A3 A319/A320/A321 21 EIS - PFD : approach approach configuratio configuration n 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 dista distance nce
G / S and LOC scales and DEV indexes Outer marker “light” Altimeter baro setting display ILS course
STL 945.7136/97
12.6
A319/A A319/A320 320/A /A321 321 EIS EIS - ND : ROSE ROSE / VOR mode mode
True air speed
Actual track Selected heading
Lateral deviation bar
Elapsed time VOR 1 identification DME distance
STL 945.7136/97
ADF 2 Identification
12.7
A319/A A319/A320 320/A3 /A321 21 EIS - ND : ROSE ROSE / ILS mode 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/ A319/A320/A321 A321 EIS - ND : ROSE / NAV mode
ETA
ADF
Waypoint Airport
Distance scale
ADF 1 Identification
STL 945.7136/97
ADF 2 M = manually tuned
12.9
A319/A A319/A320 320/A /A321 321 EIS - ND : PLAN PLAN mode mode
Cross track error
STL 945.7136/97
12.10
A319/A A319/A320 320/A /A321 321 EIS EIS - ND : TCAS TCAS (optio (optional nal)) 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/A A319/A320 320/A /A321 321 EIS - ECAM ECAM arrang arrangeme ement nt
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 MAGENT MAGENTA A for parti particu cula larr mes messa sage ges, s, e. e.g. g. inhibitions
ECAM arrangement Upper DU
-
Engi Engine ne pri prima mary ry ind indic icat atio ion n Fuel Fuel qua quant ntit ity y info inform rmat atio ion n Slat Slats/ s/fl flap aps s posi positi tion on Memo/con Memo/configu figurati ration on data data or warnin warning/c g/cauti aution on messa messages ges
Lower DU
- Aircraft Aircraft system system syno synoptic ptic diag diagram ram or or status status mess message ages s
STL 945.7136/97
12.12
A319/A A319/A320 320/A /A321 321 EIS - ECAM ECAM arrang arrangeme ement nt ECAM sound Symbology Condition
Duration
Red warnings
Permanent
Amber caution
1 / 2 second
A/P disconnection by take-over pb
1.5 second
A/P disconnection due to failure
Permanent
Click
Landing capability change
½ second (three pulses)
Cricket
Stall
Permanent
Intermittent buzzer
SELCAL call
Permanent
Continuous buzzer
Cabin call
Permanent
‘C’ chord
Altitude alert
1.5 second or Permanent
Auto call-out
Height announcement
Permanent
(synthetic voice)
below 400ft
Warning signal Continuous repetitive chime Single chime Cavalry change
Ground proximity warning
GWPS warning
Permanent
(synthetic voice)
STL 945.7136/97
12.13
A319/A A319/A320 320/A3 /A321 21 EIS - ECAM ECAM upper upper displa display y
Primary engine indications Fuel quantity indication
Flap / slats position indication
MEMO : landing
STL 945.7136/97
12.14
A319/A A319/A320 320/A3 /A321 21 EIS - ECAM ECAM upper upper displa display y
The ECAM upper DU can provide the following memo items for systems which can be use temporarily and for which no dedicated annunciator annunciator lights are provided. provided.
Specific memos for take-off and landing are also available when appropriate. TO MEMO
LDG MEMO
IRS IN ALIGN X MIN
SPEED BRK
SWITCHING PNL
AUTO BRK…….MAX
LDG GEAR…….DN
IRS ALIGNED
PARK BRK
GPWS FLAP 3
SIGNS …………ON
SIGNS …………ON
SEA BELTS
HYD PTU
ACARS STBY
SPLRS …………ARM
SPLRS …………ARM
NO SMOKING
RAT OUT
MAN LDG ELEV
FLAPS …………TO
FLAPS …………FULL
REFUEL G
EMER GEN
CRT TK FEEDG
TO CONFIG ….. TEST
OUTR CELL FUELXFRD
RAM AIR ON
FUEL X FEED
CABIN ………… READY
STROBE LT OFF
ACARS CALL
T.O. INHIB
N. WHEEL STEERG DISC
ACARS MSG.
LDG INHIB
IGNITION
ENG A.ICE
LAND ASAP
GND SPLRS ARMED
WING A.ICE
GPWS FLAP MODE OFF
APU AVAIL APU BLEED LDG LT BRK FAN
or CONFIG 3
OFF AUTO BRK
LO MED MAX
AUDIO 3 X FRD STL 945.7136/97
12.15
A319/A A319/A320 320/A3 /A321 21 EIS EIS - ECAM ECAM lower lower DU Electrical system page with advisory
Cruise page Title of the system page pulsing
Value pulsing
STL 945.7136/97
12.16
A319/A A319/A320 320/A3 /A321 21 EIS EIS - ECAM ECAM lower lower DU
The ECAM lower DU presents either (one of twelve) system pages or status pages.
Selection of System page is : - eithe eitherr manual manual fro from m the ECAM ECAM co contr ntrol ol pan panel, el, - or a au utomatic 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 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/A A319/A320 320/A3 /A321 21 EIS EIS - ECAM ECAM system system pages pages Cruise page
Engine page
Air bleed page
Cabin pressurization page
Electric page
Hydraulic page
Fuel page
APU page
Doors/oxygen page
Wheel page
Air conditioning page
STL 945.7136/97
Flight controls page
12.18
A319/A32 A319/A320/A3 0/A321 21 EIS - ECAM ECAM lower lower display display – auto flight flight phase phase Engine** start
System pages
APU**
Door Wheel
Engine
* FLT S/F extended CTL To PWR
Flight phases (FWC)
r e w o p O T e n i g n e
d e d r a t s e n i g n e
r e w o p l a c i r t c e l E
t s
1
1
2
t f 0 0 5 1
t k 0 8
3
4
5
Door
L/G extended and altitude < 10000ft
1 MIN
Phase 6
t s
1
Wheel
Cruise
t f 0 0 8
6
n w o d h c u o T
7
t k 0 8
8
n w o d t u h s e n i g n e
d n
2
9
r e t f a s e t u n i m 5
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
A319/A320/ A319/A320/A321 A321 EIS – ECAM lower lower display display Status page
The operational summary of the aircraft status after a failure is displayed on the lower ECAM DU and includes : (a) (a) (b) (b) (c) (d) (d) (e) (e) (f)
Post Postpo pona nabl ble e proc proced edur ures es not not dis displ play ayed ed on on firs firstt page page (blue) Limi Limita tati tion ons s (spe (speed ed,, flig flight ht leve level… l…)) (bl (blue ue)) Informations (green) Canc Cancel elle led d caut cautio ions ns or or warn warnin ings gs (whi (white te)) Ino Inoperat rative ive syste tem ms (amb (ambe er) Maintenance status (white)
b
a
e
c
d
STL 945.7136/97
f
12.21
A319/A32 A319/A320/A32 0/A321 1 EIS – ECAM ECAM control control / switching switching panels panels
ECAM
TO CONFIG
ECAM
System page control
STL 945.7136/97
12.22
A319/A A319/A320 320/A3 /A321 21 EIS – Dus reconf reconfigu igurat ration ion
Master warning (red) Maser caution (amber)
PFD/ND Transfer
PFD/ND Transfer ECAM/ND Transfer
Reconfiguration capability :
Single failure Multiple failure
STL 945.7136/97
12.23
A319 A319/A /A32 320/ 0/A3 A321 21 - EIS EIS Independent failure presentation sequence Example : electrical generator fault
STL 945.7136/97
12.25
A320 A320 EIS – indepen independen dentt failure failure : initia initiatio tion n The following displays appear, provided no flight phase inhibition is active. ECAM upper display
Failure identification
STL 945.7136/97
Corrective actions
ECAM lower display : ELEC page
The corresponding system page appears automatically
12.27
A319/A320/A A319/A320/A321 321 EIS – independen independentt failure : after correctiv corrective e action
ECAM upper display
Actions lines automatically cleared when corresponding actions performed
STL 945.7136/97
ECAM lower display : ELEC page
ELEC page changes according to the corrective action
12.28
A319/A320/A321 A319/A320/A321 EIS – independent independent failure : after “clear”action
ECAM upper display
ECAM lower display
APU GEN UP TO FL 350
- Warning message message is cleared cleared - Memo comes comes back back
STL 945.7136/97
- Status page page appears appears automatically automatically - When “clear” “clear” button is is pressed again flight phase system page comes back
12.29
A319 A319/A /A32 320/ 0/A3 A321 21 - EIS EIS Primary / secondary failure presentation sequence
Example Example : Blue hydraulic hydraulic reservoir reservoir low air pressure corrective action leading to primary failure : Blue hydraulic system low pressure
STL 945.7136/97
12.31
A319/A32 A319/A320/A3 0/A321 21 – EIS – primary primary / secondar secondary y failure failure : initiati initiation on 1st step : independent failure detection Lower display : HYD page
Upper display
Failure identification
STL 945.7136/97
Corrective action
The corresponding system page appears automatically
12.33
A320 – primary primary / secondar secondary y failure failure : after correctiv corrective e action action 2st step : after performing the corrective action Lower display : HYD page
Upper display
Display of resulting primary failure
STL 945.7136/97
Resulting secondary failure is displayed
The corresponding system page is automatically updated
12.34
A319/A320/A32 A319/A320/A321 1 EIS – primary primary / secondary secondary failure : after after “clear” action action 1 3rd step : first “CLEAR” Upper display
- Warning message is cleared cleared - Memo comes comes back back
STL 945.7136/97
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) The system page corresponding to the secondary failure is automatically displayed 12.35
A319/A320/A32 A319/A320/A321 1 EIS – primary primary / secondary secondary failure : after after “clear” actions actions 2 4th step : second “CLEAR” Upper display
Lower display : status page
- Status page page appears automatic automatically ally after second “clear”
STL 945.7136/97
12.36
A319/A320/A32 A319/A320/A321 1 EIS – primary primary / secondary secondary failure : after after “clear” actions actions 3 5th step : third “CLEAR” Upper display
Display of entire memo
STL 945.7136/97
Status reminder
Lower display : cruise page
- When “clear” “clear” but button ton is press pressed ed for for tthe he third third consecutive time, flight phase system page comes back 12.37
13. Radio management and communication
STL 945.7136/97
13.1
A319/A320/A321 radio management concept Radio Management Panel (RMP) Transfer function
Frequency selection (two concentric rotation knobs)
Radio COMM selection keys
Isolation switch
Radio NAV back-up section (when both MCDUs or FMGCs failed)
STL 945.7136/97
13.2
A319/A320/A321 radio management concept
Radio Management Panel (RMP) system provides : - crew con control trol of all all radi radio o commun communica ication tion systems systems - bac back-up k-up of the the two two FMGCs FMGCs for for contro controllin lling g all all radio radio navigation systems
Basic installation includes : - two two RMP RMPs s on on ped pedes esta tall - full provisi provision on for for instal installati lation on of of a third third RMP on 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 2
RMP 1
VOR 1
VHF 1
VHF 2
VOR 2
DME 1
HF 1
HF 2
DME 2
ILS 2
ILS 1 COMM. ADF 1
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ADF 2
NAV 13.4
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.
Auto Automa mattic
: VOR VOR/DM /DME, IL ILS S and ADF ADF are are automati matic cally tuning controlled by the FMGS.
Manual Manu al tuning tuning : for select selection ion if a specif specific ic freque frequency ncy through the FMGS CDU without affecting the automatic function of the FMGS.
Back-up tuning tuning : when both FMGCs ar are e inoperative 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/A A319/A320 320/A3 /A321 21 COMM COMM – audio audio contro controll panel panel Transmission keys and SELCAL lights
Transmission keys and CALL lights
Audio listening and volume control
Public address audio listening and volume control
Interphone/Off /Radio switch
PA key for boomset oxygen mask or hand microphone operation
Voice/ident filter key
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SELCAL and CALL reset key
Radio nav audio listening and volume control
13.6
A319/A A319/A320 320/A3 /A321 21 COMM COMM – audio audio contro controll panel 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 : - thre three e Aud Audio io Cont Contro roll Pane Panell (ACP) – two on on pede pedesta stal, l, one on overhead panel - on one e Aud Audio io Mana Manage geme ment nt Unit Unit (AMU) in avionics bay - one SELCAL code selector in avionics bay.
Provision exists for supplementary ACP’s
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. Maintenance centralized fault display system
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A319/A320/A321 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 rrea ead d the the main mainte tena nanc nce e info informa rmatio tion n - to ini initi tiat ate e var vario ious us test tests. s. Two levels of maintenance should be possible using the CFDS : - maintena maintenance nce at an out out-sta -station tion (LRU cha change nge)) - mainten maintenanc ance e in the han hangar gar or a att the the main main bas base e (troubleshooting).
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A319/A A319/A320 320/A3 /A321 21 CFDS CFDS - archit architect ecture ure Aircraft systems Aircraft system BITE
General parameters : - dat date e / time time - fligh flightt No. No. - aircraft identification identification - flight flight pha phases ses AIDS
MCDU 1
CFDIU
FMGS 1 and 2
MCDU 2
ACARS
VHF 3 Printer
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A319/A A319/A320 320/A3 /A321 21 CFDS CFDS - archit architect ecture ure Advantages of the CFDS
A revised maintenance concept provides a : -
reduc reductio tion n of the the durat duratio ion n of opera operatio tions ns reducti reduction on of of th the e mainte maintenan nance ce crew crew training training time simplifi simplificati cation on of tech technic nical al doc documen umentati tation on stand standar ardi diza zatio tion n of the equi equipme pment nt simplifi simplificati cation on of of th the e compu computers ters which which no longer longer display any BITE ;
Optional equipment - A mul multi ti-u -use se prin printe ter r - Aq qui uick ck acce access ss reco record rder er (QAR) - An AIDS
Integration of the CFDS
Integrated in the Maintenance and Recording Data System (MRDS) comprising :
Basic equipment - A Centra Centraliz lized ed Faul Faultt Displa Display y Interf Interfac ace e Unit Unit (CFDIU) - A d digi igital tal Fligh Flightt Dat Data a Rec Recor orde der r (DFDR) and its interface unit - Two Two mul multi tipu purp rpos ose e CDU CDUs s (MCDUS) located on the pedestal. Note : The MCDUS can be used for : FMS, MRDS options (ACARS, AIDS).
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A319 A319/A /A32 320/ 0/A3 A321 21 CFD CFDS S – exam exampl ple e of use use - 1
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A319 A319/A /A32 320/ 0/A3 A321 21 CFD CFDS S – exam exampl ple e of use use - 2
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14.7
A319 A319/A /A32 320/ 0/A3 A321 21 CFD CFDS S – exam exampl ple e of use 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
